Transport & Trucking Today - Issue 91

THE HEAVIE THE NEW ISUZU FY SER

• Up to 35 tonne GVM (FYX 2500 10x4 model) • Twin-steer axle • SiTEC III 350 engine • 257kW@2,000RPM • 1,422Nm@1,400RPM • 3 years roadside assist • Isuzu reliability More information

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S ARE HERE IES 8x4 CAB CHASSIS

• 3 transmission options • 2 suspension options • Cross/diff locks • Touch screen entertainment unit • Also available 10x4 cab chassis at www.isuzu.com.au

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

CONTENTS CONTACT DETAILS PO Box 3294 Erina, NSW 2250 www.truckandbus.net.au Enquiries Tel: 0411 099 091 Follow us on Twitter #truckandbusnews Managing Editor/Publisher Geoff Paradise gparadise@truckandbus.net.au Features & Technical Editor David Meredith dvm@bigpond.com.au Art Director Luke Melbourne luke@groeningdesigns.com.au Advertising Sales Bruce Williams 0418 349 555 bruce@overdrivemedia.com.au

& TRUCKING TODAY

FEATURES

14

21

THE BIG HAMMER

We drive one of the first right hand drive Volvo FH’s but had to go the UK go do it

21 BLOOMIN’ FANTASTIC 25 BRISSIES BEST EVER!

This company started with a VW Beetle about 30 years ago Brisbane came of age this year by staging the finest truck show ever to be held in Oz

32 A BETTER ALTERNATIVE Freightliner’s Coronado 114 fills the void left by the defunct Sterling so its happy days

40 THE SLIPPERY SWEDE

25

Back by popular demand is Scania’s new and improved wind cheating Smartline COE

46 POWER TO THE MOGS

Hummers? Strictly for gangsters and pimps. The Unimog U5000 is a real man’s all wheel drive

50 SUPERCAR ‘STARS

Across the Nullabor (sort of) in Erebus Racing’s Western Star 4900 FX

Editorial Contributors Jim Gibson, Mark Bean Fabian Cotter Transport & Trucking Today is published under licence by the Truck Power Media Group 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

32 DEPARTMENTS

04 BACK TRACKS 06 IDLING 07 ROUTE 1

Do we need an annual truck show?

Meredith is always on the move News, Innovation, Incoming

56 MONEY 57 TRUCK GUIDE Looking after your super

Industry events, sales & heavy trucks specs

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Featuring state-of-the-art electronic control for swift gear changing it has the potential to not only improve driveability, but also increase fuel savings. Versatile, powerful and efficient, this is what makes

HMS00176/TT

Hino’s 500 Series a better class of truck.

hino.com.au

BACK TRACKS GEOFF PARADISE

“If the car industry can wake up to the unnecessary cost of too many motor shows then surely the truck industry can do the same.”

I

f you didn’t go the 2013 Brisbane Truck Show don’t be hard on yourself. Yes, you did miss the best truck show I’ve been to outside of America but the up side is you can now make plans for the 2015 event which is bound to be bigger and better. But it also begs the question; does Australia need a truck show every year? This same question was asked two years ago by the car manufacturers who were stumping up twice a year for a show in Melbourne and Sydney.

They – and very wisely – said “enough is enough!” we’ll only do one show every year and alternate between those two cities. And this is from an industry that sells upwards of one million vehicles annually. So, if truck sales in Australia are only one tenth of that amount why on earth are manufactures pillaging their marketing budgets of upwards of half a million dollars (in some cases) to do it every year? This is a case of self-flagellation where the industry is whipping itself with barbed wire and getting little in return.

When the car industry united and declared they would not support two shows a year in two cities there was much hand wringing from those with vested interests. No one likes change, least of all those whose bank

balance is affected by that change. I recall the words of an automotive pr guy, Edward Rowe, then from Ateco, who said - when it was decided by many key manufacturers not to submit to the pressure of two shows - “we are not in the entertainment business.” How very true. What Mr Rowe was intimating that two shows a year were only giving the tyre kickers somewhere to go. The return on investment was neglible. ROI; that’s a basic tenet of Business 101. So, how does the truck and trailer industry tabulate that by going to a show every year result in tangible benefits that can be directly measured in sales?

They can’t, really. Sure, they make get a few “firm orders” but do they really translate to sales? And can they ever tell if they are still selling trucks from another show six months down the track when other advertising and marketing initiatives have been carried out?

No, they can’t. The other dominant factor is the slow cycle of new models. Unlike the car industry that launches new product every week of every month the same cannot be said of the truck industry. New models are often dependent on new emissions technology so that can mean every five to seven years.

There are exceptions of course as there are

new models, facelifts and expanded models lines that come around every two or three years. See my point? What will manufacturers display in Melbourne next year that is truly new? Yes, there may be a new grille, a restyled dashboard, a set forward axle and maybe a change in BBC and maybe a brand new model but do such minor changes or the introduction of a couple of trucks warrant spending mega-bucks? Serious truck buyers would have attended this years Brisbane event in droves and from what I’ve heard talking to manufacturers that is certainly the case. Some of those manufacturers have indicated to me privately they won’t be going to Melbourne next year. The Brisbane event is run by the CVIAQ, that states governing body and it generates revenue that allows them to operate and do their work. The Melbourne event is privately run by a company with publishing and other media connections. Correct me if I’m wrong but there is no sign of the profits going to any industry bodies there. If the car industry can wake up to the unnecessary cost of too many motor shows then surely the truck industry can do the same.

Geoff Paradise Editor

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IDLING DAVID MEREDITH

“The attendance enjoys plenty of support from the general “nothing else to do” public”

E

very two years we find ourselves between polar opposites in terms of truck events.

The longest running truck industry exhibition in Australia has been run and won in Brisbane just a couple of months before the newest in Perth. But it’s not quite as wide a gap when comparing quality and relevance.

In truth the Melbourne Truck Show event is, I think, a more practical shindig for truck builders, sellers, suppliers and operators.

On a very large acreage and attached to heaps of public transport, the attendance enjoys plenty of support from the general “nothing else to do” public as well as the diehards.

With a few exceptions, the venue allows a wider set of options for exhibitors to spread their wings. Trailers in particular, get a decent share of the limelight there.

Size and experience aside, a surprisingly healthy level of business is written at these three shows, even if some of it is really confirmation of plans that have been in the mill for several months.

The market-specific nature of each event also means factories have to tailor each

Showground events are okay as long as it doesn’t rain as it will impact on crowd attendance

display to the locals. One eastern states trailer builder sells over half his volume in WA, so his presence at the Perth event reflects that commitment, with a large area and wide range of trailers.

As is often the case, a positive opportunity can arise from what looks like disaster at first. The first Perth event in its current format marked a significant switch from an event organised by the long-suffering volunteers at the local CVIA. Despite the huge commitment of time from the committee and its helpers, the task of getting the show together and marketing it against a broad span of other events in Perth was taking its toll. The new version was to be planned and executed by a professional exhibition operator.

But within months of the show’s opening, some major manufacturers decided to hand over the show activity to local dealers, meaning the larger factory budgets weren’t there to build the usual extravaganzas. Peter Woods, boss of Premiere Productions was undeterred, probably because he had no choice.

With the realisation that specialist trucks

weren’t going to be making the trip west, it was left to the dealers to provide trucks for the stands.

The market in WA was running hard, and dealer inventory was minimal, with most stock arriving in WA for a retail order. There was no option. The trucks on the show had to be on their way to a customer.

What happened was a truck show that for the first time, had relevance to the key people who attended. Instead of row after row of cab/chassis (mostly white in the case of the Japanese), the public saw trucks kitted out and ready to mix concrete, put out fires, collect skips, carry cranes, distribute frozen food, deliver essential supplies and service mine site plant.

Customer logos and paint schemes brought colour and reality to the floor space, and the show gained a significant level of recognition on the national scene.

The difference this made to the Perth event wasn’t lost on the other states. As a consequence, the Australian Truck Show experience has become more relevant to the actual buyers and operators as each year passes.

highway 1 ALL THE LATEST NE

WS AND VIEWS FROM

Mercedes-Benz Ba ttle It Out With Vo lvo/Tune in to

ACROSS THE GLOBE

FM/Sprint To the Finnish

*Frames, axles, suspension, brakes: all optimised to match the job 16 power output levels from 175 kW (238 hp) to 460 kW (625 hp)

Powershift available as standard for the first time in a construction vehicle

AROCS AND ROLL

Volvo isn’t the only one with a serious construction truck THE AROCS RANGE is being offered in a previously unparalleled variety of vehicle models to precisely match customer requirements in this extremely diversified application sector.

The new trucks are available as two, three and four-axle vehicles with 16 power output levels ranging from 175 kW (238 hp) to 460 kW (625 hp).

The engines have been designed to meet the future Euro VI emissions standard and are available to order as Euro VI versions.

With the new Arocs, transport tasks in the building industry can be carried out more efficiently than ever before, say M-B. In general, the Arocs construction vehicle family has been specifically designed for all types of applications. As a result, even the so-called “road roller” for

example - the two-axle semi-trailer prime mover unit with driven rear axle (4x2) - is not an Actros variant but a separate vehicle type in its own right.

HIGH FRAMES The frames, frame heights and overhangs are specifically different from those found on long-haul trucks. The two-axle Arocs prime mover can be ordered as a 4x2 standard vehicle with steel or air suspension, a payload optimised 4x2 Arocs Loader, a 20 tonne 4x4 all-wheel drive vehicle or a 4x4 Arocs Grounder.

The new Mercedes-Benz Arocs is available with a wide range of BlueEfficiency Power diesel engines.

Arocs customers can choose from a selection of 16 power output levels. The BlueTec 6 engines are all designed as in-

line six-cylinder engines with exhaust-gas turbocharging and charge air cooling for high torque at little more than idle speed.

Maximum tractive power levels of from 1000 to 3000 Nm are achieved by four displacements of 7.7, 10,7, 12.8 and 15.6 litres.

BRAND NEW OM 473 ENGINE Also now available with the Arocs is the largest-capacity engine from Daimler’s heavy-duty engine series is the OM 473 in-line six cylinder engine that has been comprehensively redeveloped. Boasting specifications which include a displacement of 15.6 L, output of up to 460 kW (625 hp) and maximum torque of 3000 Nm, the new Mercedes Benz OM 473 diesel engine sets its own powerful tone.

First electro-hydraulic power steering system in a commercial vehicle

www.truckandbus.net.au 007

highway 1 ALL THE LATEST NEW S AND VIEWS FROM

Mercedes-Benz Ba ttle It Out With

ACROSS THE GLOBE

Volvo/Tune in to FM/Sprint To the Finnish

FMX BANDIT Production Starts in Europe in September

Volvo has launched a new FMX in Europe and say it is not only easier to drive but several innovations boost its efficiency and off-road capability.

The driver can steer a heavily loaded truck without the slightest effort thanks to a new technology - Volvo Dynamic Steering.

“The patented Volvo Dynamic Steering system benefits all drivers, but its advantages are most noticeable when driving at low

IMPROVED DRIVER POSITION The cab interior in the new Volvo FMX has been entirely redesigned.

The new seat can be tilted forward another four degrees and the backrest is 10 millimetres slimmer than before.

The steering wheel is equipped with integrated control buttons for multiple functions, including cruise control, phone and navigation, etc.

The new all-black instrument panel is now angled even further towards the driver.

In order to free up more legroom, the starter key has been moved up to the dashboard. Immediately to the right of the key, important features such as the large integrated information display are positioned for easy accessibility.

Production of the new Volvo FMX for European customers starts in September 2013.

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speeds. The effortless steering makes the construction truck driver’s job far easier,” says Claes Nilsson, President of Volvo Trucks.

An electronically controlled electric motor attached to the steering gear is the big technological innovation. The electric motor works together with the hydraulic power steering and is regulated thousands of times per second by its electronic control unit.

“At low speeds the electric

motor replaces the driver’s muscle-power. Instead, the driver can relax and steer without any effort and strain,” says Gustav Neander, project manager for Volvo Dynamic Steering.

In this way, the dynamic steering system addresses the most frequent occupational injuries suffered by commercial vehicle drivers. Another benefit is that Volvo Dynamic Steering self-centres automatically when reversing.

AVAILABLE WITH 11 AND 13-LITRE ENGINES The new Volvo FMX is available with a choice of 11 and 13-litre Euro 6 engines. The D13 has power outputs from 380 to 540 horsepower, while the D11 spans the range from 330 to 450 horsepower. For markets outside Europe, engines adapted for Euro 3, Euro 4 and Euro 5 will be available.

In order to meet the Euro 6 requirements, the engine has been equipped with a non-cooled EGR system for recirculation of exhaust gases. This optimises exhaust gas temperature and NOx levels for efficient aftertreatment.

The particulate filter is automatically regenerated during normal driving conditions and Volvo Trucks’ patented service solution for the filter saves time and reduces costs for the customer.

BIG IMPROVEMENTS IN EXTERIOR A super-robust, reinforced exterior with a more comfortable workplace and ergonomically improved interior. The cab of the new Volvo FMX construction truck brings efficient and safe construction work into a new dimension.

The new Volvo FMX has a cab made of high-tensile steel, which has been tested according to the world’s most stringent safety norms in order to ensure the safest working environment possible. All components in the front structure have been redesigned in order to boost robustness and durability.

The cab’s low position relative to the chassis offers a convenient entry and exit as well as a superior close-up visibility. This reduces the risk of vehicle damage and improves safety for people working in close proximity of the truck.

The bumper is a three-piece unit, with the upturned middle section flanked by two separate, robust corners that are made of three mm thick steel. The middle section, which double up as a handy step, is made by elastic, non-cracking material that handles low-speed impacts better than the previous solution. Above the bumper there is a towing eye made of cast iron, designed to handle a massive 32 tonnes. The redesigned headlamps with their distinctive, angled lines are made even sturdier and offer enhanced light performance. Their design emphasises the family connections with other new Volvo trucks.

I-SHIFT COMBINED WITH IMPROVED ALL WHEEL DRIVE The I-Shift transmission is already highly efficient when manoeuvering at low speeds and can also be combined with a driven front axle. Another new I-Shift feature is a longer oil-change interval (450,000 km).

The front wheel drive system has been further refined to deliver increased off-road capability and endurance. The driven front axle has been relocated 100 mm further forward to the same position as a non-driven front axle.

In addition to this the parallel rod has been moved up to a more protected location. The shorter front overhang means that the approach angle has increased.

Driven front axle is available in the following axle configurations: 4x4, 6x6 tractor and rigid and 8x6 rigid.

NEW REAR AIR SUSPENSION Most of the new chassis and driveline features in the new Volvo FMX enhance the truck’s productivity, says Volvo.

The suspension system features automatic ride-height control and with ground clearance of 300mm, and is available with the 4x2, 6x4 and 8x4 axle configurations.

Since the anti roll bar is positioned in the bogie, the vehicle gets an excellent stability. At the same time there are no unprotected suspension components behind the truck’s last axle, according to Volvo.

To create a tighter turning circle and reduced tire wear, it is possible to specify the 8x4 configuration with tridem bogie with a hydraulically steered tag axle. The tag axle can also be lifted for increased drive axle traction in difficult operating conditions.

www.truckandbus.net.au 009

highway 1 ALL THE LATEST NEW S AND VIEWS FROM

Mercedes-Benz Ba ttle It Out With

ACROSS THE GLOBE

Volvo/Tune in to FM/Sprint To the Finnish

"The FM is that invaluable all-round player that does an equally brilliant 010 www.truckandbus.net.au

‌AND A NEW AND IMPROVED VOLVO FM!

My, they have been busy in Gothenberg‌.

PRIOR TO THE LAUNCH of the new FMX the hard working Swedes had unveiled the new FM, and this was shown not all that long after the covers were taken off the first right-hand drive FHs! Busy times indeed but they can take a break now.

Like the FMX the new Volvo FM also offers Dynamic Steering and improvements to the cab and interior.

I-See Reduces Fuel Consumption Improved suspension is another upgrade that contributes to the excellent road manners. The I-See system, which can cut diesel consumption with of up to five percent, is now also available on the FM. Flexible and Efficient Lower weight, new axle configurations, increased chassis flexibility and crystal-

clear interfaces for bodybuilders all allow the customer to tailor the perfect truck for the job.

High product quality combined with the option of advanced telematics to monitor a number of components means that Volvo Trucks can guarantee the truck owner maximum uptime.

The Driver in Focus The in-cab environment is designed with the driver in focus. The result, say Volvo Trucks, is an effective, ergonomic and safe workplace with increased space for the driver and more storage capacity than before.

The new Volvo FM is being launched with a comprehensive range of 11 and 13-litre engines that meet the Euro 6 requirements, which come into force at the start of 2014.

job wherever it is needed," Claes Nilsson, President of Volvo Trucks www.truckandbus.net.au 011

All models from the Sprinter 4X4 range utilises extensive allwheel drive know-how.

The 4ETS system works in close cooperation with the Sprinter 4x4’s standard-fitment ADAPTIVE ESPŽ (Electronic Stability Control)

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Tested

Photography: David Meredith

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EXCLUSIVE!

THE BIG HAMMER WE DRIVE VOLVO’S ALL-NEW FLAGSHIP FH750!

WITHIN DAYS OF IT BEING LAUNCHED IN THE UK TECHNICAL EDITOR DAVID MEREDITH WAS DISPATCHED TO BIRMINGHAM TO DRIVE THE INCOMING FH750. HOW GOOD IS IT? READ ON AND YOU’LL FIND OUT

I

n Britain, the new FH 750 appeals to the long-haul market only, which is relatively small. Most long-haul runs are handled by trucking companies based in Europe. The Brits’ longest haul is Scotland to the south and then on to Spain and nearby regions, usually with unprocessed food which is processed in and sent back to the UK. However, some operators who are currently running the 540hp version have reported that a trial of the new 750 has returned fuel efficiency that is almost as good.

Nigel Hanwell, Volvo UK’s press officer, suspects there’s a bit of exaggeration there, mainly by drivers who are angling to get bragging rights for the most powerful truck engine on the market. But as Volvo is strong on heavy haulage and recovery work the 750 is very popular in that sector.

There was no chance of driving the independent front suspension model though. It’s only engineered for left hand drive at this stage and Volvo UK are not expecting it for another three years, at least which puts the Australian version even further away, if at all.

UK rules allow a 56’ (16.5-metre) overall length for an articulated truck (lorry) and although most trailers are 14.5’ the actual maximum is 16’ – the extra bit was originally introduced so that tow operators could pick up the front of a knackered

double-decker bus and still squeeze under motorway bridges.

Some rigs are set up as rigids with a pig trailer, and the drawbar set-up allows an overall length in those cases of 18.75-metres. That extra length is also allowed in a trial program if the trailer has rear steering, although only one trailer is allowed for an articulated truck.

I raised the matter of the new FM series with Nigel and he pleaded ignorance. There was a picture of the new model on the front page of a British magazine that was published a couple of days before I arrived, but it was apparently an engineering test vehicle.

The FM has now officially been released and you can out more by visiting www. truckandbusnews.net.au When I arrived at Volvo’s UK headquarters in Warwick near Birmingham, it was Nigel who greeted me. Resplendent in special garb I thought at first was to recognize the significance of my visit. But it was to commemorate Red Nose day.

We met under the shadow of a work of art constructed by a Volvo factory employee in Belgium. He’d mocked up a Volvo front facia panel from packing case material in the store.

The then managing director was so impressed he asked for a version as a wall piece for Volvo’s UK headquarters.

“I only ever do one of my art pieces,” the

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storeman pompously replied in what could have been a career-shortening move. But instead of sacking him in the spot, the MD pointed out that the artwork was left hand drive.

“I want one in right hand drive for the UK.” Snookered, the storeman agreed.

GETTING SETTLED Very few Brits have actually driven the new FH as the first right hand drive units for retail were only due to arrive early in April. A fleet of RHD demo’s were produced by Volvo in Sweden during a pre-production run, and these have criss-crossed the nation on drive days scheduled by groups of the 84 Volvo

a blind spot on the driver’s side because of the sloping back A-pillar.

In reality, the second problem arose more with metro’ distribution work as it related to maneuvering rather than an on-highway issue.

Both have been addressed and fixed. The seat in particular is now adjustable between an extreme rearward position that would suit the AFL’s tallest ruckman, and far enough forward for a hobbit.

The column tilts from the floor, but there’s a second tilt at the neck of the column, so you can increase the steering wheel angle without bringing the whole assembly back on your knees. Plus the wheel telescopes. Combined

driver alert support, load indicators and error messages. To the left is the larger display that houses the GPS system, exterior vision cameras, rest time management, audio system, phone and Dynafleet data.

We’d climbed on board after using the new electronic remote key, which allows lights and horn to be controlled from outside the cab as well as cab locking and unlocking.

But wait, there’s more. The electronically controlled suspension brings a ‘Work Remote’ handset that operates wirelessly to control or adjust air suspension, engine stop/start and up to four PTOs, lights or beacons that are task specific, plus some user defined tasks that can

“they have listened to their customers and thought dealer points across Britain.

Transport & Trucking Today had arranged to drive a 13-litre 6x2 for a run through the local countryside surrounding Volvo’s headquarters at Warwick, in the Midlands.

Volvo’s Driver Training specialist, Dave Taylor, was my co-driver. He has 23 years as a Volvo man, starting on the factory and now working with dealers and their customers.

My Australian licence didn’t entitle me to a tachograph card, which is required for all heavy-duty drivers in the European Union so it was on with a trade plate.

Dave told me that the two biggest complaints about the previous FH from experienced drivers were lack of adequate seat travel, and

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with the seat changes, anyone can get set behind the wheel of the FH and drive all day.

The wheel itself is available in two sizes and now has all operational controls including cruise, audio, phone and information display options at the driver’s fingertips. Between the spokes, the previous instrument panel display has been replaced by a set up that compresses all the essential info into the eyes straight ahead position. One glance will tell you all you need to operate the truck at maximum efficiency - gear, I-Shift mode, cruise, auxiliary brakes and tacho.

A little to the right is the selectable menu display that you control from a steering wheel selector button and provides gauges displays,

be programmed in conjunction with a body builder. Oh yes, it also acts as a door key and will display load distribution data directly from the suspension sensors. All the while the ECS system itself is keeping the chassis level no matter how poor your load distribution is.

So if you have a TV, DVD and a mobile on board as well, you’re going to need all the new storage places for the remotes!

Because Volvo engineers have completely redesigned the cab, the new front profile has effectively dispensed of any blind spots and without the need for compensatory mirror changes. The A-pillar is now near-vertical – just a four degree angle from what used to be around 20. As can be seen from the side-

Volvo’s use of colours in their interiors is always soothing and inviting. The new FH continues that trend

profile comparison picture, the whole line of the new cab angles down towards the front, and this leaves the side windows dropping to below the driver’s knee level at the front. I had the clearest view of almost any truck I’ve driven as I wheeled the rig out of Volvo’s yard.

The new mirror set is better as well. The mirrors are wider and deeper and both are powered - so I could imagine a crystal clear view of the back trailer in B-double or roadtrain operations. Now the gap between the A-pillar and the mirror set is 25 per cent wider on the driver’s side and up to 85 per cent wider on the passenger’s side. A lot less surprises on and around intersections.

the gurus put it, 12 per cent more space. That translates into 300 litres of extra storage with a wide range of sizes. You’ll probably lose some stuff in this cab.

The bunk is wider by 40mm at the head and 55 at the middle, and can be inclined up to 55 degrees – manually or powered – for those times when a quiet read or rest is all that’s needed. Lights, alarm, audio, windows, door locks, roof hatch and the parking heater/ cooler can all be controlled from the sleeper control panel in the bunk.

The roof hatch has a sun-blind and a mossie net (in England?) and doubles as the emergency exit.

hard about these changes” Part of the great on-road vision in a truck is the sun visor set-up. The test truck had the fullwidth electrical interior visor across the front and a full-width side window visor on both sides. I thought initially that this was a bit of a joke for Britain, where the sun only makes infrequent appearances. But being further from the equator means the sun is lower in the sky all year ‘round, which means it can be a problem on long legs at certain times of day.

In Australia, this set-up is almost essential to keep the glare under control.

Combined with the A-pillar change, the engine tunnel has been lowered and the roof raised (in the Globetrotter). The mods make an extra cubic metre of space inside, or as

The dash sweeps around the driver and has a minimum of control switches, focused on the ones you’ll use when stopped, or crossing road surface changes at a crawl.

The flat floor means the easiest movement around the cab is possible, the usual being the urgent need to get a jacket on in a storm. Just twist, stand up straight, put it on and you’re out and getting sorted without getting your feet tangled in gear levers, armrests and engine tunnel bulges.

While we’re on the cab, new suspension mounts have reduced a lot of the cab roll that Dave felt was an issue, particularly at intersections with random camber. It’s been an issue with British drivers, particularly with the

infestation of roundabouts across the UK. Heavy braking and the almost universal preference for super singles on trailers rut the roads quite markedly, and at the low entry speeds for roundabouts Volvo cabs could almost be seen from the outside to be rockin’ and rollin’ on the way through. Now that the rear mounts are a further 25cm apart and the springs are vertical, yaw damping has improved by over 50 per cent.

Volvo has added a new “Dynamic” steering option that supports the standard power unit with extra assist for tight work around depots and loading docks. A ratio change and servo’ boost makes it a little easier.

The independent front suspension may add a further comfort benefit when it finally makes it to RHD versions, but wasn’t a big deal with British journalists when they experienced it as they felt that the improved standard front end was fine for the local applications.

Just a twist here though – Australian state regulations define load limits by axle weight ratings, and this is written in the supporting legislation. But an independent front suspension doesn’t have an axle. Might need a change to the definitions in the various acts, otherwise IFR Volvo’s might lose 6.5-tonnes from their GVM/GCM.

THE DRIVE Tight turns and village roads that were originally built several hundred years ago do not make trucking easy. We set off through the back roads of Warwick, about 50 kilometres from the impossible clutter of Birmingham,

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Nervous? Not our intrepid international tester! Meredith concentrates on the UK traffic and weather.

and made our way to a motorway to, as Dave said, “get settled.” Wasn’t needed. The Volvo felt ready to work and I felt ready to drive it anywhere. It was immediately easy, quiet, comfortable and fuss-free as the transmission eased the ceramic clutch into gear.

Auto wipers helped with the typical English weather and meant I could start playing with the features. But first Dave had to warn me about speed limits as the ‘rozzers’ (highway patrol) get upset at truckies ignoring the limits.

Having said that, as soon as I was making sure I wasn’t breaking the law, I was overtaken by a constant stream of other trucks getting on with business. Same the world over, it seems.

really noticed when gusts hit, particularly when loaded with rain or snow. Yes, I did say snow, although Dave would probably call it a minor flurry, if he noticed it at all. Whether at motorway speeds or crawling we were able to converse at the same level as we would in a quiet room in a club. I suspect this Volvo will be rapidly become a favourite of Aussie longhaul drivers for this reason alone.

In the background Volvo’s variable displacement steering pump and clutchable air compressor meant that essential truck systems were performing but not soaking up power when not needed.

A new alternator is boosted to 150A but

cruise, the system flagged a code on the dash that indicated it was “learning” the road – inclines, brake applications, steering input etc, and tying it to GPS coordinates. At the end of the section, I turned off the road, cruise control disengaged and the I-See program went to the background. From that moment, my trip data was available to every other I-See equipped Volvo FH following in my wheeltracks, and would automatically manage that truck’s cruise control system to optimize economy.

Underway the system will allow speed to increase to the maximum allowed before you reach the hill that lies ahead, then select

“Dave insisted their was an engine under the floor Trailers are built with a large forward set on the axles, to help with those tight bits.

But it means the rear swing-out is big which you have to keep in mind. I engaged cruise control (the test truck didn’t have the adaptive version) and steered easily through towns and villages, enjoying the outstanding vision. On the motorway I was again impressed with the discipline and courtesy of both car and truck drivers. Most of the truck drivers seemed to be from Eastern Europe, many in LHD rigs but the language of the road was universal and made for easy and safe running.

Dave insisted there was an engine under the floor as the majority of running noise was tyres. Wind noise was minimal and only

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requires less energy to drive. Volvo claims its fuel packages can save you up to 11 per cent on the fuel bill.

Also underneath the floor is the still ultraimpressive I-Shift transmission. It’s hard to remember that it is still a conventional constant mesh gearbox to minimize internal power losses, but with a tricky control unit and pneumatic clutch system. The package of goodies in the test truck included I-Roll, which disengages the drive on the downhill or off-throttle on the flat, and the new I-See integrated GPS which combines with cruise control to read the road ahead. It manages this trick by talking to the big eye in the sky.

As I negotiated a hilly section of road in

the best gear for the incline, coming off the power before the crest and coasting down the other side. As the speed gets too high or as you get near the bottom of the hill, the system will use auxiliary brakes to control the speed, disengaging as the hill smooths out.

You’d have to be careful about those NSW coppers though who like to sit at the bottom of a hill and ping the trucks that are building momentum for a long hill ahead.

With the gear selector in “A,” and cruise control on, the system managed the three-stage exhaust brake, engine brake, and transmission shifts effortlessly, and, I’m told with the best possible fuel efficiency.

A note on the new braking program in

VOLVO IN THE UK

I-Shift. On off-throttle, I pressed a new button on the end of the brake selector stalk and the ‘box downshifted to bring the revs up into the black band on the tacho’ – (1500-2300rpm). It then shifts to keep the revs between 1800-1900 to optimize braking.

There’s a button on the dash with a green strip light under a “VAS” motif. Volvo Action Service connects the truck with an operator who speaks the language of the driver. I wanted to press it to see if anyone said “G’day,” but Dave pointed out that the system reads the nationality of the driver from the tachograph card, which of course I didn’t have.

Still, the system shoots a truck-state report to

who have tested the truck so far have given it a universal tick of approval.

During one section of flatland, wind gusts that were doing awful things to the side curtains of some other trucks never caused the FH to budge an inch. It remained rock-solid and therefore kept its own trailer on track.

I can think of a number of nightmare road sections in country NSW and Victoria that will be a lot easier in Volvo’s latest.

Despite the weather and the inclination towards a constant state of depression from overcast skies, England’s green and pleasant land is still worth looking at, and very pleasant to drive through. The new Volvo takes the

as the majority of noise was tyres” the service centre along with location and fault codes etc so that any service help is prepped before arrival. Sometimes, a remote system reset can solve the problem temporarily so that the truck is at least mobile again, and, crucially, free from the indignity of causing yet another mind-boggling, visible-from-space traffic jam and making half the trucks within a 50-mile radius miss the next cross-channel ferry.

As I wheeled the rig back into Volvo’s headquarters I realized I had spent around three hours in a rig I’d never driven before, on unfamiliar roads, and in unfamiliar conditions.

Despite this, the new FH made it feel like a quick drive around the block. I think I can understand why truck journalists and drivers

multiple facets of an efficient truck and manages them with a symmetry that pays immediate dividends to driver comfort and therefore safety, and I have little doubt the new FH will provide owners with long-term improvements in overall cost of ownership.

Only when it arrives in Australia, in the last quarter of this year, will we see what features the local management decides to make standard. But even in its most basic form, the new FH is a tribute to quality and meticulously planned design and engineering.

It seems clear that Australian roads will be safer when the features that Volvo is perfecting are more widely available in the fleets that keep our country rolling.

John Comer is the product manager of Volvo in the UK and had joined us for the pre-drive briefing.

He outlined the range of truck categories that the company builds for, peaking at 150-tonne ratings for heavy haulage work with indivisible loads. Virtually all Volvos sold are sleeper cabs – day cabs are rare, and that’s mostly because of the resale value. I struggled initially to understand why a country with a length between its geographical extremities that equates to Sydney-Adelaide would require drivers to sleep on board, especially as most deliveries are made within radius of around Sydney to Goulburn.

But doing that distance in the UK is a different matter entirely compared to our relatively wideopen spaces. Especially with a 62 mph (90kmh) limit on the motorways, 50mph (80kmh) on dual carriageways and 40mph (65kmh) on single lane roads, plus that unbelievable traffic.

The big fleets employ drivers who take to the highways for a two-week stint, living in the truck and going to pick-ups and deliveries as directed by complex logistics software.

They’re called “Trampers” but in reality, with the kind of facilities that are available at around 50-mile intervals, they don’t suffer too badly. Plus the drivers who score one of the new Volvos will be very pleased with their home away from home.

John said that presently Volvo has around 45 per cent of the heavy haulage (HH) market and just over 13 per cent of long-haul. The 750hp option is the key to the HH dominance.

DAF still manufactures trucks in the UK and other manufacturers recognize that as an advantage for the brand. But the biggest fleets seem to focus more on the whole-of-life cost of the deal to clinch those big orders.

The Eddie Stobart fleet of over 2,000 prime movers for example is around 45 per cent Scania and 40 per cent Volvo, with a collection of other brands making up the rest to keep the Swedish on their toes, and they’re all on service contracts with buy-back arrangements. So it really comes down to the finance deal being the clincher, particularly with a company like Eddie Stobart, which was founded with the old man insisting that rather than wasting their own cash on owning trucks they should use other peoples money.

Volvo has 84 service points across the UK, but the biggest component of dealer groups is owned by the factory. The geographical spread means that a Volvo driver with a problem that pulls him up can expect to see a service vehicle within an hour. They provide an uptime guarantee to buyers that’s run through the on-board Telematics gateway, but as John said, most operators are less interested in the downtime compensation offered and more interested in just getting the truck back on the road. With several giant fleets on the road constantly, margins are tight in the UK. As for the Telematics system, that allows the dealer to monitor the truck’s condition, and actively work the maintenance schedule.

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1989 Western Star model 4964

Detroit Diesel Series 60 engine, with 1.3 million original kilometres

Many tough Westerns have been made, but only we have the original Star.

Western Star Trucks. Celebrating 30 years in Australia. westernstar.com.au

Owner John Marshall and son.

Operator

BLOOMIN' FANATSTIC! TREESCAPE AUSTRALASIA PTY LTD, HAS MADE ITS MARK ON THE SOUTH COAST OF QUEENSLAND BY SPECIALISING IN THE TREE MAINTENANCE INDUSTRY AND RUNS A LARGE FLEET OF ISUZU TRUCKS.

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T

reescape Australia provides cost effective maintenance of trees and vegetation for councils, utilities, government agencies, construction companies, developers, corporations and private individuals. Established in 1983, its humble beginnings comprised a VW Beetle, a couple of chainsaws and plenty of youthful enthusiasm from current directors, Edward Chignell and Brandon Whidett.

Today, Treescape is a leading provider in the Australian and New Zealand market and now has its head office and one operations yard in Wacol, plus another operations yard in Yatala, Queensland.

To carry out the services they offer such as tree pruning, tree removal, land clearing, power line clearing and transplanting, the company utilises more than 30 Isuzu trucks ranging from NPR 450s, FRR 500s, FTR 800s and Gigas. The most recent order was for two FRR 500s placed in early February.

They have been fitted with elevated work platforms (EWP) so employees can reach

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high tree tops in safety.

The other Isuzu trucks are either fitted with EWPs supplied by body builders, Terex, and fitted by Lift Industries in Currumbin, or tippers fabricated and painted by S&T Fabrications in Yatala to carry the mulch resulting from the maintenance operations.

According to Business Manager, Peter Tate, the FRR 500 model is the company’s favourite.

“The FRR 500s are very reliable and can accommodate the weight of the EWPs which can reach up to 18 metres high. We have 13 all together in the fleet,” Peter said.

“The EWPs do a variety of jobs, however every once in a while we will also rescue a distressed cat or possum from a tree.”

Peter said the company will be adding more Isuzus to its fleet.

“So far 90 per cent of the fleet is Isuzu. We hope to have an exclusively Isuzu fleet in the near future,” he said.

“We chose Isuzu because it is an affordable and reliable brand that provides us with the support we need to keep the business

running.”

Travelling around the south coast of Queensland, the trucks encounter a variety of conditions including national parks and rural and coastal areas.

There is usually a crew of two per truck, one driving and the other navigating and operating the tree maintenance equipment.

“We’ve had no problems with the Isuzu trucks so far,” Peter said.

“The drivers enjoy the automated manual transmission because of its ease of use.

“Safety is a big issue for us as well. We like the fact that driver airbags come standard in all Isuzu F Series trucks and all new models are ECE-R29 cab strength-compliant.”

Plant health care is also an important part of Treescape’s services. A dedicated team of consultant arborists is available to provide expert advice on a diverse range of vegetation.

They analyse soil types to evaluate nutrient levels, micro biological activity and irrigation requirements for established landscape as well as new developments.

From humble beginnings Treescape Australia now boast a solid fleet of Isuzu trucks ranging from NPR450s and Gigas. You could say business is blooming.

“We chose Isuzu because it is an affordable and reliable brand that provides us with the support we need� www.truckandbus.net.au 023

Showtime!

Photography: Geoff Paradise

BRISSIE'S BEST EVER! FORGET THE REST - BRISBANE IS THE BEST, JUST ASK THE MANUFACTURERS AND PUBLIC THAT FLOCKED TO THE RIVERSIDE CONVENTION CENTRE IN THEIR TENS OF THOUSANDS. GEOFF PARADISE REPORTS.

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Freightliner reinforced the Harley-Davidson angle with combined truck and bike displays.

Behind the OE’s North Coast Towing displayed they jaw-dropping Freightliner recovery truck.

Cat Trucks Australia won the coveted Stand of the Show with their array of trucks specially painted for the event.

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1.

1. Lindsay Fox, (yellow top) Len Mifsud (left) Ray Gamble (right) and Cat Trucls MD, Bill Fulton (back to camera) 2. From Detroit in the USA Pam and Terry

I 2.

f you weren’t there you missed possibly the best truck show of all time. This event reeked of class with a capital ‘C’ and put to bed once and for all the notion of holding a truck show in a showground is a concept best left behind in the last century. All manufacturers selling trucks in Australia were on hand with a mouth-watering array of standard to show special models. Companies such as Mack and Western Star who are celebrating 50 and 30 year milestones respectively put in a massive effort with their displays, the presentation of their staff and above all the trucks on display. Making their debut was Avia and Smith Electric trucks who reported

better than keen interest in not just individual buyers but buyers representing major fleets from the private and public sector. Chinese truck brand, Foton, was reborn after a brief hiatus from previous importers Western Star, and now in the hands of Ateco, best known as the once importer of Ferrari, Citroen and Fiat but now offer Chery cars and Great Wall utes. Ateco claim to have ‘re-specified’ the Foton range and that remains to be seen but none the less, they were there with a reasonable line-up of product. The star debutant of the show was surely the new 2013 Volvo FH prime mover, not quite the same truck featured in our exclusive road test in this issue but rather the Australian made

“This was a noble and generous gesture on the part of the VGA”

FACT:

sitors er 30,000 vi It attracts ov hibitors. This 0 ex and over 30 erica e to Mid-Am bl ra pa m co is e th ly ab gu ar Truck Show, t. es rg la s ld wor

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3. This Western Star 4900 FXC won Truck of the Show and was displayed in the US earlier this year. Now gone to a proud owner in Oz. 4. M-B’s Econic waste trucks are gaining a following in Australia

version. There’ no reason to doubt that the locally built product is not equal to, or better than other versions built outside of Sweden and to emphasise this Volvo Group Australia had a special public unveiling in the heart of Brisbane city the day before the show where Volvo executives, city officials and most of the line-workers from the plant were present for the occasion. This was a noble and generous gesture on the part of the VGA management and one that was embraced by the men and women who actually build the trucks. All the fave’s were on display in the plush surrounds of the convention centre, it was indeed a cornucopia of classic American iron, sophisticated Euro’s and

the utilitarian droids from Japan. Unlike two years ago when the truck show made its debut at the riverside venue layouts and displays were better planned and executed.

Truck manufacturers spend a motza on their displays from 100 grand to better than 300K-plus and the heavy hitters of the truck world are keen to nab ‘Truck Stand of the Show’. This year it went to Cat Trucks, a company that two years ago could only manage a pair of trucks and a stand so insignificant that it was easy to miss. In 2013 Cat Trucks are a genuine brand in the industry and even though to this writer their display didn’t seem that grand the judges thought otherwise. No doubt there would

3.

4.

T: FAovC ides full

It pr nt time equivale 248 to t en m employ . le peop

Volvo Wacol employees at the unveiling of the Brisbane-built FH

FACT:

It is the single lar gest event to be hoste d at the Brisbane Conven tion and Exhibition Centr e in its 27-year history.

Kenworth struck the mother lode with their line up of gold COE’s and conventional trucks.

Stunning!

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have been some disappointed executives from the more established marques. But the minnow stole the show with three custom painted trucks – including one that, out of necessity due to their limited floor space - was elevated above the other Cat trucks.

Stunning in a multi-colour paint scheme it stood out like a beacon from most points of the centre. The attendees obviously liked what they saw voting the CT630LS their pick of the event, further rubbing salt into the wounds of other brands who thought – with

T: FAisC bane Truck

The Br fifth biggest Show is the uipment transport eq world. e th in show

good reason – they were a chance. Kenworth went for gold with all of their trucks on display either a gold or golden yellow. With their position at the very end of the hall Kenworth were very much the pot of gold at the end of the rainbow. But on the way to them you got to pass excellent displays from Mercedes-Benz, Freightliner, Fuso, Mack, Volvo, UD and of course, Isuzu, the brand that has been number one in the local market for 24 straight years and certainly headed for their 25th consecutive year of being the

biggest selling truck brand in Australia.

Running opposite the line up of truck displays that ran down the left hand side of the centre were displays from Cummins, Detroit, Hendrickson (themselves celebrating a milestone in Australia), Dana, and trailer manufacturers such as Lusty EMS, MaxiTrans, Azmeb, Freighter and others.

Upstairs in the trader’s section attendees could find just about every conceivable accessory, tool, clothing item and things you just can’t do without. If you’ve been to the

Volvo safety team boss, Ulf Torglisman with one of his victims

FACT:

It contributes $5 8 million in addition al expenditure in the Queensland economy

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FACT: It genera

tes sales orders of $400 million during its four days.

1.

2.

3.

4.

“a mouth-watering array of standard to show special models” 5.

1. Scania’s limited edition Black Amber stood out from the herd.

2. Kenworth truck winner Graham Nitschke 3. Allison exec’s and Iveco’s Marco Quaranta (right).

4. Fuso had a large display with their Heavy leading the pack 5. Privately owned Super-Liner had plenty of bling 6. English truck journo’ Brian Weatherly and Scania Australia MD, Roger McCarthy

6.

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FACT:

dicated It hosts a de r students fo re nt ce careers ing for a ok lo and adults industry at career in the . all levels

“If you’ve been to the Grand Bazaar in Istanbul then you’ll get the picture” Grand Bazaar in Istanbul then you’ll get the picture! Like most years this truck show builds momentum from Day One, which is generally considered ‘industry day’ along with the truck and specialised transport media (which itself seems to expand exponentially every two years with about 10 times more ‘media’ than actual publications, dedicated newspaper sections of internet sites. But what the heck! Exposure on this

4.

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1.

scale only adds to the increasing attendance and quality of the next event. And as the show progresses to the Friday where crowds were massive, and the same for the weekend.

The beauty of this show is that it is all under one roof – no traipsing around from one pavilion to the next like the Melbourne event, which can be unpleasant to say the least when the rain falls as it did last year in Bleak City.

2.

3.

1. MAN TGS 26 480 is destined for Glen Cameron’s fleet.

2. Mack celebrated 50 years in Australia with a top shelf line-up of product including this Super Liner.

3. Fuso’s Kevin Johnston and Isizu’s Romesh Rodrigo compare notes 4. Smith Electric truck display was hugely popular with plenty of interest shown by small and large fleet operators.

Introducing the 2n d Gene ration

CANTE R

Eco Hybrid

Lithium Ion Battery

Electric Motor

Fuso’s Exclusive DUONIC AMT Sick of throwing money away on fuel? Our Canter Eco-Hybrid customers’ experiences clearly demonstrated that our 1st generation hybrid technology was capable of constantly saving significant amounts of fuel in both city and suburban applications. The all-new 2nd generation Canter Eco-Hybrid is designed to be better than its predecessor in every way. And with its more affordable purchase price and shorter pay back period, the new Canter Eco-Hybrid will appeal to more than just your typical environmentally conscious customer. Speak to your Fuso dealer today and find out why the new Canter Eco-Hybrid is the smart choice for business savings.

To find out more about this exciting new model, call 1300 429 134 or visit fuso.com.au

Tested

Photography: Easton Chang

A BETTER ALTERNATIVE FREIGHTLINER’S CORONADO 114 MORE THAN FILLS THE VOID LEFT BY THE DEMISE OF STERLING AS OUR TEST FROM MELBOURNE TO SYDNEY DEMONSTRATED. DAVID MEREDITH REPORTS.

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I

’m parked in a deserted truck bay about half an hour north of Holbrook NSW, in the latest Freightliner Coronado 114 with a loaded B-double hitched up.

The first 450kms of the Melbourne – Sydney run have been uneventful although I have to say the DD15 six-cylinder is noisier than some of its competition, although that doesn’t seem to have any effect on reliability as Detroit has an enviable uptime record. In the US it sports the longest B-50 life of any on-highway truck engine – a title that’s hard-to-get at the best of times.

My previous Coronado drives have always impressed me with the ability of the truck to generate a new noise every few hundred kilometers. Whether from under the hood, below the floor or behind the doorframe or roof headlining, some are rattles, others are resonance at certain revs in certain gears. It’s a symphony to a driver that’s been bottle-fed and raised on US trucks, but a big surprise to punters of the best European cab-overs,

who enjoy eerily quiet drives and easy conversations with passengers or co-drivers.

For the last 60 kilometres of this run I had a passenger, and conversation needed a lot more volume than my last drive – the new Actros in the UK, where a factory man and I chatted as if in a lounge at a posh London club.

The 114 version of Coronado is unique in that it’s been designed and built for Australian sales only. Unlike the 122 model which launched Coronado just over a year ago and also rolls across the US and several other international road systems, the 114 is targeted specifically at our pocket B-double and tipper/ dog market.

Daimler was largely out of that business with the demise of the Sterling HX9500, which had a 113” BBC. I ran a picture of the last Sterling in another story recently and the publisher got a call from an excited operator who thought they’d been reintroduced and wanted to buy one. So a snub nose can still draw a crowd.

The original Coronado’s bulk was costing

“It’s a symphony to a driver that’s been raised on US trucks”

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Freightliner that business, but the Coronado platform was recognized as having the strength and toughness to succeed in these rugged applications. Additionally, the design of the truck was planned from the ground up to suit big block engine variants with whatever emissions gear could be imagined into the foreseeable future, including the additional cooling capacity required. The solution for this market was to get the laser cutter out and shorten it a bit.

Freightliner has pushed the front axle way out front, by 440mm to be specific, opening up chassis rail space for more fuel. Batteries are off the chassis and tucked away under the passenger’s seat for the same reason. The bumper to back of cab (BBC) dimension is just 2896 mm, helped by relocating the twin exhaust stacks – under chassis exhaust is available – behind the doors instead of at the back of the sleeper.

The sleeper itself isn’t deep – more on that later – and the aero cowlings on each side are

fixed. An unintended consequence of that for the rig I was driving was that I couldn’t get to the air and power lines without turning the truck at least 30 degrees. Lined up straight I couldn’t get between the truck air deflectors (fixed on this model), and the trailer body.

The 114 model’s radiator is pulled back to 1700 square inches from the bigger unit’s 1900 square inches. I queried this with Freightliner boss Rod West, as at the release of the original Coronado, Daimler’s executives had claimed the bigger size was an absolute necessity for the emissions engines of the future, particularly in Australia’s high ambient heat ranges.

Rod assured me that subsequent testing had shown the smaller unit never allowed the hot-running DD15 to get outside its tight temperature parameters. In fairness the bigger model is aimed squarely at the road train market, where 50-degree temperatures and maximum GCMs are the rule rather than the exception.

Coronado 114 keeps all the key features

of its bigger and brutish elder brother, including the dual steering boxes and dual air intakes styled into the side of the bonnet.

The standard steering wheel on Coronado is a tricky looking woodgrain unit that you’ll see from our photographs had unfortunately failed to make it to the test truck. But even so, it’s just a steering wheel as the only control integrated is the horn button. All the gizmos that are now on European truck steering wheels are at various places on the wide and swept around dashboard.

A quick guide around the cab showed the control set is unchanged. In other words the 1930’s style red and yellow parking brake air controls are still on the dash, as are two switches for cruise control, and a dual stage engine brake switch. Sometimes I wonder if the US engineers are actually forbidden from driving trucks that have these operating controls on the wheel or column in case they find out how much more effective and safe it is to minimize the need to take your eyes of the

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road and mess around with ancient tumbler switches. Maybe it’s just bragging rights for the most complex and visually intimidating dashboard. Kenworth has been dragged into the present. Time for Freightliner to do the same.

The new seat incorporates the seat belt and has a very broad adjustment range. It just happened to be set up perfectly for me, so it didn’t take me long to get the mirrors right – powered main units on both sides – adjust the steering column and sort my gear out. If I was planning a cross-country run I’d have taken my stuff apart and used some of the overhead compartments, but as it was my backpack and camera gear just sat on the sleeper bed with the seat squabs keeping it all safe.

I’d already checked the rig on a walk-around, including the fuel tank transfer slides under the passenger’s seat. On my last trip one of the slides was left in the ‘off ’ position, and I panicked at the prospect of running out of fuel well before Adelaide. A quick call to Daimler and they advised checking the slides and making sure they were open. I then had the interesting experience of watching the fuel tank readout going up while I was driving. If only . . .

After a few minutes writing up the log I

was under way, crawling around some very expensive German cars in the Mercedes-Benz back yard without leaving black rubber marks on their bumpers.

On the Road My initial feeling was that the tighter installation and smaller engine compartment has resulted in less “echo” effect for the DD15 engine, as it seemed quieter on idle and maneuvering than the 122 model I drove to Adelaide. But out on the road and getting the revs up into the top end of the torque band as I snicked up through the gears the familiar DD15 noises came back into play.

One thing Freightliner has got exactly right is the integration of the engine with the Eaton 18-speeder. In this unit each gear slotted in fast and without complaint, underlining the excellent interface to the DD15’s advanced electronic management system. Last August I visited the Detroit’s headquarters in, you guessed it, Detroit, and the engineers baffled all of us with details of the huge array of power and torque parameters that the engine’s electronic control unit had to manage to keep temperature at the optimum and minimize emissions. It’s a credit to the integration team that the transmission fits the DD15 like a

glove.

Coronado 122 has a bonnet that looks like the landing deck of the USS Nimitz when you’re behind the wheel. The 114 is shorter so apart from not needing binoculars to see the Freightliner bonnet mascot, I appreciated the feeling of less bulk as I navigated the rig out of suburban Mulgrave and onto the freeway for the trip across Melbourne to the Hume Highway. Some of those turns were tight as well, and given the extra 250mm in the wheelbase due to the axle set forward, the turning circle was a bit bigger. But Coronado is an easy truck to place on the road though, which is handy in peak hour. Vision is good for a conventional and the huge mirror set helped me to stay in touch with the full length of the rig.

Despite the shorter nose the Coronado grille makes a big statement, and I found most car drivers were unsettled enough with the appearance of the massive slab front in their mirrors that they moved out of the way pretty quickly. Except of course for the odd sweet young thing bopping away to music while texting and fiddling with make-up and hair, and paying not the slightest attention to anything outside.

The thumps and squeaks continued as I

“Bragging rights for the most complex and visually intimidating dashboard…”

Coronado dash layout is a challenge at first but you soon get used to it. Our test truck had the ‘down market’ steering wheel rather than the flash www.truckandbus.net.au wood rim item.

016

HARLEY HAULERS Harley-Davidson Australia and Freightliner see plenty of similarities between their products and their end users.

Can’t argue with that so the end result is a pair of one-off Coronado 114s that have the task of hauling the Harley-

Davidson promotional vans to events around the country.

They have been stylised with Harley-Davidson motifs in the cabin and on the front bar.

Before you ask, no, they are not part of a Freightliner/ Harley limited edition series

but who knows? If the executives in Milwaukee like what they see then maybe, just maybe, there will be a limited edition range of Freightliner/ Harley-Davidson trucks, just as Ford have done with Harley and the F-150.

cleared the metro’ area and settled into a loping cruise. The engine brake is operated with a toggle switch and has two settings.

But the lower setting just caused a harmonic vibration with no retardation effect at all.

Switching the toggle up had a useful effect but wouldn’t hold the rig on downhill sections.

By the end of the trip the vibration appeared to have disappeared, but I think I’d still opt for a retarder on the 114 if I were planning on mostly B-double work.

The first half of the Melbourne-Sydney run is virtually all top gear stuff, and 1650rpm at 100kmh makes for a comfortable ride. I’d decided that for this trip I’d use the full width of the torque band rather than focusing on keeping up speed at all costs, so I always let the engine lug down to 1100rpm before grabbing a gear or two. In most cases I was able to trundle across the crest in 18th and then roll back up to cruise speed on the downhill. I found that when I was sharing road space with other trucks the 114 more than matched other loaded B-doubles for power and torque on the steeper hills north of Tarcutta. The DD15 has a compounding turbo

which the Detroit people tell me is worth 60hp. In other words you buy fuel for 500hp and get 60 more for free. But this means that the compounding effect accentuates the power drop when you’re easing off the throttle as well.

One feature I did miss was the linked cruise control/engine brake systems that are now commonplace on many of the Coronado’s competitors. With cruise engaged, if you are on the downhill and the speed builds up past the cruise setting, the engine brake stays asleep even if the switch is on. You have to touch the brake pedal to disengage cruise, then reengage cruise by leaning over and finding the dashboard switch. It helps to have the braking system integrated so that the system brings on the engine brake automatically, then settles back into the set cruise speed when you’re back on the flat.

The first Coronado blotted its copybook with a carton of choc’ milk that the cup holders failed dismally to contain. The local Freightliner people have solved that with a cup-shaped insert that is screwed into the US cup space. Simple but effective.

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Freightliner has reached a milestone and they are proud of it. Rightly so, this truck company deserves to be around for another 70 years.

Taking a Break I’d made a couple of stops at various parking bays to take some shots of the truck as the light faded to nighttime. Pulling into the Gundagai truck stop I prepared for a night in the sleeper. It was very comfortable, and I could almost stand up without bowing my head, but the bed area is very narrow and feels cramped. To be fair I’d been spoiled by my much roomier Argosy sleepover, where you could swing a cat if you were that way inclined. There’s plenty of storage space for major gear in Coronado with lockers along the headlining and lidded compartments above the bed. But there are precious few small boxes for the little things you need like phones, pens, notebooks and snacks etc.

The passenger seat in the 114 is the same as the bigger trucks. It doesn’t swivel, so it’s for a driving passenger only, and won’t function well as a driver’s workstation at rest. The sound system in the Coronado is the same

CORONADO SPECS MODEL: Freightliner Coronado 114 CONFIGURATION: 6X4 ENGINE: Detroit DD15 TORQUE: 1650 lb-ft ( 2238Nm) POWER: 475-560hpGVM: 26,000kg GCM: 106,000kg (up to) TRANSMISSION: Eaton manual RTLO918 or Eaton UltraShift REAR AXLE: Meritor RT46-160GP REAR SUSPENSION: Airliner 46K or TufTrac46K FRONT AXLE: Meritor FG941 FRONT SUSPENSION: Taper leaf STAND EQUIPMENT: Alloy wheels, ABS, FUPS, driver controlled diff locks, adjustable steering, electric mirrors, electric windows OPTIONS: Frame section, fuel tanks, aerodynamic equipment, variable bunk sizes, prime mover and rigid configuration

“Coronado 114 keeps all the key features of its bigger and brutish elder brother…”

that Daimler fits to the Argosy and is probably more suited to a passenger car where several teenagers can play with the groovy features and light show.

I got the wrap-around curtains sorted, cracked open a vent and headed off to dreamland.

The next morning kicked off without any aches or pains and the remaining run to Sydney was fine except a lot more caravan traffic kept me busy. I called into Pheasant’s Nest to meet up with a niece and her three boys, all wide-eyed at the interior of the truck.

Mum was keen to test her kid’s observance: “Look at all the switches and dials boys what does that one there tell you?” 10-year-old son; “The time mum – it’s a clock.” End of lesson.

Summary Freightliner is looking to broadening its presence in the market with the 114. Certainly

it more than makes up for the deficiencies of the Sterling, but still carries the legacy of old technology features in the cab. I guess that Australia has almost zero effect on design decisions that are seen in the US as minor, but hey, if Kenworth can rise to the challenge and move some DAF European niceties into the cab fit-out, then surely Freightliner can benefit from some Actros functionality migrating across.

Irrespective of that, the truck will no doubt sell well here, particularly to the big fleets, as it has all the key operational features that are capable of delivering an excellent uptime record.

The 800 or so kilometer run was dead easy and the cab comfort meant I felt okay for a return leg if necessary. The rig averaged 62.89 l/100kms for the trip, which at around 62-tonne was a reasonable figure, but still a bit behind the Actros B-double on the same route a year or so ago.

YOU

SCANIA

HAVE FUEL, POWER, RELIABILITY.

BRIAN WILLIAMSON MANAGING DIRECTOR - PORTHAUL

“I run a mixed fleet of b-doubles hauling wood chips and the Scania’s consistently return better fuel figures than the other trucks in the fleet.”

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

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

New

Photography: Scania

THESLIPPERYSWEDE

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WITH CAB-OVERS, IT REALLY IS A MATTER OF IRONING OUT THE WRINKLES IN THE QUEST FOR LESS WIND RESISTANCE. STYLISTS AT SCANIA HAVE BEEN WORKING OVERTIME IN THEIR WIND TUNNEL IMPROVING THE G AND R SERIES TRUCKS. GEOFF PARADISE REPORTS.

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I

t’s back. A name that was last seen about 20 years ago. The Streamline.

Although in its last incarnation it was hardly what you would call ‘streamline’ but hey! That was two decades ago. A lifetime in truck design and development.

We all know cab-over trucks have all the aerodynamic attributes of a block of an apartment building. They are tall, flat and barely a wind cheating curve to be found.

Try as they may, truck designers the world over are always sculpting, smoothing, scraping away at clay models and generally spending way too much time in wind tunnels in their never ending search for a slippery COE (cab-over engine) truck.

Their efforts are often as futile as a burnout competition at a street machine event.

But you have to love the guys and gals at

Scania who have just launched in Europe – and will launch in Australia later this year – the Streamline cab for their G and R Series models.

“The new Scania Streamline is the latest evolution of the Scania cab that has been continually improving since the debut of the R-series in 2004, and the update in Europe in 2009 that won International Truck of the Year,” says Roger McCarthy, the managing director of Scania Australia.

“With the new Streamline models in G-series and R-series we are presenting meaningful aerodynamic enhancements to the cab, as well as meaningful mechanical and technical upgrades that help to reduce running costs for our customers, boosting their profitability,” he said.

The advent of wind tunnels, both full size and smaller versions that accept scale

models, computer-aided design and a fair amount of creativity on the part of the designers has, believe it or not, made in-roads in the dark art of punching holes in the air with as little wind resistance as humanly possible.

The changes bought about to the Scania cab could be considered minor adjustments when taken individually but when taken as a whole they add up to a major improvement in air-flow over and around the shed.

The design team at Scania’s headquarters in Sodertalje, Sweden is led by Kristofer Hansen, who, when questioned by us about 18 months ago regarding what potential remains with cab-over design almost gave the game away before the subject was changed abruptly by the ever-present spin doctor.

Hansen and his team took a close look at

“We are presenting meaningful aerodynamic

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every nook and cranny of the extremely large cab and even though in the world of cab-overs the current Scania is one of the ‘slipperier’ designs, after hours and hours in the wind tunnel it was discovered there were areas that could be fine- tuned.

These modifications included changes to the front corners of the cab which now allow to pass more freely around the cab sides but at the same time reduce the amount of dirt and road spray off the door, lower window and door handle. To achieve this a small deflector lip was designed (and is now patented) above the headlights to create just the right mount of swirl.

A new external sun visor was also created to improve air- flow over the cab and reduce wind noise and it now integrates spotlights and LED marker lights in a flush mounting, again to reduce turbulence. Like I said, every

little bit helps.

Speaking of lights, the Streamline features a new headlight design with new bezels, LED indicators and daytime running lights.

Headlight options include H4, H7 and Xenon. H7 will be standard on Australian G and R Series. Scania claim their new LED taillight design will alone save an extra 30 litres of fuel a year.

Scania is also announcing the adoption of low drag gearboxes with friction optimized internals, a lighter and stronger single-drive rear axle, and a revised and enhanced Scania Opticruise automated gearchange system with three modes designed to make the most of the low rev, high torque engines.

A new dual battery set up to enhance starting reliability is also to be introduced. On that Mr McCarthy said they have listened to our customers and thought hard about these

Scania Australia MD, Roger McCarthy, has plenty of reasons to smile about Scania’s latest model to be coming here

enhancements to the cab”

EURO 6 TO BE MADE AVAILABLE HERE To coincide with the unveiling of the Streamline G-series and R-series cabs in Europe, Scania is releasing details of its second-generation Euro 6 compliant engines.

Scania in Australia is keen to make some of these exceptionally low emission engines available to progressive operators in the very near future.

However, it is important to note that the Streamline cabs will be offered as standard in Australia with Euro 5 compliant engines for the foreseeable future, given Australia is yet to mandate

the commencement of Euro 6 emissions regulations.

The second-generation Euro 6 engines are even more efficient than the first. The new 450 hp and 490 hp Euro 6 engines provide additional fuel savings of up to two percent over the first generation.

New 520 hp and 580 hp Euro 6 V8s, which follow later on, provide exceptional performance and character. Proven EGR and SCR technologies are combined to provide optimum performance in all market segments.

The Euro 6 emission standard calls for a

fine balance between the combustion and after-treatment processes. Scania is using its vast experience of both EGR and SCR to implement an optimal technical solution for each output level, as well as for individual applications.

Scania’s European customers now have a choice of nine Euro 6 outputs, ranging from the 250 hp 9-litre unit to the 580 hp V8. Additional outputs will follow. In addition there are two gas engines, adaptable to run on biogas, compressed natural gas (CNG) or liquefied natural gas (LNG).

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changes.

“For example, while we have been encouraging drivers to switch off rather than idle and waste fuel, we know they like to keep ancillaries such as air conditioners running in hot weather.

“So we have doubled the battery count to ensure they can always restart their truck.”

The Streamline is the beneficiary of some interior upgrades, the most obvious being specially designed Recaro seats, new softer colours for the interior fabrics, a entertainment system that includes navigation, Bluetooth, USB and a concealed SD-card socket. In the R-Series a pull-out bed is standard, it has a maximum width of 900mm and can be adjusted for softness.

Australian buyers will initially have the opportunity to order the new Streamline trucks with either the current Euro 5 emissions standard or Euro 6 engines, recently introduced in Europe.

When launched here the Streamline will be offered with current power ratings in Euro 5 specification as standard – 360 to 480Hp with the six cylinder, 500 to 730 with the V8 - but customers will be able to order Euro 6 six cylinders engines rated at 450 or 490 horsepower.

Sometime in 2014 the Euro 6 V8 will be available with 520 and 580 horsepower ratings.

These will cost more and with SCR and EGR technology required to meet Euro 6 will

be heavier and a little more complicated, but if an operator wants to take the ‘green’ high ground Scania Australia will gladly meet the order despite Euro 6 emissions not even on the legislator’s radar at the moment.

“In addition to the changes to the improved hardware, we continue to espouse the benefits of the Scania Total Transport Solution concept, which puts emphasis on promoting on-going driver and vehicle efficiency improvements through the Peak Efficiency Program and follow-up coaching; adhering to regular maintenance schedules to promote maximum uptime, as well as employing fleet management systems to identify and remove costly deviations in day-to-day operations,” Roger McCarthy said.

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NEW UPHOLSTERIES In conjunction with the introduction of the new seat range, the interior colour schemes have been reviewed to provide new choices and a fresh look.

For the seats there is a choice of dark and light sand coloured velour-type upholstery, as well as leather.

The wall and roof panels are made in a new material and a darker shade is introduced on the walls in the sleeping area to create a more subdued ambience.

Special dashboard and sill strips are fitted on the Scania Streamline.

CUTTING CORNERS Scania’s aerodynamics specialists took a close look at all imaginable areas for further productivity and fuel consumption improvements. Despite the fact that the Scania G- and R-series are two of the most aerodynamic truck ranges in the market,

they identified areas where air drag could be significantly reduced.

The modifications involve smoothing the cab corners to pass the airflow onto the cab sides with minimum resistance. However, some turbulence is needed to keep dirt and spray off

the door, door handle and window.

The solution includes a patented deflector lip just above the headlights.

The lip includes a duct that generates the right amount of swirl.

The deflector lip is adapted to the different heights of the G- and

R-series cabs. The air enters above the light unit and is forced to swirl to create an anti-spray barrier.

REFINED AERODYNAMICS The new aerodynamic corner treatment and sunvisor reduce fuel

consumption at cruising speed by about one percent on the Scania Gand R-series. These styling changes are not incorporated on the Scania Pseries, since the aerodynamic gains are negligible on this lower-mounted cab range.

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NEW (Sort of)

Photography: Peter Watkins/Split Image

POWER

TO THE 'MOGS!

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MERCEDES-BENZ UNIMOG U4000 AND U5000 MODELS ARE A UTILITARIAN AWD OF THE HIGHEST ORDER BUT NOT ENOUGH PEOPLE KNOW THEY ARE AVAILABLE IN AUSTRALIA. GEOFF PARADISE REPORTS. www.truckandbus.net.au 047

“The obstacle for newbies will be

B

aaah Hummers! Unsophisticated pimp-mobiles favoured by poseurs, gangsters, blokes with small dick syndrome and stretch limo’ outfits are not only large and ungainly in equal amounts but breathtakingly ugly. And the word ‘hummer’ is American slang for fellatio so someone really slipped up there!

No, if you want to make the ultimate macho’ statement then look no further than the Mercedes-Benz Unimog U5000, and then your bank manager.

Unlike Hummers, which are, or were, made by General Motors (do they still make them?) and would run you to about eighty grand (plus ORC) with a few options a Unimog, like the U5000 you see here, will set you back at least 200 large before you start signing up for options.

Made by Mercedes-Benz the Unimog range has largely flown under the radar in this country with only a handful in private or government use. The army has quite a few more but these are rarely, if ever, seen by the public.

In fact the Unimog U4000/U5000 is unlikely to be seen idling down to Bar Roma on a Sunday morning while the owner grabs a latte but that’s not to say he or she couldn’t – it’s just a case of

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coming to grips with the eight forward gears...”

Left to right: Unimog demonstrates its ability to climb at most angles despite looking awkward.

Gear selector (above) isn’t your typical shifter.

who would want to? Besides, that’s not what they were designed for.

These vehicles are built for heavy duty activities in the mining industry, search and rescue, cashed-up primary producers and even for locomotive shunting (with the right wheels installed) and yes, there are some diehards who have mounted camper bodies and use Unimogs for the ultimate getaway vehicle.

At first glance the Unimog looks very basic.

A ladder chassis held together with a series of cross-members plays host to a modest fourcylinder engine and at each corner a coil spring and shock absorber is employed.

But that’s where ‘basic’ ends and high-tech begins. For starters, the frame is flexible, not wobble-board flexible but compliant enough not to crack after crawling over undulating terrain for extended periods. Each wheel has a wheel-hub drive which means each wheel has its gear-drive set ensuring total and complete power delivery to each corner under all conditions.

Yes, it has selectable four-wheel drive so that when you are cruising down the highway and taking advantage of the 160kW and 810Nm of power and torque you need only drive

the rear wheels but if things get really tough differential locks front and rear are sure to get the behemoth out of trouble and if you need to the tyre pressures can be altered from inside the cab by turning a dial.

Driving the Unimog U5000 isn’t easy but it’s not hard either…once you overcome its rather imposing size and military-like interior fit out.

The obstacle for newbies will be coming to grips with the eight forward gears and the six reverse gears and maybe even another eight fully loadable working/off-road gears if so equipped. If you have a burning desire to own a Unimog I suggest you tick the box marked ‘Optional electronic AutomaticShift system’. It will make life on and off the road a whole lot easier.

But, if you are intent on going the macho’ route with the electro-pneumatic Telligent gearbox you’ll be pleased to know you can preselect gears in advance of depressing and releasing the clutch, handy if you can see in the distance rugged terrain or the enemy. The gear you are in and the one you have pre-selected is displayed on the dash so you don’t have to keep count of the cogs you have passed through or are on your way to.

As you’d expect Mercedes-Benz thoughtfully offer a couple of cab variations. These are in the form of an extended cab – both length and height – and a crew cab that can carry up to seven people, or if you choose the optional air sprung seats, just four people. If you decide on the seven-seater find a kidney belt supplier before your first off-road foray.

The standard equipment is a little different to what you’d normally expect but it does include heating and ventilation, adjustable drivers seat, on-board diagnostics, interior lighting, rest table, overhead console and a coat hook, among other things.

There are few option packages available for the Unimog, but don’t expect leather, Bluetooth, CD/DVD but instead you can consider a towing package, a hydraulics package and a couple of auxillary drive packages with either a high-speed power takeoff (PTO) or ultra-high speed PTO when you need to drive those log splitters or pumps that little bit quicker.

There is also a range of brackets and attachments for a front blade, snow-plow, a crane and a winch. Mercedes have pretty much thought of everything really.

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Operator

Photography: David Meredith

SUPERCAR

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'STARS

V8 SUPERCAR NEWCOMER, EREBUS MOTORSPORT, CAMPAIGN A PAIR OF MERCEDES-BENZ E-CLASS WEAPONS, BUT WE’RE MORE INTERESTED IN THEIR WESTERN STAR 4800FB’S. DAVID MEREDITH DROVE THE LAST LEG FROM KALGOOLIE TO PERTH FOR A RECENT ROUND.

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Erebus Motorsport run a pair of Mercedes-Benz V8 Supercars but chose Western Stars to haul the team and not M-B Actros. All in the family though.

I “The Western Star 4800FXB is a perfect match for the team’s requirements”

tried to tell Donny MacGregor that it was against my religion to get up so early, but he was adamant. “We’re leaving Coolgardie at 5.00am so you need to be here at around 4.30 to do the checks and stuff.”

I was already in Kalgoorlie for a story so I didn’t have to travel far.

As expected, Coolgardie is deserted at 0430 hours and the hugely wide main street was empty, except for the two Erebus Motorsport B-double rigs parked up near the motel.

Sodium street-lights gave the dark buildings a dull orange glow until Donny started the Western Star’s engine and switched on the running lights.

I’d been trying to grab a Western Star for a road test for ages. Western Star’s Pat Cook had worked tirelessly to get me into a demo, but the order rate was so strong they couldn’t divert a customer truck to a journalist. So general manager, Don Hanson, had arranged for me to hook up with the Erebus team and drive the rig down to Perth for the weekend’s V8 Supercar round. I had no option but to fit into a schedule that had no room for my much-wanted but ineffective beauty sleep.

Donny and his mate Wayne Cowper drive the two B-doubles to each race meeting where the trailers are systematically emptied, and the workshop, sponsor’s lounge, merchandise stall and driver facilities are all set up in a methodical pattern.

Oh yes, the cars are there as well – three V8 Supercar chassis clad in Mercedes-Benz AMG E63 lookalike body shells with an AMG V8 at the heart.

The guys can relax for a while as the cars blast around the track swapping paint and plastic for a day or so, and then it’s back to packing up and driving to the next venue.

Next stop from WA is Austin Texas, although the boys will be sleeping on a plane instead of crossing the country behind the wheel.

The Western Star 4800FXB is a perfect match for the team’s requirements, given that the payload is around 12-tonne shy of maximum GCM. The team needs space more than anything, so the rigs are maximum height with drop floors and aero shrouding to keep everything smooth. The trucks have snub-nosed bonnets, and an axle set forward designed for 26-metre B-doubles.

The obligatory Detroit DD15 Euro 5

engines drive through Eaton 18-speed manuals. The bigger Western Stars are better suited to heavy-duty road train work, with longer wheelbases and a bonnet that you need binoculars to see the end of. But the chassis is basically common, so rigidity isn’t a problem and I found that the truck tracked straight and true across some of the broken road sections that dot the Great Eastern Highway. Aussie roads are pretty much the same anywhere on the continent.

I appreciated the same easy compatibility between the manual 18-speed Eaton gearboxes and the engine that I found on the Coronado 114 I drove the week before.

The Kalgoorlie-Perth run is mostly top gear of course and after finding the cruise control switch on the dashboard it was mainly a matter of steering.

The Western Star cab is tall enough to stand in, provided you step back an inch or two from the dash so you’re directly under where the sleeper roof notches up a bit.

The cab itself seems wider than its competition and I found it was much easier and more convenient to be messing about with getting gear sorted with that extra space.

There’s plenty of storage in the cab too, with large compartments for the gear you don’t need frequently, and plenty of important small receptacles for the phones, pens, notebooks and gum etc that are essential.

The sleeper bed is wide enough for a decent sized Kiwi like Donny to stretch out and get a good night’s rest. The fridge kept all the stayawake drinks frosty but there weren’t as many drink holders as there are in the competition.

Getting set before leaving was pretty easy but I found the steering wheel wasn’t as adjustable as it could be. It tilts on notches that are set wide apart, and for me it was either too upright or too far down and obscuring some instruments. Most others have infinite adjustment so you can get a good view of instruments and the road. The seat was perfect, with easy adjustments and plenty of bolstering to keep you in place. Some seats float in space and feel completely detached from the truck, but this version keeps you comfortable as well as accurately reflecting what’s happening where the rubber meets the road.

The dashboard is classic US with an array of 17 dials in front of the driver, plus a small

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data read-out to the left where you can select some trip data and fuel usage detail, as well as several ranks of tumbler switches for the ancillary tasks. Unfortunately, the display is a narrow strip that’s controlled with switches alongside rather than thumb controls on the steering wheel, so it’s pretty useless on the road. I tried to use the fuel usage display but I could only find the instantaneous reading so it was pretty much a waste of space.

The truck needs a centre placed screen with steering wheel buttons to manage and a fullsized colour display to highlight exceptions.

There’s surely a swag of Daimler bits available to Western Star engineers so they can bring this side of the truck up to speed.

Donny’s truck was facing the wrong way and he was unsure of a turn-around point at the eastern end of town. But the aforementioned wide main street and absence of traffic made the solution easy. “I hear the

cops don’t like you turning around in the main street,” Donny said. “They might not like it, but it’s not illegal, and if you listen carefully you can hear them snoring,” I replied.

With only 50-tonne all up I got rolling in third, slipped up a full gear and u-turned the B-double comfortably on a heading towards Perth.

It takes a rig loaded to the absolute maximum to find any hills on this last leg of the Perth run. The Erebus Western Stars just kept rolling with only the slightest speed change when we hit some speed limits in settlements.

Having said that, the gearing on the trucks was a bit longer than the same driveline in the Coronado. We were sitting on 1600rpm at 100kmh instead of 1650, and on the rare occasions when a hill did appear I needed to drop back half a gear a bit sooner.

The Erebus trailers are fully enclosed and

run on low profile tyres, so there’s minimal wind noise and they track the truck perfectly.

The mirror set is spot on for B-double work – it’s the same on the bigger units so it’d be well suited for some road train work as well. The long sections between Coolgardie and Southern Cross are some of the longest and most deserted in the country, and that kind of distance exposes vibration in mirrors immediately. But I could recognize vehicles way back.

Donny had told me that the Western Star wasn’t a tiring truck to drive, and climbing back on board after a stop was never really a chore. I could see what he meant as we took the first stop for breakfast, then pulled over in Tammin for some photographs. I’d be happy to be working full-time in this cab. It’s bigger than a Kenworth conventional, makes less noise than a Coronado, and rides better than a Mack. But that’s just my view.

“I hear the cops don’t like you turning around in the

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Wayne wanted to get the trucks cleaned up before heading north to the track - as sponsors want to see everything looking brand-new.

A wipe-down in the paddock at Barbagallo Raceway isn’t too hard but a full clean on a rig that’s covered in cross-country goo isn’t fun. So we came down the hill into Perth, turned left instead of right and headed for the BP truck wash in Kewdale. Back into traffic at last I found it was easy to handle and sight the trailers as we negotiated the lunchtime tangle of trucks and light commercials.

I left the guys who were looking forward to some better results at the WA round following some engine mods that had been flown in from Germany.

One thing’s for sure - if the Erebus Supercars ran as well and as competitively as their trucks, they should start a steady climb up the results ladder during the course of the season.

LEARNING CURVES The AMG cars haven’t performed as the factory expected and there’s been a deal of intense conversations between here and Germany.

The Germans didn’t believe that the Ford and Holden V8s were capable of producing the published horsepower from the engine specifications provided, so they asked for proof. A dyno sheet was sent. Nope,

“still don’t believe it.” So the team sent one of the Stone Bros. race V8s and told them to put it on their own dyno. “See for yourselves.”

Silence from the Fatherland. Back to the slide rules apparently.

One of the drivers from another team told me that simple things like replacing the electronic throttle with a cable system was big drama.

The electrics read different things into engine performance and made unwelcome adjustments at unhelpful times – like in races.

AMG’s expectation was that its German DTM championship technology and experience would be immediately competitive against pushrod V8s in the colonies. They have a bit to discover.

main street,”

The 4800 FXBs offer plenty of chrome and glitter, a stark contrast to the distinctly European cargo they carry.

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MONEY MATTERS PAUL CLITHEROE

“The start of the new financial year will also see the upper age limit on employer super contributions removed”

T

he recent announcement of changes to superannuation by the federal government won’t come as a surprise to many Australians.

Hardly a year goes by without our system of retirement saving being fine-tuned. But super is your money and that makes it worth having a reasonable idea of some of the reforms about to impact superannuation.

Assuming none of this changes again following the September election, one of the key initiatives announced a few weeks ago will see people pay tax at 15% on superannuation earnings in excess of $100,000.

The measure won’t take effect until 1 July 2014, and it’s likely to affect around 16,000 Australians. Yet other changes are about to be introduced that will impact many more workers.

From 1 July 2013, super funds will start to offer a new type of super account called MySuper. This will replace ‘default’ accounts - those super funds chosen by employers when an employee doesn’t nominate a fund of their own.

most existing super fund managers and it may be marketed under a variety of names.

The common thread is that MySuper accounts will provide a basic investment service and charge minimal fees. Its intent is that more of your super savings will be invested and allowed to grow so that you can enjoy a better lifestyle in retirement.

Other changes will also take effect from 1 July 2013. Notably, your employer must pay more into your super each year, with compulsory contributions rising from the present 9% of your base wage or salary up to

some time left before 30 June to review your superannuation. There are affordable ways to boost your retirement nest egg while trimming this year’s tax bill.

If you’re self-employed it’s worth thinking about contributing to your super before 30 June. You can normally claim a tax deduction of up to $25,000 annually for super contributions though there is a bit of paperwork involved.

If you are a low income earner making a contribution to your super using after-tax money from your own pocket could make you

“Other changes will also take affect from 1 July, 2013” You would think that when it comes to something as important as our long term savings, which is what superannuation is, most people would take an active interest in where their money goes. In fact, that’s often not the case. About 80% of workers let their employer make that decision, and so a vast amount of money ends up in default funds.

The trouble with the current system of default funds is that it’s something of a lucky dip as to whether the fund’s investment process suits your goals and needs, or whether the fund charges above-average fees on your retirement savings.

The whole point of MySuper is to provide a simple, low cost super fund for those workers who don’t nominate their preferred fund. It’s worth clarifying that MySuper is not a new type of superannuation scheme.

Instead, it is an option that will be offered by

12% over the following seven years.

It’s a reform that recognises many of us will need a lot more to live on in retirement than our current rate of super contributions will provide.

The start of the new financial year will also see the upper age limit on employer super contributions removed. This means you could still be eligible to get super from your employer if you’re 70 or over and still working. It’s a tremendous incentive for seniors to keep their hand in the workforce if they choose to.

I have no doubt the latest round of super changes won’t be the last. The key thing is that super is your money for the future, and taking an active interest in where - and how it is invested will pay dividends in retirement.

And lastly, the end of the financial year is just around the corner, so there is still

eligible for a government co-contribution.

If you earn below $31,920 in the current financial year, the government will contribute an extra $500 to your super if you make a contribution of $1,000. The $500 cocontribution slides in value for every dollar you earn over $31,920 up to a cap of $46,920 at which point it’s zero.

Making a super contribution on behalf of a low income spouse is another way to save on tax. If your partner earns less than $10,800 in the current financial year, making a $3,000 contribution to their fund can see you receive a tax offset of $540.

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

W O H S OM

SOUND OF FM

RO

Just released in Europe, Volvo’s FM, the FH’s smaller sibling, is destined for Australia but probably not before 2014. Looking for all the world like the FH the FM has always been a strong seller here. Allison’s TC10 (pic) It’ll be a while before we see it here but Allison has launched its TC10 twin countershaft 10-speed transmission. Allison is bound by confidentiality agreements but you can figure it will make its way to plenty of brands soon.

CTOR Y DUTY SE V A E H E H RE IN T S OUT THE T A H W O y to leg it z ET la ID o U to G e P r O a T ES nd vy and YOUR ON ges you’ll fi not ‘net sav

you’re these pa in h it w s ip Just in case h s r to deciding le s a e e m d o c e it th f n ll o know whe to around to a d e as a guide, e n it u e o s y U f . f s d tu e s ne nt the importa ty truck best suits your f the dealer you want o du what heavy yourself in the direction ly help you so far! on int and then po s with. After all, we can s to do busine

ALLISON’S TC10

It’ll be a while before we see it here but Allison has launched its TC10 twin countershaft 10-speed transmission. Allison is bound by confidentiality agreements but you can figure it will make its way to plenty of brands soon.

NO APRIL FOOLS

Figures in from TIC show Isuzu, Hino and Fuso the top three brands overall and for the medium and light duty sectors for the month of April and year to date. Kenworth, Western Star and Volvo hold those positions in heavy duty. For the first four months of this year 9160 trucks have been sold. Of those HD account for 3194, MD 2066, LD 2733 and LD Van 1167.

FACES AND PLACES

There’s been a bit of movement amongst the executive ranks of truck companies of late.

Former UD marketing manager and more recently WMC general manager, Shannon Taylor, has taken up the general manager’s role with Avia Oceania (importers of Smith electric trucks, Avia trucks). His one-time cohort at UD, Cris Gillespie, has been appointed marketing manager at Hino HQ in Sydney. Veteran communications manager at Ateco (they used to have import rights to Citroen, Ferrari and Alfa Romeo but now have Great Wall and Foton trucks), Edward Rowe, has left the company (whereabouts unknown) and last, but by no means least, Iveco’s sales and marketing manager, Meg Hurley, has left the company (we never did get a Daily van for a test despite assurances and waiting 13 months, but hey! They have sold a whopping 37 Daily vans this year so why would they need publicity?)

SHOOW M RO

ENGINE/GEARBOX

CHASSIS

SAFETY

WARRANTY

CAT CT630 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Cat C15 ACERT 15.2 550/1800 2508/1200 165.00 EGR N/A Eaton 18-Sp Eaton Ultra +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8028 24500 90000 4800 7690 3110 Drum 3 Stage Jacobs Day & Sleeper x 2 Met/Reg Intra Interstate Linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

N Y N N Y N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

2-yr/Unlim.

4-yr/800,000km Y - 24/7 5 years

6-cyl in-line PACCAR MX 12.9 510/1950 2500/1050-1700 193.80 SCR 120 ZF 16-sp AS Tronic Eaton 18-sp man

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY

6x4 8720 26000 70000 4550 7570 2250 Disc/Drum 5-stage exhaust engine brake Space & Super Space Met/reg distrib Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y N N Y N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

2-yr/250,000 5-yr/500,000 Y - 24/7 5-years

DAF XF105 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

1.

CABS APPLICATIONS

FREIGHTLINER ARGOSY TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Detroit DD15 14.8 560/1800 2508/1100 169.46 EGR N/A Eaton 18-Sp Eaton Ultra +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8317 24000 106000 4200 6659 2274-2822 Drum Jacobs Compression Brake 90”, 101”, 110”,110”High Met/reg distrib Interstate linehaul

AIRBAGS N ABS BRAKES Y ELECT. STABILITY CONTROL N ADAPTIVE CRUISE CONTROL N HILL START ASSIST Y (UltraShift) HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/Unlim 2-yr/unlim driveline Y - 24/7 2-years

6 cyl in-line Cummins ISX or Signature 14.9 600/2000 2779/1150-1300 186.51 EGR N/A Eaton 18-Sp Eaton Ultra +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8354 24000 106000 4200 6659 2274-2822 Drum Cummins Comp Brake 90”, 101”, 110”,110”High Met/reg distrib Interstate linehaul

AIRBAGS N ABS BRAKES Y ELECT. STABILITY CONTROL N ADAPTIVE CRUISE CONTROL N HILL START ASSIST Y (UltraShift) HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/Unlim Cummins Y - 24/7 2-years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8036 24000 106000 4400 7021 3136-4386 Drum Jacobs Compression Brake Day, 34”, 48”, 58” XT,58”High Met/reg distrib Interstate linehaul

AIRBAGS N ABS BRAKES Y ELECT. STABILITY CONTROL N ADAPTIVE CRUISE CONTROL N HILL START ASSIST Y (UltraShift) HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/Unlim 2-yr/unlim driveline Y - 24/7 2-years

1.

ARGOSY TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

CORONADO TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 cyl in-line Detroit DD15 14.8 560/1800 2508/1100 169.46 EGR N/A Eaton 18-Sp Eaton Ultra +

ENGINE/GEARBOX

CHASSIS

SAFETY

WARRANTY STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

CORONADO TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 cyl in-line Cummins ISX or Signature 14.9 600/2000 2779/1150-1300 186.51 EGR Not Required Eaton 18-Sp Eaton Ultra +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8073 24000 106000 4400 7021 3136-4386 Drum Cummins Comp Brake Day, 34”, 48”, 58” XT, 58”High Met/reg distrib - Interstate linehaul

AIRBAGS N ABS BRAKES Y ELECT. STABILITY CONTROL N ADAPTIVE CRUISE CONTROL N HILL START ASSIST Y (UltraShift) HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

6-cyl in-line Fuso OM457-T3 12 400/1900 2000/1100 166.67 SCR 40 Eaton 18-Sp N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

4x2 6205 16000 40000 3800 6115 2253 Drum 4-stage Eng Sleeper Metro/reg distrib

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y N N Y N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/200,000 5-yr/500,000 N 3 years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 7715 (HR) 24000 60000 3860 6690 2253 Drum 4-stage Eng Sleeper Metro/reg distrib

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y N N Y N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/200,000 5-yr/500,000 N 3 years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

4x2 6505 19500 45500 3480 5685 2090 Discs 5-stg Exh/Eng Sleeper Met/Intra & Interstate

AIRBAGS ABS BRAKES

1 Y (EBS) ELECT. STABILITY CONTROL Y ADAPTIVE CRUISE CONTROL N HILL START ASSIST N HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/500,000 5-yr/750,000 Eng N 3 Years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8310 28300 72000 4005 6895 2090 Drum 2-stg Eng Sleeper Met/Intra & Interstate

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/500,000 5-yr/750,000 Eng N 3 Years

1-yr/Unlim Cummins Y - 24/7 2-years

3.

FUSO FP4x2 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

1.

FV6x4 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Fuso OM457-T3 12 455/1900 2200/1100 183.33 SCR 40 12-sp AMT N/A

1.

HINO SH2045 PROSHIFT16 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 cyl in-line Hino E13CVF 12.9 450/1800 2157/1100 167.21 SCR 56 12-sp AMT N/A

SS2848 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 cyl in-line Hino E13CVG 12.9 480/1800 2157/1100 167.21 SCR 56 ZF 16-sp AS Tronic N/A

1 Y N N N N N N

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ENGINE/GEARBOX

CHASSIS

SAFETY

WARRANTY

1.

SS2848 PROSHIFT16 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Hino E13CVG 12.9 480/1800 2157/1100 167.21 SCR 56 Eaton 18-Sp N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8185 28300 72000 4005 6895 2090 Drum 5-stg Eng/Intarder Sleeper Met/Intra & Interstate

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y N N N N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/500,000 5-yr/750,000 Eng N 3 Years

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y N N N N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/500,000 5-yr/750,000 Eng N 3 Years

APPLICATIONS

6x4 8225 28300 72000 4005 6895 2090 Drum 5-stg Eng/Intarder Hi-roof Sleeper Sleeper Met/Intra & Interstate

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8305 26000 70000 3950 6870 2164 Disc Voith Retarder Day or Sleeper Met/Reg

AIRBAGS ABS BRAKES

1 Y (EBS) ELECT. STABILITY CONTROL N ADAPTIVE CRUISE CONTROL N HILL START ASSIST N HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/500,000 N 3-yr 3-yr

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 9280 24500 90000 4650/4800/5000 7290/7440/8020 3165-3605 Disc/Drum Engine Brake Med/High Sleeper Met/reg distrib - Inter state linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

N Y N N N N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

2-yr/500,000 5-yr/1,000,000 Y N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8410 25100 90000 4050 6935 2785 Disc IVECO Turbo Brake 2.3/2.8m Sleeper Met/reg distrib - Inter state linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

N Y N N N N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

2-yr/500,000 5-yr/1,000,000 Y N/A

SS2848 PROSHIFT 16HIROOF TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Hino E13CVG 12.9 480/1800 2157/1100 167.21 SCR 56 ZF 16-sp AS Tronic N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS

1.

ISUZU EXY 510 GIGAMAX TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Isuzu 6WG1- TCS 15.7 531/1800 2334/1300 148.66 EGR/DPD N/A ZF 16-sp AS Tronic N/A

1.

IVECO POWERSTAR 7200 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 cyl in-line Cummins ISX 14.9 550/2000 2508/1400 168.32 EGR N/A MJX-16P AMT EuroTronic II 16-sp AMT

STRALIS AS-L TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

060 www.truckandbus.net.au

6-cyl in-line IVECO Cursor 13 12.9 560/1575-1900 2495/1000-1575 193.41 SCR 100 Eaton 18-Sp N/A

ENGINE/GEARBOX

CHASSIS

SAFETY

WARRANTY

KENWORTH K200 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 cyl in-line Cummins ISX 14.9 600/2000 2779/1150-1300 186.51 EGR N/A EuroTronic II 16-sp AMT Eaton Ultra +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 From 8500 From 23000 Selectable 3980-4280 6305-6605 1675-2815 Drum 3-stg eng 36” Aero Interstate Linehaul

AIRBAGS N ABS BRAKES Opt ELECT. STABILITY CONTROL Opt ADAPTIVE CRUISE CONTROL Opt HILL START ASSIST Y (UltraShift) HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/Neg N Y Y

6-cyl in-line Cummins ISX 14.9 550/2000 2508/1400 168.32 EGR N/A Eaton 18-Sp Eaton Ultra +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 From 8080 From 23000 Selectable 4830 7435 2940-3840 Drum 3-stg eng 36”/50” Aero Interstate Linehaul

AIRBAGS N ABS BRAKES Opt ELECT. STABILITY CONTROL Opt ADAPTIVE CRUISE CONTROL Opt HILL START ASSIST Y (UltraShift) HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/Neg N Y Y

6-cyl in-line Cummins ISX 14.9 600/2000 2779/1150-1300 186.51 EGR N/A Eaton 18-Sp Eaton UltraShift +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 From 9000 From 23000 Selectable 5200-5400 7805-8005 3190-4350 Drum 3-stg eng 36”/50” Aero Interstate Linehaul

AIRBAGS N ABS BRAKES Opt ELECT. STABILITY CONTROL Opt ADAPTIVE CRUISE CONTROL Opt HILL START ASSIST Y (UltraShift) HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/Neg N Y Y

6-cyl in-line Cummins ISX 14.9 600/2000 2779/1150-1300 186.51 EGR N/A Eaton 18-Sp Eaton UltraShift +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 From 10000 From 23000 Selectable 5400-5700 7580-7880 3200-4360 Drum 3-stg eng Day/Sleeper Interstate Linehaul

AIRBAGS N ABS BRAKES Opt ELECT. STABILITY CONTROL Opt ADAPTIVE CRUISE CONTROL Opt HILL START ASSIST Y (UltraShift) HILL DESCENT CONTROL N LANE CHANGE ALARM N BLIND SPOT WARNING N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/Neg N Y Y

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8870 26000 131000 4860-5445 7592-7917 2920 Daycab - 3820 36” Drum exh/eng Day/Sleeper Interstate Linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1yr/unlim 4-yr/800,000 Y 4-yr/800,000

T409 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

1.

T609 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

1.

T909 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

1.

MACK TRIDENT TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 cyl in-line Mack MP8 12.8 535/1900 2600/1000-1500 203.13 SCR up to 200 Eaton 18-Sp mDRIVE 12-sp AMT

N Y N N N Y N N

3.

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ENGINE/GEARBOX

CHASSIS

SAFETY

WARRANTY

1.

SUPER-LINER TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Mack MP10 16.1 600-685/1800 2800-3100/10001500 173.91-192.55 SCR up to 200 Eaton 18-Sp mDRIVE 12-sp AMT

6x4 9100 26000 140000 5250 7768 3115-4235 Drum exh/eng M, L , XL & XLX Sleeper Met/reg distrib Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

N Y N N N Y N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1yr/unlim 4-yr/800,000 Y 4-yr/800,000

6x4 8595 26000 68500 3200 6775 2045-2280 Disc exh/eng Med/Long & Mega Met/reg distrib Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

N Y N N Y N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

Cab/Chassis 1-yr/ unlim -Driveline 4-yr/600,000 Opt Y 5yrs condit

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8220 26000 70000 3300 6856 2276 Disc 5-stg exh/eng Med/Long & Mega Met/reg distrib Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y Y Y Y N Opt Opt

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

4-yr/800,000 N Y 3-years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8388 26000 130000 3300 6856 2276 Disc 5-stg exh/eng Med/Long & Mega Met/reg distrib Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y Y Y Y N Opt Opt

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

4-yr/800,000 N Y 3-years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8388 26000 130000 3300 6856 2276 Disc 5-stg exh/eng CR19 Sleeper Met/Reg/Interstate distrib

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y Y Y Y N Opt Opt

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

4-yr/800,000 N Y 3-years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

MAN TGS OR TGX 26.540 6X4 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line MAN D2676LF06 12.42 540/1900 2500/1050-1350 201.30 SCR 100 Mack/Eaton 18-sp ZF 16-sp man

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

MERCEDES-BENZ ACTROS 2648 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl V6 Mercedes-Benz OM 501 LA 11.9 476/1800 2300/1080-1400 193.28 SCR 95 ZF 16-sp AS Tronic + MAN Tipmatic 16-sp PowerShift AMT

ACTROS 2655 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

8-cyl V8 Mercedes-Benz OM 502 LA 15.9 551/1800 2600/1080-1400 163.52 SCR 95 12-sp PowerShift AMT MB 18-sp man

ACTROS 2660 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

062 www.truckandbus.net.au

8-cyl V8 engine Mercedes-Benz OM 502 LA 15.9 600/1800 2800/1080-1400 176.10 SCR 95 12-sp PowerShift AMT MB 18-sp man

ENGINE/GEARBOX

CHASSIS

SAFETY

WARRANTY

SCANIA R480 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 cyl in-line Scania DC 13 480 13 480/1900 2500/1000-1300 192.31 EGR N/A 16-sp PowerShift AMT N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

4x2/6x4 7735/9330 26500 75000 3550/3975 5808/6908 2316 Disc Scania Retarder CR19 Sleeper Met/reg distrib - Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y N N Y Y N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-2-yr/800,000 3-yr Driveline Y N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 9730 26500 75000 3775 6708 2316 Disc Scania Retarder CR19 Highline Sleeper Regional, Interstate Linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y N N Y Y N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-2-yr/800,000 3-yr Driveline Y N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 9800 26500 75000 3975 6908 2316 Disc Scania Retarder Sleeper Regional, interstate Linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y N N Y Y N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-2-yr/800,000 3-yr Driveline Y N/A

4x2 6615 16500 36000-40000 3530 5900 2250 Drum exh/eng Sleeper B-double cubic metro/ intrastate

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y Y N Y N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/500,000 3-yr/800,000 Y 3-yr/unlim

6x4 8240 26000 70000 3950 7185 2250 Drum exh/eng Sleeper Met/reg distrib Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y Y N Y N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

3-yr/500,000 3-yr/800,000 Y 3-yr/unlim

R500:560:620 TYPE MANUFACTURER MODEL

8-cyl V8 Scania DC 16 500/560/620 CAPACITY - LITRE 16 MAX. POWER HP/RPM 500:560:620/1800 MAX. TORQUE NM/RPM 2500:2700/10001400 TORQUE NM/LITRE 156.25:187.5 EMISSIONS SYSTEM SCR ADBLUE - LITRES 75 TRANSMISSION Scania 14-sp AMT OPT N/A

1.

R730 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

8-cyl V8 Scania DC 16 730 16 730/1800 3500/1000-1400 218.75 SCR 75 Scania 14-sp AMT N/A

1.

UD TRUCKS QUON - GK 17 400 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 in-line UD Trucks GE13TB 13.074 400/1800 1782/1100 136.30 SCR/EGR 33 UD 9-sp AMT N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

3.

QUON - GW 26 470 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6 in-line UD Trucks GE13TD 13.074 472/1800 2334/1200 178.52 SCR/EGR 55 Eaton 18-Sp Eaton Ultra +

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

3.

www.truckandbus.net.au 063

SHOOW M RO

ENGINE/GEARBOX

CHASSIS

SAFETY

WARRANTY

VOLVO FH540 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Volvo D13C 12.8 540/1900 2600/1000-1450 203.13 SCR up to 180 Volvo “I shift” 12 spd AMT N/A

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8960 27700 131000 3200 5375 2300-2470 Disc 5-stage exh/eng Globetrotter XL & XXL Interstate / Linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y Y Y Y Y Y Y

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/unlim 4-yr/800,000 Y 3 years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 9240 27700 131000 3200 5375 2470 - L3H3 Disc 5-stage exh/eng Globetrotter XL & XXL Interstate / Linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

1 Y Y Y Y Y Y Y

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/unlim 4-yr/800,000 Y 3 years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8585 24500 106000 5105 7365 2769 Drum Jacobs Compression Brake Stratosphere 40” Met/reg distrib Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

N Y N N N N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/unlim 2-yr/unlim Y 5 Years

CONFIGURATIONS TARE KGS GVM KGS GCM KGS WHEELBASE MM OVERALL LENGTH BUMPER TO BACK OF CAB MM BRAKES - SERVICE BRAKES - AUXILIARY CABS APPLICATIONS

6x4 8622 24500 106000 5105 7365 2769 Drum Cummins Comp Brake Stratosphere 40” Met/reg distrib Interstate linehaul

AIRBAGS ABS BRAKES ELECT. STABILITY CONTROL ADAPTIVE CRUISE CONTROL HILL START ASSIST HILL DESCENT CONTROL LANE CHANGE ALARM BLIND SPOT WARNING

N Y N N N N N N

STANDARD TIME/DIST EXTENDED ROADSIDE ASSIST CORROSION

1-yr/unlim 2-yr/unlim Y 5 Years

FH700 TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Volvo D16G 16.1 700/1800 3100/1000-1450 192.55 SCR up to 180 Volvo “I shift” 12 spd AMT N/A

WESTERN STAR 48FXB TYPE MANUFACTURER MODEL CAPACITY - LITRE MAX. POWER HP/RPM MAX. TORQUE NM/RPM TORQUE NM/LITRE EMISSIONS SYSTEM ADBLUE - LITRES TRANSMISSION OPT

6-cyl in-line Detroit DD15 14.8 585/1800 2508/1200 169.46 EGR / DPF NIL Eaton 18-Sp Eaton Ultra +

1.

48FXB TYPE MANUFACTURER MODEL

6-cyl in-line Cummins ISX EGR / Signature CAPACITY - LITRE 14.9 MAX. POWER HP/RPM 525-600/2000 MAX. TORQUE NM/RPM 2508-2779/1200 TORQUE NM/LITRE 186.51 EMISSIONS SYSTEM EGR / DPF ADBLUE - LITRES NIL TRANSMISSION Eaton 18-Sp OPT Eaton Ultra +

ON LINE NOW!

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BIGGER WHERE IT COUNTS INTRODUCING THE CAT CT630LS LUXURY SLEEPER WITH THE CAT C15 ACERT ENGINE

• Maximize driver comfort with an integrated, stand-up sleeper and substantial storage space to keep you satisfied • Power through the toughest jobs with the legendary Cat C15 ACERT engine with no EGR and no SCR • Improve fuel economy with advanced aerodynamic design • Increase all-around visibility at night with LED headlights, standard • Drive confidently with 4 years extended service coverage and support from our nationwide dealer network

CONTACT YOUR LOCAL DEALER TO LEARN HOW THE CAT CT630LS LUXURY SLEEPER CAN INCREASE YOUR PRODUCTIVITY.

©2012 Caterpillar Inc.

I Am.

www.IAmarok.com.au

I think, therefore I Amarok.

I Am weekends away. I Am tried and tested. I Am here for the long haul. I Am 4x4 Australia Magazine’s Ute of the Year. I Am on the money. I Am smart technology. The ute market is changing. We know you want more than basic. We know you demand award-winning on and off-road performance, intuitive features, unprecedented fuel efficiencies, low service costs, genuine dealer support and more. With a range of hardworking Amarok Single Cab and Dual Cab models in dealerships nationwide, there’s an Amarok to suit every job. And, with their competitive prices and capped price servicing#, they’ll suit your budget, too. You think, therefore you deserve more from your ute.

# Capped price servicing is available on Volkswagen Commercial Vehicles first registered in Australia on or after 1 January 2013 and applies to the first 6 standard scheduled services of your vehicle. Exclusions and conditions apply. For details on pricing, items not included in the capped price and for full terms and conditions please see www.volkswagen-commercial.com.au. Volkswagen Group Australia reserves the right to at any time modify or discontinue the Capped Price Servicing program.