Celebrating our 25th year as Australia’s favourite truck, Isuzu would like *According to T-Mark industry statistics. F•S•A /ISZ9047
to thank all our owners for making us The One*.
CONTENTS Enquiries Tel: 0411 099 091 Follow us on Twitter #truckandbusnews Managing Editor/Publisher Geoff Paradise gparadise@truckandbus.net.au Features & Technical Editor David Meredith dvm@bigpond.com.au Art Director Luke Melbourne www.groeningdesigns.com.au Advertising Sales Enquiries/Bookings: 0411 099 091 advertising@truckandbus.net.au
26
FEATURES
14 22 26 34 40 46 50 55
ON THE PROWL
Cat goes after the B-Double market with the CT630S
DOMINANT FORCE Is there no end to Isuzu’s bag of tricks?
THE BOTTOM LINE
Kenworth and barker trailers team up with this rig
GROUND CONTROL
Regulating traffic without putting lives at risk
CONTINENTAL CANTER
Fuso’s best seller is always pushing the technology envelope
SILENT PARTNER
Volvo’s FE is big on features, low on cab noise
WATER WORKS
From a dilapidated land Rover to a smart Hino
IT’S A GAS
34
Iveco and AGL combine to create a CNG Daily
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
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14 DEPARTMENTS
04
BACK TRACKS Ramblings from the Ed
06
HIGHWAY 1
Local and international news
64
MONEY
Money guru Paul Clitheroe
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FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS
INTRODUCING THE CAT CT630S Powered by the ever reliable C15 engine – optimized at 550hp – and offering a BBC of 112 inches, the new CT630S has what it takes to help you get the most out of every kilometer. Plus, with superior features in variants of a Stand-up sleeper cab, Day cab and Extended cab, the CT630S is ready to B-Successful in your business… in 26-meters. Get to know the real Cat Trucks at cattrucks.com.au or scan the code below.
BACK TRACKS GEOFF PARADISE
“Bazza old mate, this is one of your better ideas. I just hope the Obeids aren’t involved”
T
here’s a new buzzword in New South Wales; ‘Connex’. It has been applied to WesConnex and just recently NorthConnex. The latter has been anticipated for quite some time, around 30 years by my reckoning. It’s a tunnel that will link the M1 (what used to be the F3) to the M2 at Beecroft. It has merit although if you listen to the greenies, lunatic fringe and some residents you’d be thinking it is equal to the storming of the Bastille and the Normandy invasion rolled into one. The greenies are never happy. It would matter not if we all drove Stanley Steamers because as far as they are concerned, anything with an engine is poison. No probs’, let them hump their weekly groceries, furniture, clothing or whatever home on a Clydesdale. Oh, then they’d complain about the horse poo. The lunatics? Imagine thousands of Chicken Littles running around crashing into each other with nary a clue about what’s going on. Barking mad the lot of them. They are concerned about where the spent exhaust fumes will go. News flash. The same place they go now, into the atmosphere. But this
time those evil trucks and cars will have their engine’s flatulence processed so acutely it will be far less toxic than what currently spews forth. And do any of them understand emissions regulations or do they think we still operate with Euro 1 technology? And there are the residents. They hate the 5,000 trucks a day that currently trundle down Pennant Hills Road and I don’t blame them. It’s bad enough jockeying for position with them in a car on the occasional day much less be subject to them every day of the week. Yes, most say the tunnel will be a good idea but oh! the inconvenience of it being built! Sorry, the fairies have knocked off for this century and there will no magic acts performed. And of course, homes will be acquired and the exhaust stacks will have to go somewhere – what? You can’t run them out to North Head and three kilometres undersea before you release the fumes? It’s a little ironic that it seemed to take 10 years to widen Pennant Hills Road 20-odd years ago. I ran the gauntlet for three years travelling from the Central Coast to my office at Castle Hill and it was no fun. What a shame then premier ‘Nifty’ Neville Wran didn’t think a tunnel would be a better option
then, but that’s called foresight, something politicians severely lack and always have. But premier Barry O’Farrell is on the case and it seems Lend Lease has got the gig to build a nine kilometre tunnel that will bypass 21 sets of traffic lights that never seem to be green in your favour and shave around 15 minutes getting from the M1 to the M2. Transurban will operate it. But under the Paradise Plan I would make it exclusive to heavy vehicles. Run them underground where everyone’s interest will be best served. Keep the cars out. They always get in the way, eg; the Burnley Tunnel in Melbourne. Car drivers and LCVs can stay on the surface and give the trucks a free run. Yes, of course there will be a toll but what owner/ driver or operations manager is going to quibble over the mooted $18 (for trucks) one way? They’ll save that and more in fuel, wear and tear and time. A truck free Pennant Hills Road and at the same time improving the lot of truck drivers who have as much to put up with as the residents and car drivers, only in a different way. Utopia. Bazza old mate, this is one of your better ideas. I just hope the Obeids aren’t involved.
hino.com.au
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WS AND VIEWS FROM
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MUSICAL CHAIRS/Ru ssian Kamaz Daka r Glory/NEW RENA ULT/OLD'BENZ/LAT EST UTES
FOR WHOM THE BELL TOLLS Toll are more than just conveyors of small parcels and fuel FREIGHT TRANSPORT PROVIDER Toll NQX, part of Toll Group, has helped a new cutting edge drill make its Australian debut, delivering the 20-tonne piece of equipment over 6000km across the country. Toll NQX delivered the Cat
MD5150 track drill from Brisbane to Townsville where it was on display at the Institute of Quarrying Australia Conference at Jupiters last September. The 20,500kg drill was then transported to Perth, covering a total
distance of 6272km. “The drill was transported by a drop-deck trailer fitted with drive on ramps, secured by high tensile chains and checked on average every five hours or 400km by the driver,” Toll NQX General Manager
Greg Smith said. Caterpillar logistics analyst Jonathan Lagman said the machine could be used in large quarries or in gold and iron ore mines and it was the first fully designed Cat drill into the market with new auto functions.
Drop-deck trailer and Cat MD5150 was hauled over 6000klms by this impressive Kenworth
Arocs aren’t sold in Australia (yet) but they are proving very multi-functional in Europe as this tow trucks indicates
AROCS HAULS WE FEATURED THE Mercedes-Benz Arocs in our last issue but again proving how versatile the ‘Benz is we reckoned this item was worth a run. A Swiss company recently entered into service a Mercedes-Benz Arocs 4451 ‘Big Rock’ to provide professional breakdown and accident assistance
in the heavy-duty range, as well as for carrying out vehicle transfers. This Arocs is a 375 kW (510 hp) four-axle vehicle. “The new ‘Big Rock’ recovery and towing vehicle is the perfect addition to our fleet to round off our service offering,” says operations manager Walter Oertli.
The Mercedes-Benz Arocs was launched in Europe in May 2013. Apart from maximum environmental acceptability thanks to Euro VI, the three outstanding attributes that set these special-purpose vehicles for the construction industry apart are power, efficiency and robustness.
Available on the entire UD Trucks range until June 30. Think Smart. Think Tough. To find out more, contact your UD Trucks dealer on 1300 852 915 or visit udtrucks.com.au *Available at participating UD Trucks dealerships to approved Business Applicants of UD Trucks Financial Services† for new UD Truck Condor and Quon stock vehicles on a hire purchase or chattel mortgage @ 1.95% p.a over 36 months, 2.95% p.a over 48 months or 3.95% p.a over 60 months with nil final balloon payments. Vehicles must be ordered between 1 April 2014 and 30 June 2014 while stocks last. Offer ends 30 June 2014. Standard fees and charges apply. Full conditions are available on application. Not available in conjunction with any other offers. Government and Fleet buyers excluded. UD Trucks Financial Services† reserves the right to extend or change this offer. †UD Trucks Financial Services† is a trading name of Volvo Finance Australia Pty Ltd. UDT0132C
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FLYING HIGH Russian made Kamaz won again at the 2014 Dakar Rally WE DON’T HERE too much about the Dakar rally – which is held in South America these days – but equipment supplier WABCO again supported regular winner Kamaz-Master in this years event. The Russian team finished the Dakar 2013 event in first, second and third place marking an unprecedented eleventh time that KAMAZ-Master has
won the Dakar competition, one of the world’s most challenging endurance rallies. WABCO has been supplying Kamaz-Master with equipment since 1997. Dakar 2014 kicked-off on January 5 in Rosario, Argentina and concluded on January 18 in Valparaiso, Chile. Overall, more than 70 racing trucks crossed the starting line of the Dakar
2014 rally, representing 12 different commercial vehicle brands. The twoweek route covers 9,188 kilometers (5,709 miles) in thirteen stages through Argentina, Bolivia and Chile. Drivers cross the Andes Mountains and race the Salar de Uyuni, the world’s largest salt lake before venturing in the Atacama desert, commonly known as the driest place on Earth.
Kamaz-Master Truck Team in action at the 2014 Dakar Rally
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BEAUT UTES
The demise of the Holden and Ford ute is still some way off but if you want to start thinking Asian rather than Australian here are two examples to consider. Isuzu UTE Australia has introduced a limited edition D-Max to its one-tonne ute line-up, the 2014 X-Runner. On sale from March 17, just 660 units will be available. It comes in two metallic colours - pearlescent white and black mica, with unique contrasting striping and decals. It also features additional exterior styling in the form of gun metal grey alloy wheels and side steps, front and rear body kit, black sports bar and tub liner. While the interior receives red and black two-tone seat trim, red contrast steering wheel stitching and a high-gloss piano black dash trim. It is covered by Isuzu UTE’s five-year ‘bumper to bumper’ warranty and five-year roadside assistance and has a five-star ANCAP safety rating. Available in both auto and manual transmissions, the 2014 X-Runner is priced from $46,490 drive-away (manual). Meanwhile, Mitsubishi Motors Australia has announced details of its new limited edition GLX-R Warrior model alongside additional safety and convenience features made standard across the 2015 model year Triton range. Triton GLX-R Warrior will come with a range of extra technology and comfort features, including differential lock, Mitsubishi’s advanced Multi Communication System with USB input, voice recognition and Bluetooth®, iPhone® and iPod® connectivity, eight speaker audio system and MPSS power amplifier, black leather seat trim and 6-way power adjustable driver’s seat. The Warrior’s exterior styling is complemented by a genuine accessory alloy front nudge bar, flush fit soft tonneau cover and ‘Warrior’ decal fitted to the front doors. It will be available in charcoal, cool silver, ironbark and white exterior colours. A front protection bar is also available.* Driveaway pricing for the limited edition Warrior is $43,990 with five-speed manual transmission, while the five-speed automatic is $45,990.
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Go to www.kenworth.com.au/paccarmx-13 and take an online tour of the MX-13 engine. For more information call your local Kenworth Dealer now.
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Some beaut old Mercedes-Benz trucks were put on display in Germany earlier this year including an 1899 model, which isn’t this one.
RENAULT/OLD'BENZ /LATEST UTES
RETRO IS COOL Despite the upswing in retro’ cars it won’t work with trucks! MERCEDES-BENZ GAVE an insight into the development of the distribution sector with twelve historic models and four modern commercial vehicles at the Retro Classics show in Stuttgart recently. The very first trucks, for example
the “Daimler 4 HP truck” of 1899, were already used for the short-radius day-to-day distribution of goods needed in daily life. Among the exhibits are a racing car transporter from the era of the ‘Silver Arrows’ based on the Lo 2750 of 1936, and the first truck from Wörth
MUSICAL CHAIRS While jobs are never guaranteed for life in the truck industry the first two months of 2014 saw more comings and goings than the mid-year AFL draft. Cat Trucks Australia (CTA) appointed former and long-time Detroit (Diesel) executive, Jeffrey Magdziarz, national fleet sales manager following his departure from Detroit, Western Star Trucks Australia’s marketing boss, Don Hanson, left Australia to return to his native Canada and his position has been taken up by Hino’s marketing executive, Cris Gillespie.
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Down in Mulgrave at Mercedes-Benz the door has also been revolving; Dr Kolja Rebstock, who was the commercial vehicles managing director, was unexpectedly recalled to his native Germany after just three years into his five year term will now be responsible for M-B trucks and vans for Asia, Africa Central and Eastern Europe. His replacement is Daniel Whitehead (pictured) who has been running things for Daimler in China. Daniel has been with Daimler for 15 years and started
production, an LP 608 from 1965. The vehicles were on show at the exhibition site by the airport come from private collectors, from the Wörth commercial vehicle plant and from the Mercedes-Benz Classic Center. To underline the contrast between then and
his career in sales with Paccar. Still at M-B, Justin Whitford is now responsible for Mercedes trucks as well as M-B bus and coach and Kristi Walker takes on the role of general manager Freightliner. She was manager of sales operations for Daimler Trucks in North America. And last, but by no means least, long time Daimler Australia executive, Gary Wheatley, has assumed the role of general manager of dealer development and marketing for all things Daimler in Australia.
now, the Mercedes-Benz plant in Wörth sent four new vehicles to the show in Echterdingen, among them the latest Mercedes-Benz Atego. The others were the latest SLT heavy-duty truck based on the Mercedes-Benz Arocs 4163 8x4, and the new Mercedes-Benz Actros.
Pictured: Daniel Whitehead replaces Dr Kolja Rebstock as managing director of Daimler Australia’s commercial vehicle division
THE FINAL THING WE INSTALL IN A MACK: THE DRIVER.
THINGS ARE HOTTING up in the LCV sector with a number of models receiving upgrades and makeovers. Mercedes-Benz has released their latest Sprinter van and along with a facelift the big box van now is also available with an extended array of safety features. It’s big, it comes in
a variety of roof heights (and a cab chassis version) and has the ability to swallow an inordinate amount of cargo. Sprinter now offers Crosswind Assist, Collision Prevention Assist, and Blind Spot Assist. Other new features are Highbeam Assist and Lane Keeping Assist.
Meet Paul Munro, Driver Development Instructor at Mack Trucks. Out on the road, Paul builds the bond between man and machine to ensure drivers get the most from their Mack MP8 and MP10 engines. We deliver on our promises, so that you can too.
Find more about Driver Development www.truckandbus.net.au 013 at macktrucks.com.au/bornready
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NEW TRAFIC HERE IN 2015 It’s new, it’s typically French and it will be here next year RENAULT HAS TAKEN the wraps off the all-new mid-size Trafic van, one of its most popular models. The all-new van goes on sale in European markets mid-year and will be available in Australia next year. This practical and economical van will sport a new look both inside and out, and will be loaded with clever
and smart innovations that will benefit business customers in many ways, say Regie Renault. The Trafic will be available with new Renault-developed 1.6 dCi powerplants, including a twin-turbocharged version that boasts fuel consumption of less than 6.0-litres per 100km. It is to be built at the Sandouville
factory in France, where Renault’s Kangoo, Trafic and Master, are made. The new Renault Trafic is both flexible and economical thanks to its new range of downsized, turbocharged engines, based on the latest-generation, Renault-developed 1.6 dCi unit (R9M), which features advanced technology to combine substantial fuel consumption
savings with real driving enjoyment. This engine range is available in two versions: with a single variable geometry turbo, which yields a gain of more than1.0-litre/100km compared with the previous 2.0-litre unit, and the twin-turbo version, the fuel consumption of which dips beneath the 6.0-litres/100km* threshold.
Renault are claiming six litres per hundred kays from the new Trafic van. Will be built in France alongside Kangoo and Master
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Renault are using a new 1.6 litre twin turbo four cylinder diesel in the Trafic. A single turbo version will also be available.
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THE PROWL
CAT TRUCKS ARE RAMPING UP THEIR MODEL RANGE. THE LATEST BEING THE CT630S. A TRUCK THEY ALWAYS WANTED TO HAVE. THE QUESTION IS: DO YOU? GEOFF PARADISE REPORTS.
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C
at Trucks is set to launch it’s entry into the B-double market with the imminent arrival of the CT630S, a truck with the specification newly installed managing director, Kevin Dennis, said the company should have had on sale in Australia from the beginning. But all good things come to those who wait and while we weren’t able to drive the new CT630S at the reveal we were able to grille Kevin Dennis and engineer Adrian Wright as to the virtues of the new model, which, to non-Cat lovers, looks the same as other CT630 models. Cat Trucks started the CT630S process two years ago when a prototype truck was first shown to the public in Melbourne in 2012 and again at the Brisbane truck show last year. Not wanting to take short cuts prior to the model becoming available the company said a number of early build trucks were subjected to rigorous testing around Australia since mid-2013, both in private fleets and with Cat engineers. “This is the truck we should have had from the beginning,” said newly installed Cat Trucks Australia managing director, Kevin Dennis, at the launch of the truck last month. Kevin Dennis confirmed that for Cat, at least, the B-Double sector is where they should be. “The ‘S’ puts us where we want to be, right in the thick of the market, it will be a
cornerstone of our business,” he said. Chief engineer for Cat Trucks Australia and New Zealand, Adrian Wright, admitted there had been delays in the development process of the CT630S, largely driven by demands on resources in the US but he said at no time did they ever consider rushing the project. “This is an important model and we weren’t about to cut corners just to get the CT630S here a little sooner. “In the long run, the extra time taken to make sure we get the truck right will be miniscule and judged by our customers to be time well spent,” he said. Cat say average fuel figures from its Cat C15 engine ranged from 1.78 km/litre (5.03 mpg) to 1.85 km/litre (5.23 mpg). “These are real world figures supplied by the fleets, averaged over many months of operation in 34 pallet, 26 metre B-double work,” said Cat Trucks engineering chief Adrian Wright. The CT630S carries a gross combination mass rating of 90 tonnes and relies on tried and proven componentry from Meritor for its front and rear axles, Hendrickson Primaxx suspension, an Eaton RTLO-20918 18-speed overdrive transmission with the ‘Easy Pedal’ clutch or the optional Eaton Ultrashift-Plus automated manual gearbox featuring the added advantage of a ‘Hill Start Assist’ function.
At the heart of the new CT630S is Cat’s own C15 engine rated up to 550 hp (410 kW) at 1800 rpm and 1850 lb ft (2508 Nm) of torque at 1200 rpm. However, there’s even more to the C15 than potent performance and frugal fuel efficiency. The 15 litre Cat is, in fact, the only engine in the Australian heavy-duty sector to comply with the current ADR 80-03 emissions standard without the added complexity and cost of exhaust gas recirculation (EGR) or selective catalytic reduction (SCR) emissions systems. Instead, the C15 uses dual diesel particulate filters (DPF) mounted horizontally under the chassis to satisfy the requirements of ADR 80-03. The engine is equipped with a three-stage Jacobs engine brake and the innovative dual diesel particulate filters (DPF) mounted under the chassis which make Cat’s CT630 models the only trucks on the heavy-duty market to meet Australia’s ADR 80-03 emissions regulation without an EGR or SCR emissions system. The radiator is a modest but effective 1545 square inches or 10,000 sq cm and is assisted by a two-stage Horton fan clutch In keeping with the traditional look of a big truck twin vertical exhaust stacks are mounted at the rear corners of the cab. As a model primarily designed for B-double
“IT’S OUR OPINION THE AUSTRALIAN MARKET HAS BEEN WAITING FOR A CONVENTIONAL TRUCK LIKE THE CT630S FOR SOME TIME,”
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ike but very functional. Dash layout is workmanl ans going to dump their But when are the Americ release knob? ke bra d war awk
The truck cat has always needed they say. Here it is so go for it.
duties, the braking assembly of the CT630S includes a Bendix four-channel ABS (antilock) system along with Haldex automatic slack adjusters. As for the cab of the CT630S, it shares many design and equipment features with the premium CT630LS model, not least a crash worthiness standard compliant with Europe’s ECE-R29 requirement. Sitting around 50 mm higher, the cab of the new model sits on a three-point mounting system with air suspension under the rear to further enhance stability and ride quality. Recognising the need for a spacious, wellappointed sleeper in line-haul operations, a premium stand-up sleeper has been developed to provide the CT630S with even more appeal. Critically, and despite a BBC length pushed out to 3590 mm (141 inch), the bigger sleeper still allows the CT630S to comfortably fit 34 pallets within 26 metres. Designed and built in Australia, the 1016 mm (40 inch) mid-rise sleeper provides a generous 2250 mm of internal width and a full 1985 mm of standing room, meaning that even those drivers stretching well over six feet tall can comfortably stand or lay in the latest Cat. In standard form the sleeper comes with a 711 mm (28 inch) wide fully-sprung mattress while other important inclusions are toolbox lockers on both sides with internal access, a
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Cat’s C15 promises good fuel economy says Cat engineer, Adrian Wright (below). 1.78 to 1.85 km/litre has been seen in tests.
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lift-up under-bunk storage compartment, and a scalloped rear wall to optimise clearances between the rear of the cab and the trailer. On the options list is a fully engineered aero roof kit while internal accessories include a refrigerator, wood grain trim and a TV mounting kit with aerial. The CT630S comes with a standard fouryear, 800,000 km driveline coverage and orders are being taken now for deliveries mid to late in Q2. “This has been an exceptional project to be involved in,” said Adrian Wright. “Here and in the US we have been absolutely dedicated to developing a model that not only meets the physical length and weight requirements of a conventional truck aimed squarely at modern-day B-double work, but a model which also produces performance and fuel efficiency standards which we believe are at the forefront of the B-double business when compared on equal terms with any other brand of truck.” “It’s our opinion the Australian market has been waiting for a conventional truck like the CT630S for some time,” he said. The CT630S will be offered alongside Cat’s existing CT610 and CT630 range, headed by the flagship CT630LS model. But the feature that makes the Cat CT630S such a valuable addition to the Cat Trucks range is, of course, the shortened hood which allows the model to slip comfortably into 34 pallet B-double roles. The cab has been raised around 50 mm and moved approximately 250 mm forward to create a bumper to back-of-cab (BBC) dimension of just 2845 mm (112 inches) in non-sleeper form. Yet even with the functional integral sleeper option, BBC of the CT630S stretches to just 3505 mm (138 inches). Additionally, the shorter BBC improves wall-to-wall manoeuvrability while the driver’s view of the road over a slanting snout from a marginally higher seating position is a significant asset. Similarly, fuel-saving aerodynamics and forward vision are further streamlined by the more conical influence of a sloping hood which has a rake angle of 18 degrees. However, recognising the need for a spacious, well-appointed sleeper in linehaul operations, a premium stand-up sleeper has been developed to provide the CT630S with even more appeal. Critically, and despite a BBC length pushed out to 3590 mm (141 inch), the bigger sleeper still allows the CT630S to comfortably fit 34 pallets within 26 metres. Designed and built in Australia, the 1016
mm (40 inch) mid-rise sleeper provides a generous 2250 mm of internal width and a full 1985 mm of standing room, meaning that even those drivers stretching well over six feet tall can comfortably stand or lay in the latest Cat. In standard form the sleeper comes with a 711 mm (28 inch) wide fully-sprung mattress while other important inclusions are toolbox lockers on both sides with internal access, a lift-up under-bunk storage compartment, and a scalloped rear wall to optimise clearances between the rear of the cab and the trailer. On the options list is a fully engineered aero roof kit while internal accessories include a refrigerator, woodgrain trim and a TV mounting kit with aerial. Testing of the new Cat® CT630S model by several leading fleets in linehaul B-double applications has been not only a major factor in the new model’s development to Australian requirements, but has also provided confirmation of the Cat C15 engine’s high standards of fuel efficiency and performance. With pre-production evaluation units working in fleets operating right along the eastern seaboard and west to Adelaide, hauling curtain-sided and refrigerated trailers from depots in northern NSW and regional Victoria at gross weights consistently above 60 tonnes, average fuel figures are ranging from 1.78 km/litre (5.03 mpg) to 1.85 km/litre (5.23 mpg). “These are real world figures supplied by the fleets, averaged over many months of operation in 34 pallet, 26 metre B-double work,” explained Cat Trucks engineering chief Adrian Wright. “You hear a lot of claims about fuel consumption but unless the figures come from operators who are recording fuel use over longer terms in everyday workloads, it’s hard to put much stock in the accuracy of some claims. “That’s why we are so happy with these figures. They’re not only real, they’re also particularly good according to the feedback we’ve received from fleets who have been running the CT630S.” The impressive fuel figures derive from several inherent features applicable to the full Cat Trucks range, notably the fact that conventional trucks are generally sleeker through the air than a cab-over and therefore have a higher level of aerodynamic efficiency. In the case of the CT630S, the steeper slant of the hood adds to the aerodynamic benefit, with the subsequent potential for an even higher level of fuel efficiency. Sharing much the same componentry as other CT630 models including the flagship
When it’s all said and done, this is a bloody good looking truck and on paper, at least, has the credentials to deliver the goods.
“IN THE LONG RUN, THE EXTRA TIME TAKEN TO MAKE SURE WE GET THE TRUCK RIGHT…” KD CONFIRMS ROADTRAIN SPEC’ “No one should be in any doubt that what we have now at Cat® trucks is just the tip of the iceberg,” says an adamant Kevin Dennis, managing director of Cat Trucks Australia and New Zealand. He confirmed that later this year their range will be further expanded with
the launch of a specialist heavy-duty model. In fact, I can also confirm that we already hold retail orders. “This new model is being developed for specific segments of the Australian market; in this case, heavy haulage and roadtrain roles at gross weights up to
130 tonnes. It will be powered by the proven performance and fuel efficiency of the Cat C15 engine, but obviously with a suitably beefed up chassis and drivetrain to suit the higher gross weights and the unique demands of roadtrain work.
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1: The entire dash layout is well positioned and the instruments are easy to read and well defined. 2: Aero kit and polished bling all add to the cat aura.
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CT630LS, evaluation versions have also shown high degrees of reliability. “Reliability testing has been mainly concentrated on the compatibility of the new components in the CT630S,” Adrian Wright explained. “The intention of any test program is to find issues before a new model goes into production and that has certainly been the case with the ‘S’. But overall, issues have been few and minor. In fact, fleet response to the new truck has been excellent.” Like the flagship CT630LS, the CT630S carries a gross combination mass rating of 90 tonnes founded on a proven huckbolted chassis design supporting a 4.8 metre wheelbase, reinforced with a strong insert along the section of chassis over the drive tandem mounting points. The rear of the chassis rails are tapered to enhance manoeuvrability and there’s also an upper frame mount to support the higher stance of the cab. At the front end there’s a stylish polished alloy bumper covering a front under-run protection (FUPS) device while access at the rear of the cab is made easy by the standard fitment of an aluminium deck across the chassis rails. Under the front end is a wide-track Meritor I-beam front axle rated to 6.5 tonnes, equipped with steel hubs as standard and alloys available as an option. Delivering high standards of ride and handling is a front suspension of three-
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leaf parabolic spring packs. At the rear is Meritor’s popular RT46-160 drive tandem rated to 20.9 tonnes, fitted with a traction control system as standard equipment and offering final drive ratios of 3.9, 4.1 or 4.3:1. Again, steel hubs are standard and alloys optional. A power divider and diff lock on the leading drive axle are also standard features, with a diff lock on the rear driving axle also available. Rear suspension is Hendrickson’s tried and tested Primaax heavy-duty airbag assembly. Supplying the muscle, of course, is the Cat C15 engine rated up to 550 hp (410 kW) at 1800 rpm with a gritty 1850 lb ft (2508 Nm) of torque at 1200 rpm. The engine is equipped with a three-stage Jacobs engine brake, cruise control functions mounted on the steering wheel hub, and the innovative dual diesel particulate filters (DPF) mounted under the chassis which make Cat’s CT630 models the only trucks on the heavy-duty market to meet Australia’s ADR 80-03 emissions regulation without an EGR or SCR emissions system. Twin vertical exhaust stacks are mounted at the rear corners of the cab. Keeping the C15 running cool is a high capacity radiator with a frontal area of almost 10,000 square centimetres (1545 sq inch) aided by a two-speed Horton fan clutch. The C15’s outputs feed through an Eaton ‘Easy Pedal’ clutch into the industry standard
of Eaton’s RTLO-20918 18-speed overdrive transmission offered in manual form or the optional Ultrashift-Plus automated version featuring the added advantage of a ‘Hill Start Assist’ function. As a model primarily designed for B-double duties, the braking assembly of the CT630S includes a Bendix four-channel ABS (antilock) system along with Haldex automatic slack adjusters. Keeping the latest Cat on the straight and narrow is a Sheppard power steering system operated through a two-spoke leatherwrapped steering wheel with tilt and telescopic adjustment functions. As for the cab of the CT630S, it shares many design and equipment features with the premium CT630LS model, not least a crash worthiness standard compliant with Europe’s ECE-R29 requirement. Additionally, despite being mounted around 50 mm higher, the cab of the new model sits on a three-point mounting system with air suspension under the rear to further enhance stability and ride quality. Meantime, among a long list of driver comfort features are top quality Gramag high-back air-suspended seats for both the driver and passenger, along with electrically operated power windows and heated side mirrors with electronic adjustment. The CT630S comes with a standard fouryear, 800,000 km driveline coverage.
WHY IT HAS TO BE A CORONADO 114. FOR ALL THE REASONS VISIT WWW.FREIGHTLINER.COM.AU The Coronado 114 – the reasons are clear. When a truck’s this good, it takes a long time to list all the reasons you should buy it. Those reasons combine to ensure the Coronado 114 will keep hauling huge loads - as a pocket B-double tanker, a tipper and dog, a 34-pallet B-double or a road train double. Flexible. Powerful. Reliable. And that’s just the tip of the iceberg. For all the 114 reasons visit www.freightliner.com.au or call your closest dealer on 1300 66 22 30. Freightliner is a registered trademark of Daimler Trucks North America LLC.
youtube.com/freightlinerau
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E H T F O N G O I N I T L A N W I O M B O D E H D T E U T O N S T I E T T N N I O K N I C A N S ISUZU’ RUCK MARKET IS ITCHELL JOHNSO , LOCAL T EXECUTED BY M ER. LIKE JOHNSON A S S A U L T T H I S P A S T S U M M P. CRICKET UST NEVER LET U ISUZU J 022 www.truckandbus.net.au
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suzu is a truck company that doesn’t let the grass grow under its tyres. Last year Isuzu Australia Ltd (IAL) achieved what no other truck manufacturer has accomplished and, in all likelihood, no other single truck or car brand ever will in this country; 25 consecutive years as the top selling leading truck in Australia. They claim to have sold more than 138,000 trucks since 1989. Probably in the US Ford can lay claim to a similar market supremacy with the F-Series pick-up and most likely HarleyDavidson has been at the top of the pile for years, certainly when it comes down to motorcycles made in America, but for trucks in Oz, Isuzu has reigned supreme and continues to do so. In what they say is a ‘celebration’ of this long standing achievement but which is, in reality, a calculated filling of a model specification they didn’t have, Isuzu has introduced three new high power ‘S’ models to the medium duty F Series range, along with a special release of five value-added Limited Edition variants. The ‘S’ models comprise the FRD 600-S, FSD 700-S and FSD 850-S and all feature a higher horsepower 7.8 litre SiTEC Series III engine producing 191 kW @ 2,400 rpm and 761 Nm @ 1,450 – 2,400 rpm (up 15 kW and 55 Nm from regular models). The three new ‘S’ models also offer a wider choice of transmissions and all feature rear Hendrickson HAS200 airbag suspension, making them ideal for sensitive load applications or those wanting a more supple ride. The FRD 600-S is rated at 11,000 kg GVM and 16,000 kg* GCM and is available with either an Isuzu 6-speed manual transmission or an Allison LCT2500 fully automatic transmission. FSD 700-S and FSD 850-S trucks have a GVM rating of 12,000 / 14,000 kg and GCM rating of 18,000 / 20,000 kg respectively*, and offer buyers an even greater choice of transmissions. Along with the proven Isuzu six-speed manual, buyers can also select from the versatile Isuzu second generation automated manual transmission (AMT), or the Allison LCT2500 full automatic depending on the application. Isuzu’s prodigal son, Chief Engineer – Product Strategy, Simon Humphries, who
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“SIMILARLY, THE ADDITIONAL POWER WILL BENEFIT OWNERS WHO FIT FULL SIZE VAN OR TAUTLINER BODIES” spent the last few years in a technical role with the Truck Industry Council and is now back at Isuzu, said the ‘S’ models would be welcomed by many customers across a range of applications. “The new models will appeal to tilt tray operators who often tow a trailer to carry additional cars, and need the extra power for the job,” Mr Humphries. “Similarly the additional power will benefit owners who fit full size van or tautliner bodies with very large frontal areas – these customers may wish for more power to maintain highway speeds in windy conditions. “The combination of a higher power engine and either Allison full automatic transmission or Isuzu AMT will appeal to any operator doing a lot of work in metropolitan and urban environments in heavy start and stop traffic.” To coincide with its recent achievement of 25 consecutive years of Australian truck
Limited Edition Isuzu’s have distinct badging to identify them to the world, in addition to additional features not found on ‘base’ Isuzu’s of the same model.
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market leadership, Isuzu is also building a limited quantity of value-added Limited Editions trucks based on five variants of the ‘S’ versions, of the popular FRD 600 Long and FSD 700 / 850 Long Series. Limited Edition models comprise the FRD 600-S Long, FRD 600-S Long Premium Auto, FSD 700-S Long, FSD 700-S Long Premium AMT and FSD 700-S Long Premium Auto. Along with the S model benefits listed earlier, the Limited Editions include a number of additional features. Visually cabins are fitted with LED daytime running lamps (DRLs) in the front bumper, for added road presence and visibility. The exterior package is completed with polished Alcoa alloy wheels and prominent Limited Edition badging. On the inside, the models boast upgraded two-way coaxial speakers, satellite navigation with truck-specific features and a steering wheel-mounted remote control
allowing the driver to access the many functions of the standard Digital Audio Visual Equipment unit without needing to remove their hands from the steering wheel. IAL Marketing Manager, Jeff Birdseye, said the Limited Edition models provided customers with a great value offering. “The Limited Edition models are very competitively priced yet feature a number of impressive additions, particularly the alloy wheels and DRLs,” Mr Birdseye said. “Those who spend long hours in the cabin will also appreciate the premium speakers and satellite navigation – we expect these models to be quickly snapped-up by valueconscious buyers who also want to stand out from the crowd.” It is anticipated that Limited Edition S models will be arriving in Isuzu Truck Dealer stocks over the next few months but buyers are warned not to delay placing their orders, as they will be eagerly sought.
1. 1: LED running lights are new and in keeping with today’s trend in automotive lighting. 2: Air bags and hydraulic dampers will iron out the wrinkles found on Australian roads and contribute to a good ride.
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THE DIFFERENCE 25 YEARS MAKES To celebrate its 25 year milestone Isuzu Australia Limited displayed their recently restored 1979 SBR 422. Although Isuzu would not officially become market leader until 10 years after the SBR’s release, the model is widely credited for setting very strong foundations for the brand’s future growth in Australia. At the time, the Isuzu SBR was a relative new comer, competed against products from several established North American and British brands that provided products which presented varied degrees of quality and reliability, hence ensuring the SBR’s enthusiastic acceptance. Compared to modern day Isuzu trucks, the SBR offered little in the way of creature comforts but delivered strong performance and coped exceedingly well with anything demanding drivers could throw at it. Restoration of the Isuzu SBR was a two year project undertaken by the IAL Product Development Department in Port Melbourne. All mechanical and assembly work was performed in-house while key industry partners were engaged for specialised jobs such as the cab panel work and body build. Purchased with a suspected 1.3 million kilometres on the clock (odometer reading 300,000) from the outskirts of Melbourne, the truck was definitely showing its age but provided a sound starting point for the
restoration. Despite having a long hard life, the truck’s chassis was still in reasonable condition only requiring sand blasting, minor repair and a thorough paint job to bring it back to new. Testament to the SBR’s tough nature, the driveline needed no significant mechanical attention, but was given a fuel system recondition which included injectors and a well overdue freshen up of the mechanical injection pump. After a good hot wash, some new gaskets, a paint job and a trip to the electroplating factory, the old 6BB1 both runs and looks like a new engine. The interior and exterior truck cabin and tray body was another story however. All rust, dents and blemishes were removed and repaired and the cab was then finished in Isuzu white. The interior received even more attention with new door trims, seat covers, roof lining and floor vinyl required, all completed in the fashionable (at the time) signature blue hue. A custom-built body featuring a Tasmanian oak floor was fitted including incandescent lighting, and all secured to the chassis with period-correct but often cursed ‘U’ bolts. The end result is a truck that is just as good as when it left the assembly plant 35 years ago. The SBR 422’s modern day equivalent in terms of size and GVM is the Isuzu NQR 450.
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Photography: Howard Shanks
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THE BOTTOM LINE TH E W IL SO N PA CE SE TT ER SU PE R- B BO TT OM DU MP TR AI LE SE T, DI ST RI BU TE D IN AU ST RA LI R AN D NE W ZE AL AN D BY BA RK ERA TR AI LE RS , OF FE RS A W ID E RA NG E OF AD VA NT AG ES OV ER CO NV EN TI ON AL B- DO UB LE TI PP A CO MB IN AT IO N – FI RS TL Y TH ERER IS A SI GN IF IC AN T PA YL OA D E IN CR EA SE , TH EN TH ER E IS TH E BO NU S OF FA R CH EA PE R IN SU RA NC E PR EM IU M, AS HO WAR D SH AN KS DI SC OV ER ED . www.truckandbus.net.au 027
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ncreased regulation and a tough economy have taken a toll on the nations bulk haulage operators in recent years. Finding the balance between meeting stricter regulations and maintaining some form of profitability is something that Barker Trailers from Woodend, Victoria took very seriously and two years ago they became the sole distributor of the American-built Wilson Pacesetter bottom dump trailer. Wilson, like Barker Trailers, has a long-standing reputation for engineering quality and manufactures over 3000 bottom dump trailers annually. The transport manager of Riordan Grain Services, Joe Stawford, explained that Jim Riordan commenced operations in 1996 with one truck, and today Riordan Grain Services now operates 15 of their own trucks and employs 25 sub-contractors.
Their fleet collects grain from as far a field as southern NSW where it is bought to their Melbourne depot and then packed for export. Currently they ship 180,000 to 200,000 tonnes per annum. Joe has been with the company for well over 12 years and admits the last few years have been some of the hardest they’ve experienced. Although he adds the introduction of the Wilson bottom dump trailers has brought welcomed relief in terms of productivity and operator safety. “The Wilson trailers were very attractive to us because of their flexibility along with the 10 percent increase in payload and safer operation and ease of use for the driver,” Joe explained. “In addition there is minimal dust when unloading in ‘drive over’ pits. The flexibility of the Wilson trailers also allows us to segregate loads if we need too and they’re
quicker to discharge than a conventional B-Double and a lot safer at the same time,” Joe added. The backbone of Wilson’s Pacesetter Super-B is the corrosion resistant aluminum. The lightweight, long-lasting aluminum along with Wilson’s tested-tough construction results in a trailer able to endure varying extremes and road stresses, while achieving some of the industry’s best load capacities. For instance the Pacesetter Super-B has a tare weight of only 11.3 tonne, the lightest in its class by far. The Wilson Pacesetter features large diameter rivets with larger heads that generates greater and more desirable shear strength. Combine this with the uniqueness of Wilson’s one-piece inside and outside wall skins and a state-of-the-art maximum side strength is created. There is a ‘SplicedSide-Wall’ variant is also available on
“THE FACT THAT KENWORTH HAD THE NEW ELECTRONIC BRAKE 1.
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1: Barker Trailers are well known for quality in their construction ofa wide range of trailers 2: Produce is dumped through the bottom and all fittings are well secured and out of the way. 3: Five separate compartments are a feature of this trailer set-up.
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SAFETY SYSTEM (EBSS)OPTION WAS ONE OF THE BIG ATTRACTIONS” 3.
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Under the hood of this T409 SAR resides a Cummins rated at 550HP and 1850 ft/lbs
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request. The landing gear is Jost’s durable A-400 featuring the compensating foot. They are mounted so that the load is distributed up through the trailer’s sidewalls to ensure the trailer can be parked safely without a primemover. While long lasting LED lights are standard for all applications of the tail, turn, and clearance trailer lights. The tri-axle group on each trailer comprises Hendrickson’s robust Intraax integrated suspension-axle-brake system that features the “quick-align” pivot connection for fast and easy axle realignment. As well as the standard conventional eight by 15 inch drum brake spec’, disc brakes with both ABS and EBS are available as an option. Under the hood of this T409SAR is a Cummins rated at 550hp that develops 1850lbft torque. Transmission is Eatons’ 18-speed coupled to Meritor RT46-160 rear axles with cross-locks in both axles riding on Kenworth’s Airglide 460 rear suspension. The fact that Kenworth had the new Electronic Brake Safety System (EBSS) option was one of the big attractions of purchasing this new T409SAR because we could take advantage of the new PBS gains,” Joe revealed. “We have also taken the ABS/EBS option on the Wilson trailers to further maximise safety and they marry extremely well with Kenworth’s Australian system. Also the visibility and maneuverability around farm sites of the T409SAR is exceptional when you consider it is really quite a big heavy duty specked truck.” When it comes to maintenance there are only 36 grease nipples on the entire B-Double set. The lightweight and secured aluminum roof bow binder bars enhance the trailer’s already present brute strength, as well as reduce premature tarp wear that is found on trailers with loose binder bars that are prone to move and vibrate Each trailer comes complete with a patented “Tite Seal” document storage case. The robust aluminum case features seamless design and the “cap-keeper” cable eliminates lost caps and ensures a watertight seal and the prevention of opening. There is also a convenient fold out ladder that allows easy access up onto the rear of the trailer to complete tasks such as connecting airlines and rolling out the manual tarp. In
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addition there is a full height ladder on each trailer. “It’s the simple things like easy-to-operate tarps and a fold-down ladder that can make a big difference, especially to an older driver,” Joe says. Because the Wilson Pacesetter Super-B has five separate compartments, it has the flexibility to be able carry up to five different products in the one load. This is a great advantage for farmers around planting time, when they need to carry both fertilizer and seed. When it comes to unloading the Wilson Pacesetter Super-B is in a class of its own and offers greater flexibility and far more safety features than traditional tippers. Firstly because the product is discharged through the bottom of the trailer, the trailer is extremely stable, there is no risk of it falling over. Secondly, dust is also minimized compared to a conventional tipper. And importantly, because the discharge units on the Wilson Pacesetter Super-B are mechanical there is no risk of contamination to the product due to a hydraulic hose failure. Wilson’s two-piece lower hopper comes standard with two stiffeners per side, plus corner bracing for a stronger hopper that is
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less prone to bulge and sag. These stiffeners also serve as handy knock rails for sticky product. The self-cleaning rack and pinion door is swept clean as it glides past the trap frame. It is remotely controlled by the Shur-co ProTrap wireless electric door opener. The ProTrap Electric Trap opener features all-metal gears and housing, to handle the hard stops. Each trailer is self-sufficient and comes with a Shur-Co solar panel battery kit to run the trap opener and optional electric tarps. This compact 30-watt solar panel, is just 20 millimeters deep and charges the battery that is rated for over 5,000 cycles. To enhance the flexibility of the Pacesetter Super-B at unloading time, Wilson also offers optional ‘Ag Hoppers’ such as the side cutes with a ‘true’ high ground clearance of 530 millimeters that are easy to operate and stow while in transit. In addition, Michael’s eight-inch ‘Hopper Auger Systems’ can be quickly installed when it’s planting time. These ‘Hopper Auger Systems’ are easily attached with five to ten bolts depending on the model. Because each auger is equipped with a cleanout trap door unloading at elevators, without removing the ‘Hopper Auger Systems’ is accomplished easily.
There is also a sturdy aluminum dump valve box which houses both the durable waterproof work light switch and the axle dump valve. In addition each trailer comes with Riteweigh scales mounted in a durable impact polypropylene box. The 90-millimeter gauges is controlled by the suspension’s height control valve and features a manual, push-pull valve to bleed air out of the gauge when it’s not in use to help ensure the long life of the scales system. With many major grain handling facilities now stipulating that drivers do not climb on their loads while on site the Razor Rollover Tarp option is now a preferred choice with many operators. The Razor RollOver Tarp features automatic push button operation, as well as, in cabin wireless remote operation and comes complete with a manual override capability. “One of our Wilson trailer sets has over half a million kilometers and we’ve haven’t had any issues with it,” Joe concluded. “That’s really what it all boils down to, improved safety, greater efficiency and longer reliability which is what determines our bottom line and Barker’s Wilson Pacesetter Super-B is really giving us the results we’re after.”
www.allisontransmission.com
Efficiency for hire Hertz Truck Rentals has chosen Allison equipped trucks to deliver the best efficiency, driveability, reliability and performance on its fleet of trucks. Australian Truck and 4WD Rentals, the Hertz Truck Rental franchisee for South Australia, NSW and Victoria, has decided to replace all of the manual trucks in its fleet with Allison fully automatic equipped trucks.
Hertz customers can now enjoy improved productivity through full powershifts, with faster acceleration and increase fuel efficiency in city, and suburban applications thanks to Allison.
Peter Gould, CEO of Australian Truck and 4WD Rentals, reckons that since adding Allison equipped UD Trucks to the Hertz fleet they have delivered lower maintenance and repair costs as well as saving money when it comes to operating costs.
Fully integrated, sophisticated electronic controls enable precise, smooth shifts and provide expanded prognostics and diagnostic capabilities which reduce driver fatigue, enhance safety and make the truck more reliable and efficient to operate.
“Our Allison automatic trucks are easier on clutches and brakes and that means we save money, not to mention the reduced down time,” says Peter Gould.
Make the smart choice…. Allison automatics
AlliSON TRANSMiSSiON — AUSTRAliA, lOT 1 FERRERS ROAD EASTERN CREEk NSW, PO bOx 28, bRiNGElly, NSW AUSTRAliA 2556. T. +61 2 9676 1004 F. +61 2 9672 1122
Operator
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A TRAFFIC MANAGEMENT CONTRACTOR HAS GROWN FROM A SINGLE OFFICE TO ONE OF AUSTRALIA’S LEADING PROVIDERS OF TRAFFIC CONTROL, THANKS IN PART TO A LASTING RELATIONSHIP WITH HINO TRUCKS. www.truckandbus.net.au
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ith offices from Melbourne to Cairns and Perth, Evolution Traffic Control needed trucks that could be relied on completely, regardless of the climate or conditions. National logistics manager Phil Wolfenden said he chose the company’s fleet of more than 50 Hino trucks to fulfil its exacting requirements for safety, quality and reliability. “We use Hino’s 300 and 500 Series trucks to suit specific applications; the 300 Series in low-speed environments and the 500 Series in high-speed environments such as highways,” he said. “For us, safety is paramount; we expect only the best from our trucks, and Hino consistently delivers in that regard.” Hino’s 300 Series were the first light-duty trucks on sale in Australia to offer fourwheel disc brakes with ABS and vehicle
1: Instructions are pretty clear cut 2: Paul Wolfenden is happy with his Hino’s. 3: If you can’t see this rig on the road you shouldn’t de driving!
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stability control (VSC), dual front SRS airbags and front under-run protection system (FUPS) as standard. The 500 Series meets the internationally recognised standard for cabin strength, and is fitted with FUPS, driver’s airbag and ABS brakes as standard. “The majority of our business is conducted in the public sphere, so the absolute quality and reliability of our Hino fleet means we maintain our professional public image,” said Wolfenden. “I can’t say I can remember ever having a truck break down on us.” Evolution Traffic’s relationship with Hino began almost as soon as the company was founded in 2004. “We provided them with good service when they needed Toyota HiLuxes, so when they needed trucks they came back and had a look at the Hino range,” said Brad Elliott,
the sales manager at Brisbane’s SciFleet Hino dealership. “They were impressed with the quality of the Hino product and purchased a fleet of the then-new GD trucks for use as car carriers and attenuator-fitted roadwork vehicles. “Evolution Traffic’s business is based on five core principles; safety, planning, integrity, service and equipment, so they had to be sure they could rely on our trucks, which were out in the public eye on a daily basis. “They’re happy with our service and our trucks; and we’re happy that they’re happy,” Brad Elliott said. Phil Wolfenden said their 500 Series FG 1628 Cab Chassis models are used as special purpose vehicles and are fitted with hydraulic crash attenuators for use on highways. “We’ve had an attenuator hit by a LandCruiser which was travelling at more than 100km/h,” he said.
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“HINO’S 500 SERIES RANGE CAN BE EQUIPPED WITH EITHER A FIVE-SPEED ALLISON 3000 OR SIX-SPEED ALLISON 3500 FULLY AUTOMATIC TRANSMISSION” 3.
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Driver’s area business like yet comfortable. Noa business like yet comfortable. Note I-Shift lever aside of seata business like yet comfortable. Note I-Shift lever aside of seatte I-Shift lever aside of seat
1. “The truck and the attenuator did their job in that everyone walked away from the crash.” According to Phil Wolfenden, the FG 1628 automatic fits the specific criteria required to maintain safe operations in a potentially dangerous environment. “The truck protects the workers on the road, so it has to be a certain size to make sure the huge kinetic energy of a vehicle travelling at highway speeds can be safely transferred without endangering either the driver or the people working in front of the truck,” he said. “The trucks have to be automatic, because the drivers have a series of other responsibilities that could be interrupted or rendered less effective if they needed to operate a gear stick and clutch. “Operators need to use and monitor twin UHF radios, multiple air horns, rear-facing cameras, dot-matrix signs and more, all while strapped into a crash unit with a full harness to prevent whiplash in the event of a crash. “The centre console is full of controls and the driver is responsible for the protection of the workers onsite, so an automatic transmission removes at least one complication,” Phil Wolfenden said. Hino’s 500 Series range can be equipped with either a five-speed Allison 3000 or six-speed Allison 3500 fully automatic transmission, while 300 Series models can be optioned with Toyota Motor Group’s A860E six-speed automatic. Wolfenden credits the Toyota Motor Group and Hino’s reputation for quality, reliability and durability, as well as the service provided by the SciFleet dealership, as the basis for Evolution’s use of Toyota and Hino products. “We’ve been running Toyota HiLuxes from day one, before we needed anything larger
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than that,” he said. “When it was time to find something a bit bigger, we wanted the same value and reliability as the HiLuxes, and returned to SciFleet to buy Hino trucks. “We have a brilliant rapport with the guys at SciFleet; they have always gone out of their way to make sure we’re happy with the product, support and service they provide. “Our staff have a broad knowledge of trucks, transport and traffic, and agreed that the Hino brand was the best choice in terms of value, ability and reliability. “Our growth has been steadily increasing, based on public presentation, safety and having the best-trained operators in the bestquality equipment. “We always try to lift the bar and go a step higher to prove that we’re the best out there in the market, no matter what. We always deliver on our promises on time, and we rely on Hinos to deliver. They never let us down.” The Evolution Group employs over 1,300 staff and operates more than 700 vehicles across Australia, with more than $25 million invested in new vehicles, trucks, equipment and systems. Evolution Traffic’s fleet also includes other Hino models such as the fuel-saving light duty 300 Series 616 Hybrid, 917 Crew Cab, 617 manual and 500 Series FD 1126, specifically tailored to ensure peak safety and efficiency in any traffic situation. Hino Australia is a founding sponsor of the Traffic Management Association of Australia (TMAA), the national peak body for the traffic management industry. The TMAA works on behalf of the traffic management industry to ensure safe work environments and achieve best practice across Australia.
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“FOR US, SAFETY IS PARAMOUNT; WE EXPECT ONLY THE BEST FROM OUR TRUCKS, AND HINO CONSISTENTLY DELIVERS IN THAT REGARD.”
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New for Europe
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CONTINENTAL
CANTER IN EUROPE, FUSO IS PUSHING AHEAD WITH EVEN CLEANER ENGINE TECHNOLOGY WITH THE TOP-SELLING CANTER. TECHNOLOGY THAT WILL, IF AND WHEN REQUIRED, BE AVAILABLE IN AUSTRALIA IN YEARS TO COME.
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“THE EUROPEAN SPEC’ CANTER IS UP TO NINE PERCENT MORE ECONOMICAL THAN ITS PREDECESSOR”
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P 1: You’d be hard pressed to find any variation in the dash layout, but.. 2: In Europe, Fuso use Isri seats 3: Euro’ spec; Canters are also defined by an additional number, in this case this is a ‘3515’.
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roof that even excellence can always be improved upon, the Fuso Canter is an international hit in the lightduty-truck sector and say parent company Daimler, easily the best-selling truck model at Daimler Trucks. The prospects of further improving on this position look very rosy: the introduction in Europe of the more stringent Euro VI and Euro 5b+ emissions standards in Europe has further improved the performance of the robust Canter. Canters for the European market are made in the company’s Portugal plant while Australian and Japanese models are built in Japan. As well as being cleaner, it is now even more efficient – thanks to Ecofficiency. In addition to this, there are further attractive model variants and additional safety features available. In Australia emissions standards are met in most models by way of a particulate filter with only the top of the range Canter relying on both a DPF and SCR to meet local emissions. But things are much tougher in the northern hemisphere. They have what is known as Euro 5b+ for the light versions up to 6.0 t GVW and Euro VI for the heavy versions. The ambitious development aim for the new generation was to achieve a substantial reduction in fuel consumption despite the introduction of more stringent emissions standards. Ecofficiency means the Canter combines outstanding environmental compatibility with superlative efficiency and comprises a whole raft of measures available as standard for all Canter model variants. There are many different aspects to this; higher injection pressure for even more efficient fuel combustion, low-friction engine oil to reduce in-engine friction, an electromagnetic fan clutch, an optimised cooling system, a start/ stop system for the engine, a new axle ratio configuration, low rolling-resistance tyres for the Euro VI models and reduced friction losses in the transmission with manual gearshift. The European spec’ Canter is up to nine percent more economical than its predecessor, depending on variant and field of application. At the same time, CO2 emissions have been reduced by a similar amount. Two chain-driven overhead camshafts, four valves per cylinder, common-rail injection system, exhaust gas turbocharger with variable nozzle turbine underline the Fuso Canter’s engine was already a technical tour de force. And compliance with the new Euro 5b+ and Euro VI emissions standards means that the robust four-cylinder unit with a displacement
of 3.0 liters has upped its game again. New injectors increase the maximum injection pressure by 25 percent to as much as 2000 bar. Enhanced noise insulation ensures that this does not translate into a higher noise level either outside or inside. The Canter’s output and torque data remain unchanged following its further development. There are three versions of the engine with internal designation 4P10 available: 96 kW (130 hp) at 3000-3500 rpm, 300 Nm at 13003050 rpm, 110 kW (150 hp) at 3500 rpm, 370 Nm at 1320-2840 rpm and 129 kW (175 hp) at 3500 rpm, 430 Nm at 1600-2860 rpm. The latest version of the Euro’ Canter is therefore a prime example of pulling power and driveability. Previously optional, a start/stop function for the engine is now included as standard for all models. When driving short distances, this technology can reduce fuel consumption by up to three percent. The performance of the three-litre engine is maximized now that most versions now have a longer ratio and are both quiet and more economical without compromising on driving dynamics. When maximum performance is key – such as when frequently carrying a full load, when towing a trailer or in demanding topography – almost all models are available with a ten percent shorter axle ratio. The Canter will still offer European buyers with a choice of two different emission control systems. However, following the introduction of the new Euro 5b+ and Euro VI emissions standards, these systems have been modified and adapted to meet new requirements. Canter models with a permissible GVW of up to 6.0 t comply with the Euro 5b+ emissions standard. Here the exhaust gases are cleaned by a combination of exhaust gas recirculation, oxidation catalytic converter and particulate filter. In the case of the models with a permissible GVW above 6.5 t, including the Canter 4x4 and Canter Eco Hybrid BlueTec 6 engines are employed and are thus also equipped with SCR technology featuring AdBlue injection and a downstream oxidation catalytic converter. The capacity of the particulate filter and the SCR catalytic converter has been increased to meet the stricter requirements of Euro VI. To simplify the re-fuelling process, the Canter’s AdBlue tank is housed on the right-hand side of the vehicle right next to the fuel tank and holds 12 litres. Euro VI adds around 30 kg of extra weight to the Canter, although this is negligible given the Canter’s high payload. In all models, the particulate filter is configured
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“NEW INJECTORS INCREASE THE MAXIMUM INJECTION PRESSURE BY 25 PERCENT” for the vehicle lifetime and is maintenance-free, meaning that it never needs to be cleaned or replaced. It is regenerated automatically. In the case of extreme short-distance use, low exhaust gas temperatures may make manual regeneration necessary. A status indicator on the multifunction display indicates this to the driver, should this be the case. Manual regeneration is activated by a button. The Canter’s long oil change intervals 40,000 km or once a year - remain unchanged for the new generation complying with Euro 5b+ and Euro VI. The 2014 Canter meets the requirements of different emissions standards, depending on the weight variant. Outside of Australia, Euro 5b+ applies to the weight variants up to 6.0 t permissible GVW, Euro VI to the heavier versions including the Canter Eco Hybrid. Euro VI and Euro 5b+ have been in force since the start of 2014, Euro 6b does not become compulsory until September 2016.
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No date has been set for Euro 6 in Australia by parliament. The new-generation Euro’ Canter models are equipped with an electronically controlled braking system as standard. This system is a prerequisite for another system designed to enhance safety: the Electronic Stability Program is likewise standard for all models with the exception of the Canter 4x4 with all-wheel drive. ESP will be fitted as standard in the new Canter 9C15 and 9C18 models with 8.55 t permissible GVW from the middle of this year. Integral functions of ESP include ABS, acceleration skid control and Brake Assist. A five-speed manual transmission is fitted as standard in Canter models with a GVW between 3.5 and 7.5 t. Alternatively there is the Duonic, the world’s first dual clutch transmission for a truck. Unveiled in 2011, the fully automated transmission is now installed in some 30 to 50 percent of Canter
vehicles, depending on model. The Duonic dual clutch transmission is based on a six-speed manual transmission with two hydraulic wet clutches and electronic control. A major advantage is that the next gear is already engaged whilst driving, so gearshifts are extremely fast, without any interruption in power flow, and completely smooth. Manual intervention is possible at all times. The transmission has a crawler function for manoeuvering and a parking position. Irrespective of subtle differences in specification and trim it’s not hard to see why Canter is a as popular as it is. The good news for Australian buyers is that changes wrought for the Japanese domestic market and the European market is the trickle-down effect where each and every change is scrutinized to determine if it will advantage local buyers. It’s all about evolution, not revolution with Fuso.
CANTER DOES THE JOB Fuso definitely have got it right with Canter. Tens of thousands sold annually all around the globe are testimony to that accolade. We recently decided to put a one to the test, a 515, but ours was equipped with a pan body, not a tipper, as shown here. It was a two-fold exercise; we had to move a lot of stuff and it gave us an opportunity to spend some quality time in a truck we had not driven for over a year and do some reasonably big kilometres to really try it out, that in itself is something we don’t often get to do. Our test truck came equipped with an electric tailgate lift – a godsend when loading any type of freight – but other than that it was an out-of-
the-box 515. In that guise it comes with a three litre four-cylinder engine rated at 110kW and 370Nm of torque and the Duonic two-pedal automatic. I have to report that gearbox is still probably the best in the small truck sector but it is not without its peculiarities. For instance, you certainly need to pre-empt slowing, cornering and accelerating. If the revs drop to around the 1,000 rpm mark we found it best to shift manually down to a lower gear and then up-shift and then put it back into auto mode. It’s all about maintaining revs and momentum. In auto mode it shifts so smoothly it is hard to detect when it does and the use of the go-pedal results
in smooth acceleration. With a full load it’s no powerhouse but it was happy to cruise at 90-95km/h all day. The exhaust brake was extremely efficient and often precluded the need to apply the front and rear disc brakes. I for one, after doing around 900 kilometers would have loved to have had one of those Euro’ spec’ Isri seats but the seat offered here is ok, given that in many instances the driver will be in and out of the cab regularly and thereby getting some exercise and variation. All Canters come equipped with Fuso’s multi-media unit that features GPS, Bluetooth connectivity, iPod interface and DVD player. I’d also liked to have had a rear view
camera as well but this companyowned demo’ model wasn’t so equipped. But such a thing can be integrated into the multi-media head unit and accept three cameras. It can only be a matter of time before rer view cmeras become mandatory in all trucks. There is central locking, fast glass, adjustable steering column, driver and passenger airbags and air con’. With independent front suspension the comfort factor was good although perhaps a little too bouncy at times. The front suspension is rated at 2300kg. To spend a day and nearly 1000 clicks in a small truck is not something we do every day but the Canter 515 made it all seem easy.
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NEW
Photography: Geoff Paradise & Volvo
SILENT PARTNER HOT ON THE HEELS OF THE LAUNCH OF THE FH RANGE, VOLVO HAVE NOW RELEASED THEIR MEDIUM DUTY FE MODEL THAT OFFERS A VARIETY OF SPEC’, TRIM AND CAB OPTIONS. GEOFF PARADISE REPORTS.
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ast year Volvo stole the show with their staged world-wide launch of their all-new FH range of trucks. Bursting with innovation and technology the FH justifiably became the darling of the world’s truck media. In Europe, they also pulled the covers off the FMX, FE, FM and FL, but the fanfare for those models was nothing compared to the aforementioned FH. But that was so last year. This year Volvo in Australia has been a little more low-key in their launch approach but the arrival of the FMX, FE and FM are equally as important – maybe more so – than the flagship FH range. The smaller Volvos, the FM and FE, represent volume and that’s what matters to
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a truck manufacturer. The FM is the FH’s closest sibling and from 10 metres and if you squint you’d be hard pressed telling them apart. The FMX, as we reported late last year is an amazing bit of kit and from reports we’ve heard customer interest is running high on this highly versatile, practical offhighway truck. The FE is the distribution truck Volvo Australia has sold off and on for many years here and like anything bearing the Volvo badge is a superb machine. But its success will depend on pricing because when you get into this sector – distribution primarily – the competitors from Japan need no introduction, and they come with a price tag written with a sharp pencil.
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As we’ve said many time over the years, there are staunch Euro’ truck buyers who, given the choice, will pay extra for what they believe in, but only so far. Volvo Group Australia vice president, Mitchell Peden, recognises that and says the company doesn’t have huge expectations but says the little Volvo will find favour with traditional Volvo owners. I don’t know why but whenever I write about a FE (or the FL) I get an image in my mind of a produce delivery truck or a removalists wagon, which makes me wonder if I was one or the other in a previous life. However, I digress. Late last year we had the opportunity courtesy of Volvo to drive the FM and FE
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(and the FL, which isn’t on the radar for Oz) in Sweden. Talk about a match made in heaven; near perfect roads, sublime scenery, thoughtful road users and trucks that felt, well, right at home. I’ve always liked the FE, it’s a nice package, it always has been and this latest version continues that tradition. Like its bigger siblings the FE shares the same interior layout and design, all be it with less in the way of overt luxury – after all, this isn’t the truck you will spend driving across Australia or Europe. It is a delivery truck and although it doesn’t shout ‘luxury’ it actually is in a minimal sort of way. You are under no illusions this isn’t a Volvo; from the subtle tones of the interior, dash
layout, ergonomics and the feeling of security and safety the Volvo cab provides leaves no one guessing who made it. Speaking of which, there are three cab sizes available for the FE, a day cab, a comfort cab and a sleeper cab. Storage space is abundant and can be found above your head, in the dash itself and in the doors. As you would expect from Volvo the seat is an ergonomic masterpiece while the steering wheel is multi-adjustable. The dash has a strong work-like appearance but is anything but austere. Function and form are the keywords here. Being a Volvo, safety is of paramount importance and the FE is no different to any other Volvo truck. It has FUPS, disc brakes,
Volvo’s FE accepts a wide variety of bodies for an even wider range of applications. From pans, refrigerated pans and waste trucks the FE is a top notch unit. Note side under-run bars.
“THE EFFORTLESS POWER DELIVERY OF THE D7 IS EVEN BETTER IN 2014 IRRESPECTIVE OF THE RATING” EBS, a three-piece bumper, improved all ’round vision and optional lower windows for the doors, should they be needed or desired. Under the floor beats Volvo’s tried and proven seven litre D7 engine with ratings of 191, 221 and 250kW, or for those with an imperialistic view, 260, 300 and 340 horsepower. Torque ratings, respectively, are 1010 Nm, 1160Nm and 1300 Nm. As most would know the D7 is a straight six cylinder engine, 7.2 litres in capacity and can go as far as 100,000 klms between oil changes. Gearbox choice runs to two nine-speed manuals and a six-speed automatic. We drove both in Sweden and could easily live with
either version. The effortless power delivery of the D7 is even better in 2014 irrespective of the rating, assuming of course you haven’t exceeded your trucks GCM and then expect miracles. Depending on a buyers needs there are various axle choices and ratios, PTOs, suspension types, wheelbases and varying fuel tanks and cab fit outs. The chassis comes with factory-supplied body mounting brackets and of course, there are no intrusions on the top side of the rails that would hinder the mounting of a body. To make things easier for the operator, both in the short and long term, Volvo has their own finance arm, a driver development program, service agreement and a intranet
service assistance program. They like to call all of this ‘the complete transport solution’. And in reality, that’s exactly what Volvo now offer in more ways than. Their truck line-up has undergone a total revamp in the last 15 months, from the flagship FH16 to the tiddler FL. This is the truck range that will carry Volvo through for the next seven to 10 years with only a minor facelift well down the road and on-going tweaking of the specification. But after driving the entire range and listening to countless hours of presentations from engineers, designers, drivers and others I am in no doubt these new Volvo’s will win the hearts and minds of those astute enough to try and then buy.
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Operator
S K R O W R E T A W
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G N A B Z I H W A O T R E V O E R N O D G N A S L A H D L R O O T D A E R R E I P T O A D N M A O L S FR N E E U Q S I H T ISUZU 4X4 ENGTH TO STRENGTH. FROM STR
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“IT HAS EVEN BEEN GENERATING NEW BUSINESS BECAUSE OF THE WAY IT LOOKS”
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1: Paul Kramer is Australia’s flashest water boy with his Isuzu NPS 4X4. 2: It’s a far cry from the old Land Rover he used to use for his deliveries - ahh, luxury!
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ueensland businessman has combined his environmental beliefs and business accumen to help Queenslanders live healthier lives. Twenty years ago, Paul Kramer purchased 250 hectares of wilderness surrounded by a national park and valleys near Dayboro, around 50 km from Brisbane’s CBD. Twelve years on, a drought hit Queensland, leading him to drill into an area between two valleys where he found drinkable water. After testing the water, he found that it was of similar quality to that sold by large spring water companies. With a vision of beginning his own mineral water supply company, in 2010, Paul established Mineral Water Direct. To sell his water in 10 litre drums at the local market, he started out by fitting a 1,000 litre water tank to the back of his Land Rover which he used to distribute water directly to customers and carry it to the market. To ensure complete sustainability, the tanks were filled with mineral water using solar power and the 10 litre drums were recycled. After repeatedly selling out of water at the market, he decided he needed a larger vehicle
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with a higher carrying capacity. Kramer purchased an Isuzu NPS 300 4x4 and fitted a 2,300 litre stainless steel tank to its tray body to assist with mineral water distribution and transportation, along with solar panels to both power a battery operated 240 volt water pump and shade the water tank. “I had the help of body builders, tank suppliers and friends to achieve the vision I had three years ago,” he said. “The truck has been very well received. Everyone loves it. It has even been generating new business because of the way it looks. It’s unique.” Mineral Water Direct services customers in Brisbane and along the Gold Coast, and the Isuzu now allows him to deliver water directly to his customers’ homes. “I have installed 500 litre tanks at my customers’ properties, so I use the truck to deliver water in bulk,” he said. “Many of my customers are health professionals or those who are interested in healthy living. My first customer was a local doctor who now works with natural remedies. “With the NPR 300 being larger than my previous four wheel drive, one trip to Brisbane can cover five or six customer refills rather
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“MY FIRST CUSTOMER WAS A LOCAL DOCTOR WHO NOW WORKS WITH NATURAL REMEDIES” than just two, so it’s much more efficient. I only need to travel to Brisbane around three times each fortnight now. “Aside from offering more capacity, I also chose the NPS 300 due to its four wheel drive functionality. I require a four-wheel drive with both a high and low range to get me through the three creek crossings on my property. I also need the clearance that the truck provides, a large amount of torque and a vehicle that could handle dirt tracks. “The NPS 300 handles it fine and the power is great. It drives and steers well. We have also added a reversing camera to make it easier to see behind the truck. The NPS 300 is powered by Isuzu’s diminutive yet punchy SiTEC series III fourcylinder engine rated at 114kW (153hp) at 2600 rpm and 418Nm between 1600 and 2600 rpm. It’s that versatility in the rev’ range that makes the N-Series trucks so appealing. The four banger uses an electronically
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controlled variable nozzle turbo’ and an air-toair intercooler along with direct injection high pressure fuel injection. It’s nothing if not state of the art in small displacement diesel engines. To meet emissions in this country cooled EGR is employed along with a diesel particulate filter (DPF). It is also EEV (emission enhanced) compliant. The transmission is the tried, proven and robust Isuzu MYY-5T five-speed manual. It has synchro’s on all gears and with this model it comes equipped with a transfer ‘box. Nothing fancy will be found in the suspension department but what is there is as tough as old army boots. The front suspension consists of single stage steel multi-leaf springs and double acting dampers while the rear is much the same with the addition of multi-leaf helper springs. Isuzu see no need for disc brakes with the NPR 300 4X4 so it’s drums all ‘round with the added benefit of a dual circuit hydraulics,
vacuum assistance and a load proportioning valve. There is also a vacuum controlled exhaust brake. Rolling stock is made up of six stud 17.5X6.00 wheels shod with 8.5R 17.5 Michelin XZT tubeless tyres. Fuel capacity is 140 litres. Inside the cab the driver is well looked after with a welter a comfort features and more importantly, safety and convenience features. It would be a fussy individual who would not be satisfied with the long list of standard inclusions found in the is – or any – Isuzu. It’s for this reason, and many others that Paul Kramer opted for the NPR in this first place, although he does admit to an ulterior motive; “I opted for the dual cab NPS 300 because it provides flexibility to eventually turn the truck into a four wheel drive camper when I stop distributing mineral water.” Who can argue with that logic?
LCV
IT’S A GAS!
IVECO AND AGL VENTURE DOWN THE COMPRESSED NATURAL GAS ROAD.
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IVECO Australia, in conjunction with AGL, is promoting the diversity of its product portfolio at this year’s Melbourne International Truck, Trailer and Equipment Show. A global trailblazer in alternative powertrain technology, IVECO will be showcasing its Compressed Natural Gas (CNG) technology in the form of a Daily commercial van, as part of AGL’s new CNG initiative. IVECO has a proven track record when it comes to technological innovation as demonstrated by its significant commitment to sustainability and transport efficiency.
Globally, IVECO invests heavily in research and development, both on its extensive vehicle platforms and, in conjunction with major powertrain manufacturers, on the propulsion technology that drives IVECO further - for less. “IVECO is renowned for being at the cutting edge of sustainability, and as part of CNH Industrial, it has access to a global innovation network, as evidenced by the group’s prominence in the Dow Jones Sustainability Index,” said Stavros Yallouridis, head of IVECO brand for Australia and New Zealand. “We want to complement our existing
offerings in Australia and New Zealand by supporting AGL and build on their experience in this very exciting and evolving market,” he said. The CNG Daily commercial van is powered by a Fiat Powertrain (FPT) three-litre natural gas engine, rated at 100 kW and 350 Nm of torque, between 1,500 and 2,700 rpm. When combined with AGL’s CNG, the Daily offers fleets a cleaner, low-carbon and more productive alternative. Sourced locally, CNG can substantially reduce CO2 and other harmful emissions, while significantly reducing running costs.
CNG powered Daily’s won’t look any different from regular Dailys but should provide the operator with cheaper long-term running costs.
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MONEY MATTERS PAUL CLITHEROE DUN & BRADSTREET AND VEDA HOLD DETAILS ON EACH OF US
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his year some new initiatives will come on board that are worth knowing about. They could change the way you manage your money. To begin with, from February, banks will issue a reminder to home loan customers of the need to have adequate home insurance in place. The vast majority of Australian homeowners do have building cover in place; however, the big risk is underinsurance. This is where the cost to rebuild your home exceeds the sum it’s insured for, potentially leaving the home-owner significantly out of pocket. No matter whether you have a home loan with a bank or other type of lender, when your home insurance renewal arrives in the mail, it’s worth taking the time to check
the property, is not much and is much less than you would expect. Another change set to get underway in March is the arrival of ‘comprehensive credit reporting’. At present, credit reference agencies like Dun & Bradstreet and Veda hold details on each of us about credit applications we’ve made and credit defaults (non-payments). Banks and other lenders use this information when we apply for credit; however, the details available at present don’t paint a full picture. From March, lenders will be able to see additional information like when you’ve paid bills on time, and when you’ve fallen behind and made a late payment. The idea here is that lenders will get a clearer picture of how you manage debt and bills. In theory, consumers who demonstrate
Be aware, PINs may be more secure but it’s still up to you as the card holder to review your credit card statements to check that all the transactions look right. And finally, if you have a self-managed super fund (SMSF), you don’t just need to watch out for the strict laws and regulations that govern SMSFs. There is also the risk of losing your hard-earned retirement savings to investment spruikers. One of my favourite investments sayings is, ‘If it sounds too good to be true, then it is’ - and this certainly applies to investment spruiking. Perhaps the best question, which shows that you have some knowledge of the Australian investment system, is “What is your AFSL number?” An AFSL is the Australian Financial Services Licence, which must be
“Another change set to get underway in March is the arrival of ‘comprehensive credit reporting’”. you’re getting a competitive premium. Just as importantly, think about whether the insured value of your property reasonably reflects what it could cost to rebuild. If you’ve completed renovations in the last year for instance, your home and contents cover should reflect the value these have added to your home. For the record, industry figures show around one in 10 households deliberately underestimate the likely replacement cost of their home and belongings in an effort to save on premiums. If you’re doing this – don’t, it’s completely false economy. If an insurer concludes your property is underinsured by say, 30 per cent, it may reduce any claim payout by a similar percentage. Furthermore, you will find in many cases that the difference in premiums between being underinsured by, say, 25 per cent, and being insured to the full value of
good credit behaviour - paying bills on time, can be rewarded with a better deal. The bottom line is that it’s more important than ever to stay on top of bills and loan or credit card repayments. It could be the difference between securing a competitively priced loan or paying a higher rate - or getting knocked back altogether. Finally, from mid-year you could have yet another another PIN to remember, with signatures for credit card authorisations due to be phased out from July. On the plus side, using a PIN saves time at the checkout. It also helps to safeguard against lost or stolen cards because it’s much harder for crims to guess a four- to six-digit PIN than fake your signature. So if you still use a signature-based card expect a letter from your credit card issuer over the coming months explaining the new system.
quoted on demand by an authorised provider of investment advice. Always remember that reputable investment providers do not make cold calls to your home or business. Nor do they try to rush you to make a quick decision to invest funds with them. If you are contacted out of the blue - usually by phone - by an investment promoter, it’s worth asking the following questions to see if you could be speaking with a scammer. For more ideas on protecting your super savings from crooks, take a look at my book Control Your Own Super Fund.
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.
a new truck or bus? g in as h rc u p t ou ab Thinking always put our e W . ce oi ch t ar sm Fuso is the s we do that. ay w 5 e ar e er h d an customers first
we won’t be beaten for
value!
Call 1300 429 134 or visit fuso.com.au to find out more. ^Fast
Track finance is available to approved customers only. Approval is subject to 60 month maximum term, 30% maximum balloon payment and other lending criteria. Available on new Fuso products only. $200,000 Fast Track approval limit is including, and not in addition to any pre-existing financial exposure. *This offer is available from participating Fuso dealers on new orders for new trucks and buses placed between 1 April and 30 June 2014. Excludes national fleets, government and rental buyers. Insurance arranged by Fuso Financial, a registered business name licensed by Mitsubishi Fuso Truck & Bus Corporation to Mercedes-Benz Financial Services Australia Pty Ltd ABN 73 074 134 517 AFSL 247271 as an agent of the underwriter QBE Insurance (Australia) Limited ABN 78 003 191 035 AFSL 239545. Please see the Product Disclosure Statement and Policy Wording booklet for full terms and conditions. Insurance cover cannot be exchanged for cash or a discount off the purchase price of the vehicle. Full terms and conditions available from participating Fuso dealers or www.fuso.com.au. Fuso is distributed by Mercedes-Benz Australia/Pacific Pty Ltd ACN 004 411 410. BluetoothÂŽ is a registered trade mark of Bluetooth SIG.
I Am
Paul Wieck
Agricultural Engineer.
I Am Bi-turbo power. Paul’s an Amarok owner, and an Agricultural Engineer. That’s the fancy term, anyway. In Paul’s case, it’s a manure-spreading business he runs with his son Travis in Toowoomba, Queensland. “It can be a dirty job,” he assures, “but I love it.” Paul and Travis have two Amaroks for their work, both of which serve as support vehicles. With oversized tractors and heavy machinery to fertilise the fields, trustworthy escort vehicles are a necessity when they’re on the move. “Like all of our machinery,” Paul says, “we chose the Amarok for reliability. It’s got a two-litre Bi-turbo diesel engine, which gives power through the whole rev range. As soon as we want to get going, they go.” Although Paul has had his Amarok for less than twelve months, he has already clocked up over 35,000km, without a single hiccup. “Compared to similarly priced vehicles, it’s got a better finish, better fuel efficiency and more power all-round,” says his son Travis. In terms of value, they couldn’t be happier with them. The Amarok is an essential part of Paul’s business. To see why, watch his video at www.IAmarok.com.au
I think, therefore I Amarok. The customer depicted is a genuine Amarok owner, expressing their own opinion about the vehicle and its performance. Owners were not paid for their opinions and their views are independent of Volkswagen Group Australia. The vehicle(s) specification depicted may differ from standard specifications. Volkswagen Group Australia only endorses the fitment of genuine Volkswagen accessories and cannot assume responsibility for the suitability, reliability & safety of non-genuine accessories and parts. 3Capped Price Servicing is available at participating Volkswagen Commercial Vehicles dealers and applies to the first 6 standard scheduled services of your vehicle. Exclusions and conditions apply. For details on pricing, items not included in the capped price and for full terms and conditions please see www.volkswagen-commercial.com.au. Volkswagen Group Australia reserves the right to at any time modify or discontinue the Capped Price Servicing program.