Transport & Trucking Today issue #99

VOLVO FE - CAN VOLVO SUCCEED IN MEDIUM DUTY THIS TIME? FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& TRUCKING TODAY

www.truckandbus.net.au $6.60 incl. GST Issue 99 Oct/Nov 2014

B-DOUBLE BIG MACK US NAVISTAR FLEET GOES GREEN Æ ISUZU LAUNCHES TELEMATICS Æ HINO’S TASSIE FIRE TRUCKS Æ HANNOVER SHOW LATEST Æ WA ISUZU MILLION KAYS AND COUNTING

ISUZU TELEMATICS. INTR THE

F•S•A/ISZ9373/R

CONNECTED

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

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

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

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

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

You would have an immediate advantage over your competitors.

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

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

ODUCING

TRUCK.

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

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

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& TRUCKING TODAY

FEATURES

26

14

PATRIOT BULLDOG

20

TASSIE TIGERS

26

DAVE IS WATCHING

32

NEW FE - WILL THIS BE A HAPPY MEDIUM

37

HOW THE PRO’S DO IT

42

ALL QUIET ON THE WESTERN FRONT

48 53

KEEPS ON TICKIN’

David Meredith visits an innovative WA farmer who has multi-tasked his Mack Titan B Double

Tasmania’s Fire Service goes against the trend and is reaping the benefits

Isuzu has launched its new telematics system, Editor in Chief Allan Whiting investigates

32

Volvo has launched another attack on the medium duty sector, but will it work this time?

T&TT visits US based Hirschbacher Motor Lines and discovers a green and efficient operation

Europe’s biggest truck show pulls the crowds despite a lack of new trucks

A million kilometre plus Isuzu continues to deliver for WA operator

THE CHINA SYNDROME

Can Chinese light commercials make an impact in Australia?

Barry Flanagan investigates

Advertising Sales David Hosking Tel: 03 9857 3933 Mob: 0409 403 012 otadh@tpg.com.au Editorial Contributors Barry Flanagan, Mark Bean Transport & Trucking Today is published under licence by Grayhaze Pty. Ltd. and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia.

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

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

Proudly printed in Australia

Single copy price $6.60 incl. GST

14 DEPARTMENTS

04

BACK TRACKS Musings from the Editor

06

HIGHWAY 1

News and info from all over

56

MONEY

Paul Clitheroe offers sage advice

HMS00435/TT

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).

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Visit hino.com.au to learn more about Australia’s most powerful light duty truck.

BACK TRACKS ALLAN WHITING DRIVING IS A SEDENTARY OCCUPATION, BUT, WITH A LITTLE PRACTICE, YOU CAN ADD SOME EXERCISE COMPONENT.

S

o, I’m back in an editor’s role after a few years in the freelance wilderness and I’m finding that some things have changed – electronics for a start while others remain depressingly familiar.

Although roads are slowly improving and heavy truck fatalities are down, there are still too many of the same old issues plaguing the road transport industry. One of the most serious of these is driver health and it’s not just Australian truckies that are affected: it’s a global issue.

There are many initiatives stressing the need for truck drivers to eat more healthily and I think everyone knows what’s needed in that area: more fish, lean meat, fruit and vegetables, and far less fat and sugar.

However, eating a healthy diet is attacking only part of the driver health problem. By its nature, sitting behind a steering wheel for 12 hours or more each day is hardly conducive to exercise.

But a truck doesn’t have to be an exercisefree zone. In the USA I have a good mate, who for many years was maintenance

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director for PAM Transport, a moderate fleet by Uncle Sam standards, with around 3000 trailers. He sent me the details of an exercise program implemented by one of his drivers, Jerry McCoy. Jerry is lean by any standards and particularly when judged by US trucker standards, where almost two thirds of the driver population is overweight or obese.

His sole exercise ‘prop’ is an elastic resistance band with a handle on each end that he picked up from KMart for $15.

By looping this through a doorway grab handle Jerry can simulate part of a wallmounted home gym setup.

When he wakes up in the sleeper cab he doesn’t roll out of the sack straight away: he does a series of sit-ups and crunches while he’s still in bed. Then he rolls over and does some push ups.

Jerry does dips by squeezing between the driver’s and passenger’s seats and pushing upwards with his hands and arms on the seat backs.

At a truck stop he parks the furthest

distance from the servo and walks briskly to and fro. He also does laps around his truck and trailer when he’s doing tyre and gear checks, or when he’s unloading.

In addition to Jerry McCoy’s regime there are isometric exercises drivers can do while steering.

It’s easy to do abdominal contractions, sucking in your belly button and holding that position. You can also tension your arms and shoulders around the steering wheel. You can tension your legs against the foot-well, lifting your bum off the seat while you’re running in cruise control. You can rotate your upper arms and shoulders while you’re seated and it’s easy to rotate your head and do neck stretches to both sides.

When outside the truck you can do squats while checking tyres or fuelling up; or drop into some push ups while you’re waiting for freight.

Driving is a sedentary occupation, but, with a little practice, you can add some exercise component.

Might see you jogging across a truck park!

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WS AND VIEWS FROM

PENSKE ACQUISITIONS /

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ACROSS THE GLOBE

IVECO DAILY VAN OF THE

YEAR / FOTON TIPPER

ROGER AND US!

Penske continues his Aussie acquisition spree

IT SEEMS AUSTRALIA is the flavour of the month with US automotive and transport billionaire Roger Penske. Hot on the heels of the purchase of the Western Star and MAN distributors for Australia and NZ and the establishment of Penske Truck Rental Australia, Rog has increased his investment down under buying the MTU Detroit Diesel Australia as well as a controlling interest in the famed Dick Johnson Racing V8 Supercar Team.

“MTU Detroit Diesel Australia represents some of the most innovative and well-respected brands in the industry, including MTU, Detroit Diesel, Mercedes-Benz Industrial, Allison Transmission and MTU Onsite Energy,” said Roger Penske.

“As we considered opportunities to grow and enhance our business in Australia, New Zealand and the Pacific, coupling engine and power systems

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with our existing Western Star, MAN Truck and Bus and Dennis Eagle truck distribution business provided an opportunity to scale our existing operations in an efficient manner,” Penske added.

While the truck brands and the MTU DDA acquisition are clearly business decisions, it would be foolish to think that the DJR purchase is merely fuelling Roger’s long time motor racing passion.

He has long been a major player in the motor racing world for many decades.

Starting off as a driver in 1958, Penske Racing has been involved in IndyCar, NASCAR, TransAm, CanAm and US Sports car racing and even a short involvement in Formula 1. Motor sport is a business for Penske, if it doesn’t pay its way it doesn’t happen. The involvement fuels not only a profit centre in its own right it leverages relationships in the automotive and truck business.

For instance Shell’s involvement with Penske is a long standing one that not only provides backing for the race teams but also rewards the Dutch oil giant with pouring rights across the massive Penske empire, tens of thousands of litres of oil and lubricants are poured into the engines, transmissions and diffs of cars and trucks across the empire each day. Along with the pure commercial returns there are the tremendous networking and sales opportunities that come from entertaining potential buyers at race circuits with the winning Penske teams often providing inspirational performances Penske’s involvement with DJR has been the worse kept secret in Australian motor racing for the past six months.

What most don’t know is that the delays have been because other teams tried to prevent the arrival of the US racing icon.

The last thing some of the top teams

wanted was a new, highly capable and well funded corporation like Penske taking over a local team.

The new DJR Team Penske will compete in the 2015 V8 Supercars Championship with Tasmanian Marcos Ambrose returning home after nine years competing in NASCAR in the USA, to the sport as a driver for the renamed team. DJR Team Penske will compete with Ford Falcons and Ambrose, already twice V8 Supercars champion, will be behind the wheel of the No 17 Ford for DJR Team Penske.

If you are an MAN or Western Star customer or prospective customer expect some potential V8 Supercar race invitations from the Penske organization in 2015.

We hear that Mr. Penske has not finished his Aussie shopping spree and more acquisitions are likely. Watch this space.

MUSICAL CHAIRS AT DDA AND NAVISTAR Dennis to DDA- Sharman gets promotion WITH THE PURCHASE of MTU-DDA by Penske, comes the additional news that Kevin Dennis has departed Cat Trucks and will rejoin his old firm at DDA. Dennis who was the CEO at Cat Trucks has returned to assume responsibility for DDA’s on-highway business and dealer network managing all on-highway sales and dealer development, as well as product and technical support functions in the Australia Pacific region.

The announcement comes after the revelation that Navistar is returning to

the Australian market. Back at what was once CAT and is now Navistar Auspac, Dennis’ former offsider Glen Sharman has been promoted from brand development manager to director of sales, marketing and business development.

Navistar general manager Tom Clevinger says Sharman was instrumental in in introducing onhighway Cat trucks to the Australian and New Zealand markets in his previous role.

“Glen has been with Navistar since the

launch of the Cat Trucks brand in 2010 and is the ideal appointment for this role,” Clevinger adds.

Cat Trucks were first introduced in Australia back in 2010, and began with the release of the CatCT610 and CT630.

“As we continue to grow our operations in Australia and New Zealand, it is vitally important for us to put dedicated local leadership in place to ensure the long-term continuity of our business and the highest levels of support for our customers,” Clevinger adds.

President and CEO of MTU Detroit

Diesel Australia, Rob Sisk says the appointment of Kevin Dennis will be an integral member of the DDA team and has proven success in developing market share and growth opportunities and his appointment will be critical in the company’s expansion of on-highway business.

“We’ll be looking to Kevin’s strong leadership, business acumen, as well as his in-depth knowledge of the truck and engine market, cultivated over 30 years’ of global experience, to further enhance our potential,” Rob Sisk said.

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IVECO DAILY VAN OF THE

YEAR / FOTON TIPPER

NEW IVECO DAILY IS “VAN OF THE YEAR 2015” ISUZU TELEMATICS. INTR December Aussie debut for acclaimed Italian van THE NEW DAILY, has been named the “International Van of the Year 2015”.

The annual award judged by a jury panel of 23 international commercial vehicle journalists is awarded to the van that according to the Jury, “has made the greatest contribution to the standards of efficiency and the sustainability of transport of goods by

THE

company was delighted that with the accolade.

“The New Daily is a major step forward in improving comfort, driveability, productivity, and sustainability,” he said.

Iveco claims the New Daily features new technologies which reduce fuel consumption with savings of between 5.5 and 14 per cent, depending on

theversions, Aerodynamics have been enhanced with the drag coefficient (Cx) reduced by six per cent down from 0.335 to 0.316.

At Hannover Iveco also unveiled a new CNG version of the Daily, while a new electric version will arrive soon to complete the range of alternative power models.

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road with respect to environment and safety of people”.

The award was presented at the recent Hannover International Truck Show with the Daily winning by a margin of 17 points over shortlisted finalists from Fiat, Ford, Mercedes-Benz and Renault//Opel.

Receiving the award, Iveco Brand President Pierre Lahutte, said the

PETER ANDERSON JOINS VTA AS NEW CHIEF EXECUTIVE OFFICER

NO LONGER IS YOUR TRUCK ALONE ON THE ROAD. FOR A START,

WE’RE THERE ALONGSIDE YOU, SHARING YOUR LOAD. AND NOW,

THE VICTORIAN TRANSPORT Association (VTA) has announced Peter Anderson will fill role of interim CEO following the recent departure of Neil Chambers.

VTA President Brendan Hopley says the VTA Executive Council, staff and members are fortunate that Anderson was available to fulfill the role.

“Peter’s extensive operational knowledge and experience over

30 years’ in the transport industry, means the entire industry will benefit from his expertise.

Anderson has maintained a long standing relationship with the VTA, as an executive council member, five years as chair of the Container Group and six years as chair of the Freight Group.

Anderson says he is looking forward to spearheading the VTAs

WITH ISUZU TELEMATICS, BOTH YOU AND YOUR TRUCK ARE

advocacy efforts for the benefit of INTERCONNECTED WITH YOUR FULL SUPPORT TEAM, FROM THE all members as well as the transport community.DISPATCHER TO THE FLEET MANAGER. “As a second generation transport This telematic link electronically shares countless data on virtually family, I’ve always been around the truck and the driver do. From its brakes to your breaks, trucks and Ieverything have a true passion for the industry and this a great an all-round better driver. helping youisbecome opportunity for me to utilise the skills Isuzu telematics comes in two levels; Isuzu Connect, or the works, and knowledge I’ve acquired to give something back the industry,” IsuzutoConnect Plus,said and can be readily retro-fitted. Now what else does Peter Anderson.

this connection offer?

KENWORTH PROVIDES MOBILE MEDICAL SERVICE FOR REMOTE COMMUNITIES PACCAR HAS DONATED the use of a Kenworth K200 cab-over to a new mobile health initiative bringing highlevel specialist medical services to remote communities, starting in the south-west Queensland.

The Heart of Australia project, the brainchild of 41-year-old Queensland cardiologist, Dr. Rolf Gomes, claims to be the only multi-specialty mobile clinic

project in Australia.

Launched in Toowoomba early October the Heart of Australia utilizes a Kenworth’s K200 hauling a 19m customised trailer outfitted with more than half a million dollars worth of the latest medical equipment.

In its first year, the mobile unit will cover more than 72,000 km, covering over 450,000 square km allowing

people from remote areas to access and follow-up on the progress of specialist services they would usually patients seen on earlier visits,” Dr. have to travel sometimes thousands of Gomes said. “In addition, we will have Imagine if your service or workshop kilometres to reach. experts in different specialties on maintain Themanager mobile unitwas will able stop intoeach town your different visits. for two days based and return two Heart of Australia has attracted trucks on for liveanother fuel consumption days each fortnight. widespread support from the Australian and engine-use data.

Youus would never “The fortnightly visits will enable Medical Association Queensland, the to examine all the patients in abetween town Medicare Local bodies which overuse your trucks services and runhealth the added risk of referred by local general practitioners, co-ordinate regional services.

damaging components.

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

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

You would have an immediate advantage over your competitors.

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

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

ODUCING

TRUCK.

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

www.truckandbus.net.au 009

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PENSKE ACQUISITIONS /

DDA-NAVISTAR CHANGES /

ACROSS THE GLOBE

IVECO DAILY VAN OF THE

YEAR / FOTON TIPPER

DE BORTOLI JOINS THE SELF SHIFTER MOVEMENT Allison self-shifters reduce driver whines for De Bortoli

THIRD GENERATION FAMILY business, De Bortoli Wines, claims it has improved operational efficiency by adding two Allison automatic UD trucks at its Melbourne warehouse.

De Bortoli Wines Melbourne warehouse manager John Briers reckons that adding the UD MK Auto and PK Auto models to the fleet has helped improve delivery times, lower costs and increase efficiency.

“The Allison automatic transmissions are perfect for city driving and delivering

wine in the Melbourne central business district where drivers have to battle stop-start traffic, narrow lanes and congestion,” said Briers.

The De Bortoli UD MK Auto is equipped with the Allison 2500 automatic, while the PK Auto uses an Allison 3000 Series, both providing tremendous advantages over driving a manual, which Brier says creates more work and makes inner city delivery more difficult.

“Automatics allow them to select

‘Drive’ and concentrate on negotiating through traffic. Maneuvering is also a lot easier with Allison’s precise push button gear selector,” he said.

Established by Vittorio and Giuseppina De Bortoli in 1928, De Bortoli operates a fleet of six UD trucks from its Melbourne warehouse, delivering around 50,000 cases or 400,000 bottles of wine to wholesalers, restaurants and shops across Victoria and Tasmania each month.

“We always had manual trucks, but

now that we have added automatics, it is obvious the Allisons are better in every way. Automatics are easier to drive and limit the stress on our drivers, which means they can focus on other elements and don’t spend the whole day changing gears,” Briers said.

“Allison automatics are great on the road and the running costs over the lifetime of the truck are better, which made it an easy business decision for us.

Also, reliability is very important to us,” he finished.

ISUZU TELEMATICS. INTR THE

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YOU’RE COVERED FOR 800,000 KM OF ENGINE-PUNISHING HIGHWAYS. THE ARGOSY. $5,591 PER MONTH PLUS ON ROADS* FULLY MAINTAINED OPERATING LEASE.

Life on the road can be hard. That’s why the Freightliner Argosy’s built to take the pressure off. Starting with a low-cost monthly rental for a new 101 mid roof sleeper 6x4 manual prime mover. Complete with 24/7 breakdown and support, plus a Fully Maintained Operating Lease and repairs for 4 years / 800,000 kilometres#. Knowing it’s got your back makes things easier. Discover more at freightliner.com.au/Argosy-Promotion or call your closest dealer on 1300 66 22 30.

This offer is available from participating Freightliner Truck dealers to corporate buyers only (excluding fleet, government or rental buyers) on new orders placed between 1 September and 31 December 2014. This offer is not available in conjunction with any other offer. *Offer available on new standard specification Freightliner Argosy 101 mid roof sleeper 6x4 with DD15, Eaton 18 speed manual, Prime Mover. Excludes trailers.

Offer restricted to approved business customers of Daimler Truck Financial, a registered business name of Mercedes-Benz Financial Services Australia Pty Ltd ABN 73 074 134 517 on 48 month Fully Maintained Operating Lease with monthly payments of $5590.76 and total finance payable $268,356.48. $390 documentation fee, registration, stamp duty and CTP Insurance are payable in addition upfront. Standard credit assessment and lending criteria apply. #Complete Service Plan maintenance and repair cover is subject to standard terms, conditions and exclusions. Full terms and conditions of Operating Lease and Service Plan are available at your authorised

highway 1 ALL THE LATEST NEW S AND VIEWS FROM

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DDA-NAVISTAR CHANGES /

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IVECO DAILY VAN OF THE

YEAR / FOTON TIPPER

FOTON GAINING A FOOTHOLD SLOWLY

Chinese tipper set to take away sales from established rivals

SINCE THE FOTON truck brand joined Neville Crichton’s Ateco stable earlier this year things have started moving with the fledgling Chinese truck brand and we get the impression the Cummins powered light duty trucks might be starting to attract some buyers.

With former Hino, GM of sales and marketing, Alex Stewart on board at the Ateco bunker in Alexandria, running the Foton truck operations, he will have quickly realized that things aren’t quite

012 www.truckandbus.net.au

as easy as they were at the big H. However with Cummins power and a strong value proposition it is clear that the brand is shaking off its slow start under former distributor TransPacific, which never really got into gear with the light duty models.

Year on year Foton is up 225 per cent compared with the first ten months of 2013 with Ateco registering 139 registrations so far this year.

A new factory built tipper model is set

to put the cat amongst the pigeons with a 4.5 tonne GVM and a price advantage of up to 20 per cent over its Japanese factory fitted tipper rivals. The Foton 45.110 Tipper will hit streets with a 1.8 tonne payload and a recommended retail price of $39,990 making it the best value tipper on the Australian market claims Ateco.

It will come equipped with the Cummins 2.8 litre turbo diesel engine and a ZF five speed manual

transmission.

“It is a cost effective work horse that will earn its keep costing less to purchase and to run in what is a tough work environment for a light duty truck, “ said Alex Stewart.

The Foton tipper and other models in the line up aren’t causing too much panic at Hino, Fuso and Isuzu just yet but don’t be surprised if the brand has a reasonable foot print in the Australian market in the next few years.

TRUCK DRIVING AUSTRALIA’S DEADLIEST JOB TWU calls for action over shocking truck crash stats EVERY DAY OF every week some where around Australia we hear of a crash involving trucks and increasingly there is a focus on improving driver safety and reducing the risk of truck crashes.

While it didn’t claim any lives many would have seen the horrific TV vision of a rigid truck out of control in Sydney’s Dee Why, cleaning up a line of cars and smaller vehicles as it took a wild ride partly airborn and partly on two wheels.

It was just one of many such dangerous truck situations that happen around Australia every day.

It won’t be news to very many people but the TWU has recently claimed that truck driving is Australia’s deadliest job, far more perilous in fact than joining our armed forces or becoming a police officer.

Road transport workers account for almost 30 percent of all work place deaths in Australia – an alarming figure in anyone’s language On the back of the new study by Life Insurance Finder, the TWU has called for the Federal Government to pledge support to Australia’s road

safety watchdog - the Road Safety Remuneration Tribunal (RSRT) – to protect workers in Australia’s most deadly industry. The TWU has been campaigning for safer road transport for more than 20 years.

“Road transport workers are 15 times more likely to be killed at work than any other worker in Australia and 330 people are killed every year in truck crashes on our roads.

“We’ve seen the ACCC try time and again to bring retailers like Coles to heel using competition laws with little

success to date,” said TWU Assistant National Secretary Michael Kaine .

“We need to do what decades of evidence has said - lift the deadly economic pressures that many companies place on transport drivers and the operators that engage them.

“Only the RSRT has the power to do that - it’s life and death that matters not the niceties of competition law.”

As one NSW truck driver, John Waltis said, “I’ve been to 52 funerals (of trucking colleagues killed in crashes). I don’t want to go to any more.”

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BULLDOG PATRIOT

VERTICAL INTEGRATION MAY HAVE GONE OUT OF FAVOUR WITH LARGE CORPORATIONS ONE WA PRIMARY PRODUCER HAS SUCCESSFULLY INTEGRATED HIS CATTLE OPERATIONS AND TRANSPORT REQUIREMENTS WITH A HEAVY DUTY MACK B TRAIN AND IS REAPING THE REWARDS AS T&TT’S TECHNICAL EDITOR DAVID MEREDITH REPORTS

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1. One run includes around 600km on dirt but the unique trailer design means Munda cattle stay almost dust free arriving in better condition.

2. Disc brakes were specified on all wheels which itself saved around two-tonnes, while leaf springs enhance durability, 3. Mike Thompson went to Rhino Trailers in Queensland to engineer what he wanted from the ground up 4. The trailers are designed for backloads carting cattle feed and supplies on the return on the bottom deck, saving around $60,000 a year

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ichael Thompson’s doublesheeted stock crates are the first on the road in Australia, and the distinctly Australian B-Train is one of the most eye-catching as well.

Michael is a lobster fisherman from Cervantes on the WA North Coast, who added station ownership to his portfolio when the business acquired Mundabullangana Station (Munda for short) in 1995. It’s 100kms west of Port Hedland on the North Coastal Hwy, and its 512,000 acres includes about 80 kilometres of coastline.

An impressive ocean frontage in any one’s language.

The station sends 120 to 150 decks of cattle to Perth each year. Some go to the Thompson’s farm in Gin Gin, which is a ‘mere’ 8,000 acres comprising a base herd of 1200 Black Angus cows.

Shifting all that cattle meant signing up an external contractor and putting yourself in someone else’s hands, or buying a rig and being responsible for its maintenance and running costs. Either way, it was going to be expensive. Mike chose the latter and started shopping for a complete rig that would improve the quality of the cattle at unloading.

Starting with the truck, he chose Mack’s biggest, the Titan, with the biggest engine available on a conventional in Australia, the 685hp MP10 with the mDRIVE AMT. Ditching the clutch pedal widened his range of potential drivers, apart from being easier on the driveline. Mike insisted on an AdBlue emissions set-up for cooler operating, as he’d been told that the EGR engines were struggling to keep engine temperatures down when pulling six decks of crates in high winds. Ultimately, the Mack’s 685hp gave him a performance margin and the transmission was perfectly matched, especially pulling the worst load in transport.

From any angle, the biggest Mack is an impressive piece of transport equipment, despite the fact that the US style breaks nearly every rule of the European design and engineering studios.

The cab is much narrower than the wide cab-overs, so much so that you’ll feel pinched if you’ve come from a Scania or a Volvo, even more so if your previous ride was a K200. The driver’s door only opens about 75 degrees, and despite the attempts to smooth out the ridges on the bonnet and wheel arches, the chrome plumbing, mirrors and aerials around the windscreen and on the roof are aerodynamic nightmares, but guess

what - truckies love it.

Depending on the load, on the flat roads the 12-speed mDRIVE transmission makes around five changes from rest to top gear - from third to sixth, then ninth, eleventh and twelfth. Clearly the box has been programmed to perfectly match the engine’s preference to lug. At each change the system drops the revs down to around 1,050, where the immense torque gathers speed as rapidly as if every gear was being used. Missing out on five gearchanges eliminates five interruptions to the torque flow.

Mack’s version of the Volvo I-Shift has actually been one of my most significant driver trainers. Every time I drive a truck with this box, it reminds me that most diesels are quite happy - and far more fuel efficient - lugging down to the bottom of the torque curve. As a result I’ve changed my driving style on manuals, using more of the torque band, losing less time changing gears, and saving fuel to boot.

The four steps up to the cab place you well above the bonnet line, so you look down on a bulldog emblem on the nose. Vision is quite good for a conventional, and with big side windows, Mike’s driver Gary finds maneuvering around the stockyards a breeze.

The mirror sets are large and clear and vital when reversing the rig.

The seat and steering wheel are well placed initially, and have sufficient adjustment to fit anyone. But the Mack dash remains in the 50’s and needs a big rework, including getting the cruise control and engine brake controls on to the steering wheel. While they’re at it, Mack should replace the ancient parking brake plungers with a lever that at least belongs in this century.

Taking off is as simple as pushing “D” and letting mDRIVE do the thinking and the shifting. Gary has 19-years experience pulling stock crates and says the Mack is well-suited to the task.

The fuel efficiency of the MP10 engine has been impressive, even from being new and very tight. Gary averages 1.2-litres/ klm pulling 4 trailers at around 95-98kmh.

They’re presently looking at trialing 90kmh to see what kind of fuel improvement they can make, plus they’re also working on a PBS application to take the rig out to 40-metres.

The Titan was ordered with a 4.3:1 axle ratio so they could keep the rev’s up a little when fully loaded. Mike visited the factory in Wacol Queensland and was very impressed with the set up and process.

He ordered the longest possible Mack

Munda Station ships between 120 and 150 decks of cattle on its Mack Double B Train to Perth each year

MIKE’S DRIVER GARY FINDS MANOEUVRING AROUND THE STOCKYARDS A BREEZE Michael Thompson with the Mack Titan Double B Train preparing for he next shipment south.

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chassis for fuel capacity - with an 11mm gauge which gives the added strength demanded by stock transport. I watched the rig turning out of the holding farm, and any significant movement from even one of the 250kg bulls on board rocked the crate and tugged at the prime mover. Especially so when the ones on the top deck got restless.

As far as the trailers were concerned, Mike wanted a set of stock crates that would reduce fuel consumption, and the only way to do that was by reducing drag. Plus after dropping the cattle down south, he wanted to backload up to 48 pallets of cattle lick, loose lick, calf, weaner and feed lot pellets on the bottom deck, saving around $60,000 a year. When he couldn’t get a local builder to take it on, he approached Rhino Trailers in Queensland who engineered what he wanted from the ground up.

Mike specified leaf springs for durability, and disc brakes on all wheels, which itself saved around two-tonnes. The biggest challenge was building the bottom deck to take pallets, while still holding up the top deck. Heavy-duty C-section uprights on the nearside took care of that, with some additional cross members for added strength.

Most cattle crates have a gap for the bottom deck, so the driver can look in and check the stock. The sides cover that up and the result has been that the deck is cooler and almost free from dust. One of his regular legs is around 600km on dirt and on old rigs at the end of that many of the animals are choaked up with dust. This trailer set is almost free of it.

Mike named the rig Patriot for one reason only: “Australia is definitely the lucky country and my family owe it a lot,” he said.

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MIKE INSISTED ON AN ADBLUE EMISSIONS SET-UP FOR COOLER OPERATING

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1. The Patriot features a unique trailer design that enables backloads and keeps the cattle in better condition 2. The 12-speed mDRIVE transmission makes around five changes from rest to top gear 3. Mack’s biggest, equipped with the biggest engine, the 685hp MP10 makes the patriot an impressive rig in every way

YoU

sCania

HaVe FUel, PoWer, reliaBilitY.

Matt WilliaMson Fleet Manager - MilkFloW

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

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

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

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

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

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Scania richlands Tel: (07) 3712 8500

Scania Kewdale Tel: (08) 9360 8500

Scania Pinkenba Tel: (07) 3712 7900

Scania Bunbury Tel: (08) 9724 6200

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Operator

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TASSIE TIGERS TASMANIA MAY BE OUR SMALLEST STATE AND SEEN AS A BIT OF A BACKWATER BY SOME ON THE MAINLAND BUT THE TASMANIAN FIRE SERVICE IS SHOWING IT CAN INNOVATE AND LEAD THE INDUSTRY WITH SOME SMART THINKING ALONG WITH A COMMITMENT TO MAINTAIN ITS OWN ENGINEERING SERVICES. TTT WENT TO THE APPLE ISLE TO INVESTIGATE.

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“TWO YEARS AGO WE STARTED TO LOOK AT COMPRESSED AIR FOAM (CAF) AS AN ALTERNATIVE,”

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ot far from Hobart Airport is a low key facility that is the centre of engineering operations for the Tasmanian Fire Service.

While many of the mainland fire services have followed the modern government philosophy of outsourcing engineering for their fire and other government services, the Tasmanians decided to maintain their in house maintenance and engineering operations, a decision that has helped it remain agile, innovative and cost effective.

At the Cambridge workshops the Tassie Fire Service crew are kept busy building new mostly Hino fire trucks, maintaining the existing fleet and developing new ideas and techniques.

Leon ‘Alfy’ Smith, TFS Manager Engineering Services says the TFS is the only fire service agency in Australasia with in-house body-building and maintenance

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capacity, and most likely one of very few worldwide.

“We have 27 staff around the state handling the design, manufacturing and maintenance of our operational truck fleet. We’re a one-stop shop and employ welders, diesel mechanics and many others to ensure we can handle all our needs in-house.

“We’re probably the envy of many other agencies who outsourced this function a few decades ago,” he says.

Smith is adamant the in house operation is more economical than outsourcing to bigger companies, not to mention the advantages it delivers in training tradesmen whose expertise can benefit the state in a range of ways both economically and socially.

“For the life of me I can’t see how engaging a commercial company to do your engineering work and body builds as well as

maintenance can be more cost effective than an in house operation.”

“Any company you engage has to make a profit and that just adds to the cost, we can do more for less money by doing it here at Cambridge ourselves and we have a store of expertise that would be hard to replace,” he added.

The TFS is the operational arm of the State Fire Commission and was created in 1979 through the amalgamation of a number of fire authorities and boards. It consists of over 230 brigades working out of fire stations located around the state.

The TFS has around 250 career firefighters and approximately 4800 volunteers involved in fire-fighting, emergency response, fire investigation, training and community fire education.

The relationship between Hino and the Tasmania Fire Service is an enduring one

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1. The Hino 500 Series FM 2630 platform perfectly lent itself to the CAF application.

2. The TFS, unlike other state fires services, still builds its own fire trucks on site at its Cambridge workshops.

that goes back almost 30 years. TFS currently relies on a large fleet of Hino 500 Series GT 4x4 crew cab trucks to fight fires and respond to emergencies around the State.

“We’ve been using Hino 500 GT crew cabs since 2006-07,” says Smith. “We’re currently running 93 Hino GTs in varying specification across the operational fleet.”

The durability, reliability and rugged performance of Hino’s 500 Series GT makes it a great option for the TFS. “We deal with a lot of challenging situations in sometimes hostile terrain, so a solid, well-built and appointed truck like the 500 GT with four-wheel drive and seven seat capacity makes it a perfect fit for us and our needs.”

The TFS along with other fire authorities was instrumental in trialling a significant modification, an Allison 2500 automatic transmission, that is now widely available

across the Hino range.

“In association with Allison we worked with Hino to develop an automatic transmission option that would provide topend speed and off-road performance,” Leon says.

“Hino listened to the industry and took our thoughts and ideas on board,” Leon says. “In fact, you could say the Allison integration into the GT 4x4 was driven by the fire industry.”

However, the development of the automatic transmission isn’t the only innovation from the TFS that Hino has been involved in.

“Two years ago we started to look at Compressed Air Foam (CAF) as an alternative to other means of fighting fires, so we began planning a new truck that would carry this new technology.

“The Hino 500 Series FM 2630 platform

lent itself to this application,” Leon says.

“We had the final spec worked out in January 2013, it was then designed and fabricated and we commissioned the truck last year.

“Our in-house tradesmen and body builders worked together closely with Hino to ensure weight requirements like axle mass and ADR compliance issues were met.

“It was another example of the expertise of the TFS engineering crew and the ability to interface with Hino’s technical and aftersales support. They really contributed to us having the CAF capability which is pretty unique for a fire service – CAF is a specialist technology relatively new to the Australian Fire Industry.”

CAF is an aerated dense detergent based foam which is fired under high pressure using the compressed air sourced from the PTO driven on board compressor. The result is a fire-fighting agent that attacks all three

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DAVE IS WATCHING Technology

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ISUZU ADDS MUSCLE TO ITS ON-BOARD VEHICLE MONITORING FOR MEDIUM TRUCKS. TRANSPORT AND TRUCKING TODAY’S NEW EDITOR IN CHIEF ALLAN WHITING HAD THE CHANCE TO SAMPLE ISUZU’S LATEST TELEMATICS INNOVATIONS AND ADVANCES AND NOT ONLY CAME AWAY IMPRESSED BUT ALSO WON THE DRIVER PERFORMANCE CONTEST

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1. Phil Taylor Isuzu Australia’s COO 2. A winning performance, T&TT’s champion driver, editor in chief, Allan Whiting collects the inaugural Golden Steering Wheel Trophy 3. C-ITS combines Telematics with other technology infrastructure to enhance the concept even further 4. Isuzu Telematics presentation to the trucking press 5. Isuzu Australia’s managing director, Mike Yoda

“ISUZU KNOWS IT HAS A SELLING JOB ON ITS HANDS, TO PERSUADE SINGLE

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suzu Telematics was launched at the 2014 Melbourne International Truck, Trailer and Equipment Show, and Isuzu has followed this up with a press drive in five Telematics-equipped trucks.

The Editor in Chief slid behind five different steering wheels for a first-hand experience of the electronics at work.

Any fleet working under enhanced weights and driving hours is no stranger to on-board telematics. Isuzu’s system takes this big truck necessity to the intrastate, heavy rigid, medium and light truck market sectors, where it hasn’t been a manufacturer’s option.

Isuzu Australia’s managing director, Mike Yoda, told the press that he sees the company’s Connect and Connect Plus Telematics systems as a point of brand difference and a sure sign that Isuzu is keeping up with the changing face of road transport in Australia.

In his technical presentation Isuzu’s chief engineer of product strategy, Simon Humphries, said that while emissions developments have dominated truck R&D

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programs over the past 15 years, future innovations will be mainly in telematics.

With this in focus, Isuzu has developed a telematics system that has been benchmarked against existing products and allows for future developments to be incorporated.

After a three-year examination of Australian-market telematics products and the Japanese Mimamori system, Isuzu Australia opted for a locally-produced telematics system, manufactured by Directed Electronics.

As with after-market telematics offerings, the heart of the Isuzu Telematics system is a satellite GPS that provides 24/7 vehicletracking, journey playback and arrival notification. This data can be accessed from any internet-enabled device.

Isuzu Connect needs no CAN Bus connection and can be fitted to all makes and models of trucks, allowing for a common system across a multi-brand fleet. It provides vehicle tracking and fleet management data.

Isuzu Connect Plus is CAN Bus reliant and, for optimised updates, needs to be connected to a 2013 model year or newer Isuzu truck.

This system adds engine management data and integrates with Isuzu’s digital audio visual equipment (DAVE) display unit.

The system can also be integrated with a Mobileye on-board camera.

‘GPS tracking 24/7’ sounds quite innocuous, but the following is just some of the data available from the basic Connect system: live vehicle tracking, daily activity summary, journey playback, locate nearest vehicle, time at locations, working hours, out of hours driving, driving violations, driver score report, route adherence, no-go areas, tamper alert, battery disconnect alert, panic button, hardware diagnostic support and service scheduling.

Connect Plus adds; odometer, trip odometer, brake actuation count, clutch use, green band time, engine over-speed, fuel consumption, idle time, vehicle over-speed and engine hours. An enhancement due in late 2014 integrates Plus with DAVE to provide one or two-way communication, driver ID entry and unauthorised use notification.

In early 2015 Plus will acquire: engine

load percentage, accelerator position, cruise control time, coolant temperature, gear position and duration, reversing time and integration with Mobileye.

As many heavy combination drivers know only too well the introduction of telematics ends forever the concept of a driver getting into a truck and ‘being his own boss’. Fleets that handle this change can get the best out of their drivers, but if the system is employed as a punitive policeman over drivers’ shoulders there will be a backlash.

THE FUTURE OF TELEMATICS Isuzu knows it has a selling job on its hands, to persuade single-truck and small-fleet buyers to invest in Isuzu Telematics. The upfront cost is three grand plus and the ongoing monthly Telstra bill is estimated at around $30 per month per vehicle.

However, while 85-percent of the large fleet market already has telematics systems in place, nearly all the sub-25-truck-fleet market isn’t using telematics at present, so there’s

plenty of potential business to be had.

No doubt, Isuzu will have some success with small fleet take-up, but the big push is most likely to come after 2015, by which time the Connect Plus DAVE system is expected to be approved for use as an electronic work diary (EWD).

Australia has lagged behind the rest of the world in driver hours’ monitoring, sticking with cumbersome ‘books of lies’, while Europe, for example, has had mechanical then electronic tachographs for more than 50 years.

When Isuzu has its EWD approval there should be an increased take-up of enhanced Connect Plus.

The global telematics industry is scheduled for some major developments in the next few years, as governments around the world look for ways to ease traffic congestion in cities and on highways.

The major global initiative is the proposed Co-operative Intelligent Transport System that has been trialled since 2013. C-ITS combines telematics with a Dedicated Short Range Communications (DSRC) network to

allow vehicle to vehicle alerts (V2V); vehicle to infrastructure alerts (V2I) and vehicle to anything alerts (V2X).

The USA has spent more than US$1 billion on C-ITS R&D over the past 10 years and all new European cars will have integrated DSRC SIM cards installed from 2015 production.

Like Europe and the USA, Australia has reserved a frequency in the 5.9GHz band for C-ITS functions. Japan has a different dedicated frequency and this was another reason Isuzu Australia opted fro an Australian-designed and made telematics system.

Intelligent transport systems (ITS) enable road-users and regulators to be informed about the road transport operating environment, through the benefits of easy-toaccess, real-time data.

Future roads can be populated by highly interconnected trucks, allowing drivers, dispatchers and fleet and service managers to communicate with their own vehicles, other vehicles and road infrastructure managers.

Many local institutions are working on

TRUCK AND SMALL-FLEET BUYERS TO INVEST IN ISUZU TELEMATICS”

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ITS technology, including the ITS Research Laboratory at the University of Queensland and the Intelligent Vehicle Systems Laboratory at Griffith University, Queensland.

In 2011 the Commonwealth and State Governments agreed at the Standing Council of Transport and Infrastructure (SCOTI) meeting to a national ITS framework The SCOTI publication, Policy Framework for Intelligent Transport Systems in Australia states: “The Council’s objective is to achieve a coordinated and integrated national transport and infrastructure system that is efficient, safe, sustainable, accessible and competitive.

Achieving this objective will support and enhance Australia’s economic development and social and environmental well-being.

“National cooperation through the Council will seek to maximise the contribution of effective transport and infrastructure to Australia’s productivity, quality of life and equity. The Council will undertake critical reforms for Australia that will drive future prosperity.

“Improved transport and infrastructure across Australia will help to create a more liveable Australia, with transport and infrastructure integrated into urban and regional planning to foster an inclusive Australia.”

ISUZU TELEMATICS IN ACTION Isuzu Australia put on a challenging drive program in the Geelong area, using trucks fitted with the 2015-specification enhanced Connect Plus DAVE system, integrated with Mobileye.

All drivers did a stint in each telematicsequipped truck, while data from the drive was relayed to a base computer, set up in the impressive, new Winter & Taylor Isuzu dealership in Corio.

Trucking press test drive days are always competitive, but this one was spiced up by being the inaugural Golden Steering Wheel Trophy event. The press driver who best combines safety, economy, smoothness and trip time wins this annual award.

The test trucks covered the Isuzu rigid truck spectrum: NPR 200, NPR 300, FRD 600-S, FXY 1500 and FYJ 2000 8x4.

The only visible signs that these trucks were wired-up tattle-tales was the DAVE screen in the centre of each dashboard and a Mobileye limpet camera on the windscreen, with small readout display unit.

The Mobileye camera uses a compact

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single lens and hefty processing unit instead of some bulky twin-camera, look-ahead systems. Like twin-lens units, Mobileye can be linked to operate adaptive cruise control and collision warning.

Each driving leg began as every driver logged into the system, using his unique fourdigit code, via DAVE’s touchscreen.

The only indication of a microscope checking every facet of driving came when the driver did something wrong, such as moving out of a traffic lane without signalling by indicator. The Mobileye readout blinked in response and a loud beep notified the driver of his transgression!

We’ve had some experience with on-board driver evaluation systems and we know that the only way to achieve a top driving score is to obey every road rule and speed limit, avoid hard acceleration and braking, and anticipate road and traffic conditions – all the while ensuring that trip times aren’t adversely affected.

Driving smoothness isn’t an aim for its own sake, but smoothness avoids excessive brake and tyre wear, and driveline shock.

Smoothness is also the key to optimum fuel consumption, by limiting engine revs when possible and feathering the accelerator rather than having to brake.

There was a noticeable discipline among the test drivers and T&TT must have done most things right, because we picked up the winner’s trophy and hold it until at least next year!

While one batch of drivers was doing the drive program the others were watching progress – and violations – from the Winter & Taylor boardroom. Live and summary reports were very easy to access on the computer screen.

Unlike some telematics reports the Isuzu ones were very easy to access and read. For example, the daily trip history is displayed as a trail of green dots on a Google Map, each one showing the truck’s position at 30-second intervals.

The Driver Score display is a weekly report, totalling harsh braking, harsh acceleration, over-speeding, over-idling and violations.

The driver’s performance is summarised as a percentage.

Having experienced the driving and evaluation processes, we’re sure that if the Isuzu Telematics system is used constructively by fleets there can be an improvement in driving standards and a reduction in fuel consumption and maintenance costs.

Telematics delivers drivers and operators a whole range of benefits and efficiencies from vehicle tracking to driver performance management

The test trucks covered the Isuzu rigid truck spectrum

ISUZU AUSTRALIA PUT ON A CHALLENGING DRIVE PROGRAM IN THE GEELONG AREA

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NEW FEWILL THIS BE A HAPPY MEDIUM FOR VOLVO?

VOLVO’S LATEST ASSAULT ON THE MEDIUM DUTY MARKET SEES A NEW FE THAT IS AS COMPETENT, SMART AND NICE TO DRIVE AS ITS LARGER SIBLINGS ... THE QUESTION IS WILL IT WORK THIS TIME?

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ike ABBA in their heyday, Volvo just keep rolling out hit after hit.

In the past 18 months the Swedish truck maker has unveiled a totally new range of trucks starting with their flagship FH16, FH, FMX, FM and now the FE. Add to that mix some startling new technology such as dynamic steering and other new and revised safety features and you quickly conclude the techno-boffins in Sweden haven’t been twiddling their collective thumbs for the past four or five years.

The FE is a fine truck playing in a very competitive sector of the market, it’s dominated by the Japanese who are intent on leading the way.

In fact, it’s often interesting to watch how

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the Big Four Japanese brands; Fuso, Isuzu, Hino and UD go about retaining the lucrative sales base. Obviously, Isuzu are the market leader and occasionally Fuso or Hino give them a fright in some weight categories but it’s a bit like watching reptiles eat their young, no quarter is asked or given. Dog-eat-dog and all that.

So, along comes the ever so polite and well dressed Swede and almost shy-like, decides it wants to mix it up with the established players. It’s almost a spectator sport.

But Volvo is deadly serious. They know this sector is a tough gig and are smart enough to realize they won’t break records. Volvo has never been a company to promise the world and deliver an atlas.

No, what they imagine will happen with the

“THE FE IS A FINE TRUCK PLAYING IN A VERY COMPETITIVE SECTOR OF THE MARKET, IT’S DOMINATED

BY THE JAPANESE WHO ARE INTENT ON LEADING THE WAY” 1. The FE carries Volvo’s strong family look with excellent vision and cab access 2. Access to the FE cab is easy with wide open steps that provide excellent grip for safety 3. Ergonomics, always a strong point with Volvo and it is no different in the FE 4. Volvo says it has focused on creating a comfortable, convenient driver’s environment with good visibility in every direction

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FE is that established and past Volvo owners who need a small truck will stick with what they know; a brand that delivers style, quality and safety second to none.

That’s called ‘brand loyalty’ and in this biz’ it amounts to plenty.

“Many buyers of the Volvo FE own their trucks for a long time and prefer us to take full responsibility for ensuring that they keep running. Choosing an expert partner that can deliver both a high-quality product and carefree ownership is most advantageous for them in the long run,” according to Pernilla Sustovic, Segment Manager Distribution and Refuse at Volvo Trucks.

Of course the FE is no stranger to our shores. FEs have come and gone over the years and not surprisingly, many are still regular sights on the road. But time has moved on. Things change and Volvo do the same.

One of things we like about the FE is the overall impression you get when either looking at it or sitting inside. If you own a Volvo then there is a big degree of familiarity which in turn makes you feel at home.

If this is your first Volvo then we’d be surprised if you didn’t take an immediate like to it.

In what is an each way bet the Volvo FE can be had in either Euro 5 or Euro 6 specification. The six cylinder, in-line engine (called the D8 in Volvo speak) is available in three power and torque ratings from 250hp/950Nm, 280hp/1050Nm and finally, 320hp/1200Nm with max’ torque delivered between 900 and 1600 rpm, depending on the engine. But either way, that’s a practical set of figures in anyone’s book. Importantly, oil change intervals are up to 100,000 klms or once a year for long-haul work or 75,000 clicks or yearly for distribution work.

“With their swift torque delivery at low revs, both engines are ideal for quick,

comfortable and safe driving in cities and suburbs. Their easy ‘driveability’ helps drivers keep up with tight work schedules and multiple transport assignments,” says Ruddy Houtmeyers, Strategic Product Manager for Medium Duty Vehicles, Volvo Trucks.

“These engines meet the new Euro-6 requirements and their fuel consumption is on a par with our Euro-5 engines. The technological solution for meeting the Euro6 demands is a combination of selective catalytic reduction (SCR) and variable turbo geometry, a cooled EGR system and a particulate filter,” he said.

Gearboxes? Yes, they have those. The pick of the litter is most certainly the delightful and seamless I-Shift, a transmission that sees work in other Volvos but in differing incarnations. The 12-speed I-Shift is an excellent transmission and unless you really had a set against auto’s and a thing for manuals then we see no reason not to tick that box.

There is also a six-speed automatic from Allison.

But if you do prefer to shift cogs yourself, the Volvo manual is smooth and easy to use.

A nine-speed is offered across the three power ratings and a six-speeder is available with either the 250 or 280 horsepower engine.

Single or dual rear axles are available (4X2, 6X2 or 6X4) in a rigid chassis and believe us when we tell you there is a huge selection of final drive ratios offered – more than we could or would put in this space!

The net result of the engine and driveline configuration is a truck that is responsive and easy to drive.

It’s no secret the Swedes are into design and the interior of the FE, while workmanlike, is contemporary and stylish. Bright and airy, with a cheery colour scheme it certainly won’t depress the driver.

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As Volvo Trucks President, Claes Nilsson, said; “Drivers often climb into and out of their trucks many times on each shift. That’s why we’ve focused on creating a comfortable, convenient driver’s environment with good visibility in every direction.”

Everything a driver needs a drive gets.

He or she’s working conditions have improved thanks to new, even clearer instrumentation and new ergonomic seats featuring an integrated headrest and safety belt. A reinforced seat and seat anchoring in the floor help improve safety in the event of an accident.

There is ample storage for big and small items, ergonomically designed seating that has a multitude of adjustment and for those long hours spent behind the wheel a state of the art sound system that offers USB and mp3 connectivity and hands-free and remote controls.

In order to give the Volvo FE and Volvo FL a clearly identifiable Volvo image, the classic iron mark has been moved up to a new position below the windscreen. The dark section under the windscreen gives the cab a

lower appearance, helping to create a modern look that blends in well with the traffic environment.

The redesigned headlamps and distinctive daytime running lights also emphasise the family relationship with the other new Volvo truck models. The lamps are integrated into the new bumper, which is a three-piece unit with corner sections made of steel for extra durability and inexpensive repairs in the event of minor bumps and scrapes.

The new Volvo FE radiates style inside and out. Design Director Rikard Orell briefly summarised the development team’s approach; “We focused on all the details that were already good and made them even better.

The idea is that the driver and truck together create the profile of an operator that represents transport quality at the very highest level.”

Orell nailed it with that comment. Volvo has made the FE better than before and it’s certainly worth a visit to your local dealer to see what all the fuss is about before you make a final decision.

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“TO GIVE THE VOLVO FE AND FL A CLEARLY IDENTIFIABLE VOLVO IMAGE, THE CLASSIC IRON MARK HAS BEEN MOVED UP”

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1. The FE has a comfortable driver’s environment with good visibility in every direction.

2. The dark section under the windscreen gives a lower appearance, creating a modern look.

3. There is ample storage for big and small items 4. The FE is clearly a Scandinavian, with a strong Viking heritage

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Operator

HOW THE PRO’S DO IT IN BUSINESS SINCE THE 1930’S HIRSCHBACH MOTOR LINES COVER UPWARDS OF 100 MILLION KILOMETRES ANNUALLY, SO YOU COULD SAY THEY HAVE ROAD TRANSPORT FULLY SORTED. GEOFF PARADISE REPORTS FROM ILLINOIS, USA.

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1. The Hirschbach prime movers are fitted with ultra-fuel efficient steer and drive tyres 2. Hirschbach’s fleet is primarily Navistar, with around 500 ProStar’s pounding the US Interstates

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t’s a company steeped in history and goes back 80 years but its charter is no different to any successful trucking operation anywhere in the world; to offer specialized, economical, on-time transport.

Ray Hirschbach started the business in the mid-1930s with one truck, dedicated to transporting bananas to customers in the upper mid-west of the United States from ports in the Gulf region of the east coast.

Like many operators at that time and since, both in the U.S and in Australia the modus operandi put him in good stead with his customers and word soon spread of the reliable and cost effective service provided.

These days, Ray Hirschbach is long gone, the freight company is now owned by the Grojean family and has over 650 prime movers in its fleet, primarily Navistar ProStar

trucks which number around 500 at any one time. The company also runs around 150 Freightliner Cascadias.

To complement those trucks the company lays claim to more than 850 refrigerated trailers.

Fresh food and frozen products are still their main stay but they also handle dry goods. They cover the United States and Mexico.

Yes, they are a reasonably sized operation, huge by our standards, but in late 2010 the company, under the guidance of company president Brad Pinchuk set about establishing a ‘green fleet’ as it was becoming obvious that legislation would ultimately put pressure on trucking fleets in the US to clean up their act.

As Kermit says “it’s not easy being green” but Hirschbach is committed to continuously

improving its carbon footprint and achieving better fuel economy, and with that many trucks on the books that’s a good reason.

In a 12 month period from the fourth quarter of 2010 to the fourth quarter of 2011 Hirschbach invested around US$61 million in updating their fleet assets and fleet management technology. Roll that figure around in your head; Sixty one million dollars.

That’s close enough to 70 million Oz dollars, a huge invest in anyone’s book, much less in a short 12 month period.

To put things in perspective, the company has an annual revenue of US$150 million.

In that period they replaced 397 trucks, upgraded 80 percent of the dispatch fleet and reduced the average age of their prime mover fleet from 39 months to just 13.5 months.

They also replaced 295 trailers and

upgraded 37 percent of their dispatched trailer fleet. But it didn’t end there.

The upgraded to ultra-fuel efficient wide base tyres, upgraded refrigeration units with the latest and most efficient motors that will deliver a seven percent fuel saving alone, they upgraded to full aero packages on the trailers and are looking at the current UK-trend of convex trailer roofs and then retrofitted 100 percent of the trailer fleet with advanced GPS tracking and full remote reefer control.

Their prime movers, largely Navistar Pro Stars but with a good presence of Freightliner Cascadia trucks, are fitted with ultra-fuel efficient steer and drive tyres and all the trucks are fitted with full aero packages to complement the trailers and all trucks are speed limited to 100km/h.

Obviously, all this doesn’t happen on the kitchen table and Hirschbach worked

closely with Eaton, Freightliner and Navistar to achieve their goal but also to selflessly provide the data for others to follow.

Their efforts soon showed a tangible result.

Annualised savings in prime mover fuel use alone was 9.5 percent, or to put in more succinct terms, US$3.25 million dollars or 875,000 gallons of diesel in a year. Their annualized fuel savings with the reefers is US$650K or 175,000 gallons.

Hirscbach’s biggest compeititors are the widely known C.R England and Prime, if you’ve ever been to the US you’ll be more than familiar with those names. Hirschbach is mid-west centric and operates east of the Rockies, whereas the other two can be found nation-wide. But that’s Hirschbach’s strength; stick to your knitting but do it better than anyone else. Industry journal, Transport Topics, rates Hirschbach tenth in

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Hirschbach’s vice president of maintenance , Jim Coffren

“HIRSCHBACH IS COMMITTED TO CONTINUOUSLY IMPROVING ITS CARBON FOOTPRINT” the refrigerated transport sector.

By US standards their drivers are paid well – if you call US$50k a year good money – but they can receive bonuses along the way.

They can and do spend up to two to three weeks on the road and 60 percent of them are owner/drivers.

Another fillip for the company is they are recognized as the safest fleet in the US by the TCA. Hirschbach’s vice president of maintenance is Jim Coffren, an ex-army engineer who has been with the company for nigh on 20 years.

It is he who has developed and improved the company’s efficiency in rolling stock, technology and truck specification.

Because the company operates in a clearly defined space truck spec’ can be pretty much locked in without variation. Horsepower

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wise they like to be in the 450 range and with an auto’ box, in fact, all truck purchases this year have been automatics and they prefer the Eaton Ultra-Shift with the EC3 package, something is available in Australia at this stage.

After trialling a 3.58 final drive ratio with a 10-speed recently, which was met with a firm “never again” a ratio of 2.64 is now the standard issue with an engine limited to 1250 rpm, top whack. All of Hirschbach trucks are speed limited, some to 61 mph (98km/h), others to 64mph (102 km/h). The entire fleet is equipped with disc brakes and the trucks are optioned up with the ‘Eagle’ package for driver comfort.

Hirschbach’s Pro Stars average and some can touch 2.11 km per litre. You can do the math if you really want to. Plans are afoot to

add some natural gas powered trucks into the fleet within the next 18 months.

With almost four fifths of their fleet Navistar Pro Stars you have to ask your self ‘why’?

The answer is simple. Drive-away price, quality, reliability and familiarity.

On the subject of quality, company executives were full of praise for the standard of build coming out of the Navistar Escobedo, Mexico plant.

With Navistar Pro Star destined for our shores perhaps as soon as late next year, or 2016, it’s good to know that the first hand experience of a major US fleet has helped iron out the wrinkles of the Pro Star, all Navistar need to ensure is they don’t lose anything in the transition from the LHD USA to RHD Australian.

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

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Showtime

Photography: David Meredith

HANNOVER 2014

ALL QUIET ON THE

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WESTERN FRONT

WITH MANY EURO MAKERS DEBUTING MODELS IN 2012 IT WAS A QUIET TIME FOR NEW SHEET METAL AT HANNOVER THIS YEAR BUT AS BARRY FLANAGAN REPORTS THAT DIDN’T STOP THEM SHOWCASING PLENTY OF INNOVATIONS AND LIGHT DUTY MODELS www.truckandbus.net.au 043

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urope is still slowly shaking off its economic malaise seven years on from the GFC and despite strong crowds the Continent’s biggest truck expo in Hannover reflected the slow recovery the Europeans are enduring.

However the 65th IAA truck show at Hannover attracted just over 2,066 exhibitors across 265,000 cubic metres of expo space With a raft of new trucks being launched in 2012 the 2014 Hannover Show had a real focus on vans and light duty commercials.

Having said that there was enough to keep the interest of heavy truck viewers.

The biggest hype pre-show surrounded Mercedes-Benz’s Future Truck, which encompassed a lot of the technologies the company demonstrated earlier in the year, including autonomous driving which Benz revealed it is working on for future trucks.

Although striking in appearance and style the Benz Future Truck 2025 appeared in reality to be not much more than a current 2014 truck with some extra front mouldings.

Not so much revolution as evolution the Future Truck was still the real showstopper for Hannover attendees. While aerodynamics appears to be the key to Future Truck, Benz CEO Wolfgang Bernhard is lobbying hard for extra length allowance in Europe, to be taken up by longer trailers to improve efficiencies, rather than making a more aerodynamic truck.

In a concession to the fact that Benz is far more serious about global integration for

its Japanese Fuso brand than its Swedish counterparts at Volvo are with UD, Benz gave Fuso strong billing on its impressive show stand.

Fuso showed an 8.55 tonne GVW Canter with a startling six-tonne payload, along with its impressive Canter E-Cell, which the company is currently putting through long term on fleet trials in Europe with a range of customers.

The E-Cell boasts a three-tonne payload with a 6-tonne GVW and a range of 100kms from its 150hp electric motors with huge immediate torque on hand from those electric drives.

The Canter looks like it could find plenty of suitable applications and can be recharged overnight using a slow charger or around four hours on a rapid charger.

Volvo’s French subsidiary Renault bagged the 2015 International Truck of the Year with its T Range with the Poodle celebrating the 10,000th T Range rolling off the production line. While the champagne was flowing for the French, Renault unveiled what the European truck media have dubbed ‘its missing range’ with the appearance of the 3.5 to 7.5 tonne Range D with engines starting at 110hp and available with Optitronic transmission. The Range D features a two metre cab which it shares with Nissan’s NV500.

MAN used Hannover showcase its fuel efficiency initiatives with some innovative technology to reduce fuel consumption.

The German maker focused attention on its top-of-the- range TGX D38 truck, which it debuted in Hannover with a dazzling launch.

The new flagship of the MAN range will come with power outputs of 520, 560 or 640 hp from the newly developed D38 15.2 litre six-cylinder inline engine. MAN claims its engineers focused attention on reliability, efficiency and low running costs from the TGX D38 without striving to break any records in terms of horsepower.

Along with the new D38, MAN also unveiled its enhanced Efficient Line, a range of technologies such as predictive cruise control, a torque-enhancing engine management program, called Top Torque and a more powerful version of its TeleMatics all designed to save fuel.

MAN claims that by installing EfficientCruise in all heavy-duty trucks it makes a significant contribution to CO2 reduction with the GPS-based cruise control system calculating approaching upward or downward inclines by analyzing 3D map data and the position of the vehicle. It predicts and automatically controls the speed required on uphill and downhill stretches in such a way that the vehicle´s momentum is used to save fuel. The company claims that using this system; a fully loaded 40-ton truck can realize fuel savings of up to six per cent, without compromising time efficiency.

Together with other efficiency technologies, such as torque-enhancing TopTorque or the

“THE BIGGEST HYPE PRE-SHOW SURROUNDED MERCEDESBENZ’S FUTURE TRUCK” 1. VW showed the TRISTAR concept, giving a potential preview of the the upcoming T6.

2. Hyundai unveiled a new version of its larger H350 van

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Striking in appearance and style the Benz Future Truck 2025 appeared in reality to be not much more than a current truck with some extra front mouldings, while MAN also showed some future shape (inset)

special gearbox functions offered by MAN´s TipMatic 2, customers have access to a wide range of fuel-saving technologies.

MAN also showcased its TGX Hybrid concept, a hybrid-drive system for long-distance transport with a diesel engine acting as the primary source of power. MAN says its hybrid components weigh just 400 kilograms serving as a backup for the efficient diesel primary power plant and delivering huge opportunities for further CO2 and fuel reduction.

It says the TGX Hybrid has been designed for long-distance transport instead of urban running; a different approach to most hybrid truck drives, as it will be driven by a parallel hybrid. Powered mainly by the diesel engine

with 440 hp and 174 hp drive power from the electric motor. The electric motor acts as an alternator when coasting and braking. The recovered energy is stored in a battery with a capacity of around two kilowatt-hours.

The TGX hybrid uses this energy to increase torque for the diesel engine on gradients meaning the diesel engine can be driven in the most economical range.

MAN unveiled an expanded portfolio of CNG powered trucks showing a CNG fueled vehicle based on a TGM distribution chassis. The gas-powered truck is aimed at urban operations offering more eco-friendly emissions and lower noise output. The company claims the TGM with CNG drive

is around three decibels quieter in both the interior and outside the truck during acceleration. That might not seem like much but to a human ear that means the truck is about half as loud.

The prototype, CNG-powered TGM 18 tonner on show will be marketed from 2016, using the experience MAN has gained from its natural gas city buses. Using a 6.9-litre, 280hp engine, the truck will have a range of between 400 and 700kms depending on duty cycle, will be quieter and save up to 35 per cent on fuel costs.

While the heavy truck side was limited Hannover’s headline act was to be the new VW T6 Transporter, due to be launched in 2015.

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Although Volkswagen announced that the T6 is on its way in 2015, it did not offer any precise timetable. This is probably due to the fact that the current T5 continues to prove incredibly popular. with the factory starting a night shift to keep up with demand and August registrations in Europe up 14 per cent on 2013.

Instead of the actual T6 vehicle, VW showed the TRISTAR concept, which, it says, gives a preview of the various goods and passenger transportation solutions the T6 will offer.

The TRISTAR looks more like the T4 than a future T6 but the interior has a 20-inch tablet table, video conferencing and sound systems, plus driver and passenger seats which turn and slide, converting the TRISTAR into a meeting place. There’s even an espresso machine onboard for a much needed caffeine fix.

VW did not have the concept stage to itself, with a flashy display from Iveco promoting both the recently launched Daily and their green credentials as a manufacturer in showing their ‘VISION’ concept.

The van is a diesel electric hybrid, capable of running exclusively in electric mode, keeping emissions down by 25 per cent. The project focused on three areas: a new tablet-style interface, a revised layout with lots of glazed surfaces and “see-through” front pillars plus a new fully automatic system for load management which is based on a series of sensors identifying the goods and with control arms that move out from the side to keep the load in place.

It was party time on the Iveco stand with the new Iveco Daily being announced as 2015

International Van of the Year at the Show and the celebration would also potentially put Iveco in contention for bakers of the year with a massive celebratory cake being cut on the stand - or maybe they knew in advance?

A potential game-changer for the Daily is the soon-to-be-launched, 8-speed auto gearbox, variants of which have been seen in Maserati and Jeep products. Configured in economy mode, Iveco says that it could save up to 4 per cent on fuel and is available across all engine types – even on the great-looking 4.9 tonne payload, 7.2 tonne GVW Daily – debuting in December.

It wasn’t all messing around with concept vehicles, Fiat not only displayed their Ducato for the first time at a show, the company also launched the much more visually appealing Doblo, replacing its ugly predecessor, which in turn had replaced its even more ugly predecessor. Third time lucky for Fiat.

The new Doblo will be available as a panel van, combi, chassis cab and dropside.

Borrowing design cues from the new Ducato, the Doblo’s interior is also new, as is the twin passenger seat option.

Hyundai – a manufacturer that has enjoyed mixed success in the European van market unveiled a new right hand drive version of its larger H350 van. The H350 has 10.5m3 of loadspace for the short wheelbase and 12.9m3 for the long wheelbase but only one choice of height is offered at launch.

The 2.5 litre Euro 5 diesel will be available in two power outputs, 150 and 170PS. Payloads of 1,233kg to 1,365kg for the van and 15 seats

for the 4-tonne minibus should be sufficient to give it a foothold in the larger van market.

Ford announced the completion of the Transit range with the availability of the chassis double cab, double cab-in-van and extra-long L5 versions plus the European launch of their telematics system, “Ford Telematics powered by Telogis”. The system has been successfully in operation in the US for three years with 85,000 systems installed and is a dealer-installed extra.

Since telematics can be a little dry, Ford decided to spice up the stand with a Hot Wheels Transit Connect. Cool.

The focus on the Mercedes-Benz stand was the recently launched Vito, which MercedesBenz now intends to market across the world in the same way it sells the Sprinter.

Hollywood will now have a choice of two vans for the baddies to drive.

Class-leading payloads of up to 1,369kg and a choice of front or rear wheel drive, the Vito comes in three lengths – unique for the class and comes as a van, combi (Mixto) or people carrier in three trims, (Base, Pro and Select). Engines start at a compact 1.6 litre diesel up to 114PS for the front wheel drive version. Rear wheel drive gets the 2.15 litre diesel in outputs from 136 to 190PS in the Vito 119 BlueTec. All in all while Hannover lacked pizzazz in the big truck market, it still attracted plenty of interest and attention from commercial vehicle buyers and 2016 is shaping as a massive show for the heavy end of the industry, we can’t wait.

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1. Despite a lack of new big trucks the crowds flocked to Europe’s biggest truck show 2. Ford showed some racy versions of its compact Transit Connect vans, including a Hot Wheels version 3. PACCAR’s DAF brand was at Hannover in strength showcasing its 046 www.truckandbus.net.au latest.

It pays to buy a truck with both your head and your heart.

Left brain MAN MAN offers a truck for both sides of you.

For your head. MAN is one of the most fuel efficient trucks on the Australian market. And as fuel is the single biggest expense in operating a long haul truck in Australia it makes perfect sense to buy one.

For your heart. Buying an MAN means you are about to become part of history.

Evolve to MAN

Right brain MAN In 1893 MAN, together with Rudolf Diesel, developed the world’s first diesel engine.

MAN trucks are market leaders in Europe with their contemporary styling, class leading technology and driver centric ergonomics.

To find out how your business can benefit from the evolutionary fuel efficient MAN, visit www.man.com.au

www.truckandbus.net.au 025 MAN186 TTT

Operator

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KEEPS ON TICKIN’ PETER LLOYD SAYS HIS 2004 ISUZU FVD 1000 HAS NOW CLOCKED UP 1.7 MILLION KILOMETRES, BUT STILL RUNS LIKE - WELL A MILLION DOLLARS.

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“WE TRUST THE TRUCK’S RELIABILITY AND THAT HAS BEEN IMPORTANT FOR STAYING IN THE BUSINESS SO LONG.”

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he StarTrack sub-contractor has been in operation for more than 30 years, with his trucks spending countless hours travelling the highways of Western Australia.

His Perth-based operation includes a grueling 850km daily run, which his trucks complete five days a week.

Since starting operations, Peter Lloyd has stayed loyal to Isuzu, the Japanese brand giving him few headaches and he says he can only recall one break-down a pretty fine record by any estimation.

“I started out in 1982 with an Isuzu JCR 500, which I owned for 13 years clocked more than three million kilometres,” he said.

“We’ve only ever had a few minor issues and, in the long run, that has saved me money.

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“Also, even after driving such a long way in the Isuzu’s, they’re still comfortable to drive.”

He said there was no great secret to achieving such big mileage, he always gives his trucks plenty of care, ensuring they are in tip top shape at all times.

“Surprisingly, I’m not that fanatical about my trucks, but I always service regularly and we use quality oils,” he said.

“We trust the truck’s reliability and that has been important for staying in the business so long.”

Also included in his present fleet is a younger Isuzu FVD 1000, which he has owned for about 12 months .

Lloyd estimates he has owned more than 20 trucks during his time in the business, but says the decision to stick with Isuzu went beyond the quality of their trucks.

In doing this he cited a 30-plus year relationship with his local dealer, Major Motors.

“There’s two reasons why I stick with Isuzu, one is the reliability of their trucks and the other is Major Motors,” he said.

“They’ve always been fantastic to me.

“Their parts team and servicing is always first-rate and has helped my business become what it is today.”

Peter said that even after so long in the trucking business, he still enjoys being involved with trucks, driving them particularly.

StarTrack is the freight and logistics arm of Australia Post and demands the highest quality from its sub-contractors.

The service provides a comprehensive range of supply chain solutions for many business sectors, including those working within eCommerce, retail or manufacturing.

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1. Peter Lloyd’s loyalty to Isuzu is built on a 30 year history with the Japanese brand and its Perth dealer Major Motors.

2. Peter said that even after so long in the trucking business, he still enjoys being involved with trucks, particularly driving them.

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FVD 1000 IN FOCUS The versatile FVD offers an ideal blend between payload capacity and power, with a GVM of 16,500kg while delivering 221kW at 2400rpm and 981Nm at 1450rpm.

The combination of airbag rear and front stabilizer bar provides a smooth ride and assured handling in any terrain.

The latest version of the Isuzu FVD is packed full of features, such as cruise control, electric mirrors and premium Isri 6860 air suspension driver’s seat with integrated seatbelt.

Included in the packages is the Digital Audio Visual Entertainment Unit (DAVE), (which you can read about in more detail elsewhere in this issue in our Isuzu Telematics report).

DAVE comes with a huge display and features Bluetooth, voice recognition and internal storage for music files as well as being an interface for the new Telematics system.

When you are covering 850 km a day fice days a week you need a comfortable cab and Peter looks right at home.

“THE VERSATILE FVD OFFERS AN IDEAL BLEND BETWEEN PAYLOAD CAPACITY AND POWER”

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LCV

THE CHINA SYNDROME THE PROSPECT OF CHINESE COMMERCIALS ARRIVING IN AUSTRALIAN SHOWROOMS HAS BEEN DESCRIBED BY SOME AS SOMETHING AKIN TO BOB MENZIES’ DOMINO THEORY OF THE 1950S AND 60S. BUT JUST AS IT WAS THEN THE REALITY HAS BEEN VERY DIFFERENT AND THE TSUNAMI HAS BEEN MORE LIKE A TRICKLE, THE QUESTION IS CAN CHINA EVER DELIVER ON ITS COMMERCIAL VEHICLE PROMISE? BARRY FLANAGAN INVESTIGATES.

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he prospect of Chinese light commercial vehicles arriving en masse in Australia has been with us for probably the past ten years, but the flow has been more a trickle than a tidal wave.

Great Wall has been a qualified success and arguably the best selling Chinese vehicle in Australia, however the value for money pick up’s sales figures are down 55.1 per cent this year compared with 2013. That could be partly because current distributor Ateco is said to be about to lose the franchise to a factory owned operation to be known as Haval Australia. Haval is the SUV brand that Great Wall has created and it has set up its own distribution office in Melbourne. You can bet your bottom dollar the Haval name will be adopted when and if it takes back its pick up business from Ateco.

It also has a lot to do with some of the established Japanese brands trimming their prices to compete with Great Wall. It has

been a massive dip in sales, after peaking at around 11,000 sales in 2012, Great Wall will struggle to achieve 3000 registrations in 2014.

With that background does Australia’s highly competitive and tough market have enough room for more Chinese light commercial manufacturers? That will depend on the will of the Chinese to create vehicles Australians want to buy and how committed they are to building dealer networks and marketing their brands and products. So far there has been little evidence they are prepared to spend on the scale of the Japanese and Koreans when they were building their businesses here.

Ateco has recently acquired the rights for Foton Tunland pick ups from the ill fated former distributor and in the six months it has been moving the Cummins powered utes it has logged just 273 sales, it is early days and that is in a pick up market that has seen just under 131,000 sales in the nine months

to the end of September, me thinks none of the other ute makers are too troubled by the Tunland just yet. However it is a solid product with Cummins diesel power giving those who are aware of the Big C a strong reason to buy.

Ateco has also just picked up LDV vans another Chinese light commercial out of the giant Shanghai Automotive stable.

Originally launched here at the start of 2013

by WMC, the LDV vans appeared to be unwanted and unloved at the Sydney bus distributor and a change of management saw them languishing. Now Ateco has taken over there are big expectations for them, but the European designed, Chinese made vehicles are yet to trouble the scorer.

T&TT hears that another distributor has gained the rights to Foton vans, while Chinese commercial vehicle maker JMC is likely to launch its Vigas Ute to Australia sometime in the first quarter of 2015. The JMC commitment seems to be strong with

“GREAT WALL HAS BEEN A QUALIFIED SUCCESS AND ARGUABLY THE BEST SELLING CHINESE VEHICLE IN AUSTRALIA”

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the factory building a headquarters on Parramatta Rd in Sydney and funding the operation itself. The Ford/Mazda based design certainly looks the goods and with a Ford diesel under the bonnet it may have some appeal if the price is right. As we go to press we understand JMC is looking to recruit dealers with shipment of the one tonne ute arriving in the first quarter of 2015.

In the bus world the Chinese arrived on the scene with a flurry of publicity and some promising sales from the likes of BCI and Higer. Both are a still in the market although Higer sales are well down on what they used to be and BCI in many ways is an Australian company manufacturing buses in China. That being said at the light end of the bus market there appears to be a growing preference for Chinese brands from Higer to Yutong and beyond. However the bus market is tiny by comparison to other sectors of the commercial vehicle market.

1. The Great Wall ute has been a star performer but sales have stalled recently 2. The Foton light truck star s on the rise now that it is part of the Atreco stable 3. JAC is rumoured to be coming back to Australia with a new cab and better quality 4. The Foton Tunland has been given a second chance by Ateco 5. Foton van is likely to be here in 2015

JAC was still born, another brand that the massive AHG group through its subsidiary WMC, appears to have fallen out of love with almost before the marriage was consummated. We hear rumours that JAC will be returning with a new more up to date and better quality cab. However whether that happens with WMC or another importer is yet to be seen. Lets hope the quality and preparation is better this time.

That brings us to Foton, the first Chinese truck maker to sell in Australia. Its illfated first attempt through what was then TransPacific resulted in less than favourable sales figures. Part of that was the absolutely ill prepared Trans Pacific, a company that had no light truck experience at all and a dealer network that didn’t know a light truck from a boat. Since Ateco scooped up the truck and Foton pick up distribution things have changed. Having sold just under 280 trucks in the three years from 2011 to the end of 2013, the Foton brand has

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already sold around 140 trucks in the first ten months of 2014 and will likely log close to 180 sales for the year. Those figures are not going to scare the likes of Hino, Fuso or Isuzu just yet but with Cummins power under the cab and strong pricing along with a wider and better dealer coverage Foton may be the first Chinese truck to make the Japanese brands sit up and take notice.

So will the trickle ever become a flood?

Well who would have predicted a decade ago that we would be buying half the consumer products we now source from China? It took Toyota close to 35 years to go from a tentative exporter of ‘jeep’ like LandCruisers to the nation’s number one automotive brand in sales volume T&TT believes that in ten years time the Chinese will have a significant share of the commercial market. You can criticise their early efforts but write them off at your peril, China will one day be a major player in our vehicle market, that is for sure.

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MONEY MATTERS PAUL CLITHEROE

LONG TERM REWARDS PROPERTY INVESTORS

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esidential property has been the darling of investors over recent years. However, a new study by research group RP Data highlights the need for investors to adopt a long-term focus rather than rushing in to buy the first rental property they can afford.

On the face of it, residential property is a very straightforward investment and choosing a property to rent out and, hopefully, sell at a profit one day is an easy concept to grasp. The catch is that no investment is ever a sure thing and no matter how robust the market may be there is no guarantee of making a quick buck on bricks and mortar.

RP Data’s latest ‘Pain and Gain’ report is testimony to this. It looks at the profits – and losses - made on residential properties resold between April and June this year. It

may surprise some investors to learn that almost one in 10 (9.0 per cent) homes resold during the quarter dished up a loss on their original purchase price. In fact, the average loss on these properties was $63,097. Ouch!

On the plus side, 91 per cent of all property re-sales during the April-June quarter recorded a profit. This begs the question: what did the owners of these properties do that the loss-makers didn’t? In many cases the answer quite simply is that they took a long-term approach.

Buying property in an area that is experiencing population growth, that offers plenty of local amenities and has good transport links, will underpin the potential for future capital gains. Nonetheless one of RP Data’s key findings is that the length of time a property is held for is directly related to the likelihood of making a profit on sale.

“What did the owners of these properties do that the loss-makers didn’t?”

Tellingly, among those properties sold for a loss, the average holding period was just 5.6 years. Properties that recorded a profit on sale were held, on average, for 9.8 years.

Homes that doubled in value were held for an average of 16.5 years.

One of the reasons it pays to take a longterm outlook is the sheer scale of upfront purchase costs. Taken together, expenses like stamp duty, legal fees and pre-purchase inspections can add up to tens of thousands of dollars. It often takes time for a property’s value to rise to a point where these costs are not only recouped but a profit is made on sale.

Committing to an investment property for the long term – at least 10 years - may sound perfectly achievable in today’s environment of very low interest rates. The thing is, there is no telling where rates will be five or even 10 years from now – though my guess is they’ll be higher, they can’t stay at these record low levels forever. This makes it essential to be sure you can afford to hold onto the property even if (and when) rates rise at some point in the future or if the place experiences extended vacancy periods.

It’s worth thinking too about your personal plans for the future. You don’t want to find yourself in a position where you are forced to sell the property in a flat or falling market because it no longer suits your goals, budget or lifestyle.

Don’t get me wrong. I’m a great supporter of sensible, long term property investment; it can really pay off and build your wealth.

Just make sure you do your homework before buying, choose a popular location with genuine growth potential, pay a well-researched realistic price and be able to afford extra repayments in the event of interest rate rises.

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

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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.