PowerTorque Issue 50 by Motoring Matters Magazine Group

AUSTRALIA’S LEADING TRUCK TECHNOLOGY MAGAZINE

www.powertorque.com.au ISSUE 50 December/January 2012-13 RRP: $7.95 (NZ $8.95)

IAA HANNOVER

A MAN

FOR ALL SEASONS no secret that the Australian truck market is unique amongst all global sales areas for providing one of the harshest operating cycles for both North American and European truck manufacturers. What does seem strange, however, is that the European manufacturers have moved far faster to bring new emissions technologies to our market, together with improved safety systems. By

It s

comparison, the North American manufacturers have lagged behind in these areas, with some still preferring to wait until legislation forces their hand. In terms of the reduction of emissions, the two opposing rationales of European versus North American manufacturing are now coming together, as the US moves into EPA 010, its equivalent of the European Euro VI limits. Admittedly, the Australian legislators have bowed to extensive lobbying by manufacturers and operators in Australia to defer the introduction of Euro VI to our shores, purely on the grounds of self-interest. But, as any industry observer will confirm, these new emissions levels are coming, together with the demand for higher safety levels amongst all truck designs. The European truckmakers have used the introduction of Euro VI, on January 1, 2014, as a catalyst to update existing cab and chassis designs, bringing a raft of upgrades for display at the IAA Show, Europeâ&#x20AC;&#x2122;s largest truck event. For German maker, MAN Trucks, the Euro VI solution is to incorporate a mix of demand-controlled, exhaust gas recirculation and exhaust after-treatment with SCRT (Selective Catalytic reduction Technology). From an engine perspective, this

MANâ&#x20AC;&#x2122;s traditional all wheel drive off road ability is legendary.

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A MAN FOR ALL SEASONS

engine braking power. This cuts down on the wear and tear of the service brake while protecting the drivetrain from stress exposure. There is also a manual 16-speed transmission available for the TGX. It is possible to combine both transmissions with an intarder for optimised braking performance in the medium- to high-speed ranges, while also reducing service brake system application. Contrary to previous industry expectations, MAN engineers have reduced both fuel consumption and AdBlue/DEF consumption on its Euro VI engines when compared to the efficiency levels of its outgoing Euro V engines. For the new TG vehicles, MAN is claiming consumption Smart, functional level is on a par with that of its and fuel efficient, Euro V SCR consumption level,

MAN is becoming more focussed on new markets.

means MAN has moved completely to common-rail injection, cooled and controlled exhaust gas recirculation, and two-stage turbocharging. These are followed by exhaust gas aftertreatment by an SCR system with integrated oxidation catalytic converter plus a Continuously Regenerating Trap (CRT) filter. Electronic sensors continuously monitor absorption capacity of the particulate filter to control regeneration.

Expect a stronger focus by MAN on the Australian market as new models come on stream. Chris Mullett reports from the IAA Show in Hannover, Germany

The requirements for Euro VI demand that nitrogen oxide levels will reduce by 80 percent in comparison to the standards of Euro V, with particulate emission dropping by a further 66 percent. MAN’s engine development is based on its D20 and D26 six-cylinder, in-line engines in Euro VI standard, with their output range of between 360 and 480 hp. There are two different gearbox variants available for the TGX. The automated MAN TipMatic transmission, with 12-speeds, automatically selects the most favourable moment for shifting gears. When the standard engine-valve brake is operated, the automated gearbox selects the optimum speed for maximum

and that AdBlue/DEF consumption was actually reduced and is now some 50 percent below that of MAN’s Euro V engine consumption, with no additional weight penalty. As the company launched its Euro VI technologies, it also showcased a total upgrade for the cab interior of the TGL and TGM models and a restyling of the exterior that capitalises on the MAN trademark name as the centerpiece of its grille design, moving away from the Lion emblem surmounted by the MAN name. The exterior design of the new cab is much more forceful, and there’s no question that, from now on, MAN is going to stand out on the highway.

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IAA HANNOVER

HOLLAND’S

NEW HERO

PowerTorque takes a look at DAF’s new model range for Euro VI and 2013

you thought the DAF XF105 was something very special on the European scene, then you’ll be even more impressed at how PACCAR’s European division has improved on what was already considered an excellent product.

The Europeans have been highly active in the run up to the introduction of Euro VI emissions requirements for January 2014. However, DAF has taken the opportunity to completely redesign its flagship XF model, with a new chassis, a more fuel-efficient Euro VI version of the PACCAR MX engine, a new cab exterior design makeover and a completely revised interior. Entering production in Holland in the second quarter of 2013, it’s been DAF’s objective to lift the bar further on a vehicle that is already the market leader in the UK market and a high seller in other European countries. Starting with the engine upgrades, the PACCAR MX engine is made in two manufacturing centres, those of Holland in Europe and Mississippi in the United States. It’s the engine that you’ll be seeing increasingly in Kenworth-branded trucks in Australia, as well as in DAF products. Expect to see MXpowered Kenworths in Australia from the start of the second quarter of next year, as this follows the successful introduction of the MX in Kenworth and Peterbilt products throughout North America over the past two years. The new PACCAR MX-13 Euro VI engine can be supplied with outputs of 300 kW/410 hp, 340 kW/460 hp and 375 kW/510 hp, with high torque outputs from 2,000 to 2,500 Nm, available across a broad engine-speed range (1,000–1,425 rpm). A key principle when developing the new driveline was to keep fuel consumption at the same low level as that of the current Euro V ATe engines, without compromising durability (design life of 1.6 million kilometres) and vehicle availability (service intervals up to 150,000 km). The PACCAR MX-13 engines feature a combination of proven technologies and a large number of technical

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innovations. They use common-rail fuel injection technology, a turbo that has variable geometry, and exhaust gas recirculation. The advanced exhaust gas aftertreatment system with DeNOx catalytic converter and active soot filter (Diesel Particulate Filter) was developed to achieve maximum efficiency by working at optimum temperatures and exhaust gas compositions at all times, keeping fuel consumption low. Consequently, passive regeneration is applied as much as possible, instead of active regeneration. The Euro VI PACCAR MX engines are linked to redesigned manual and automated 12 and 16-speed ZF transmissions, and the new functionalities of these include EcoRoll and Fast Shift. These developments improve driving comfort and further reduce fuel consumption and CO2 emissions. The same applies to the new rear axles that have new, longer final-drive ratios for lower engine speeds. The new exterior design is attractive in photography but stunning out on the road, where it establishes a real presence amongst its competition. The large, matte black grille with aluminium accents and a central, chrome panel bearing the DAF logo contains newlystyled H7 halogen lighting with integrated Day Time Running Lights (4 LEDs) as standard. LED headlight technology is optional for the headlights on the new XF, and the covers of the headlights and the fog lamps are made of unbreakable Lexan. Globes can be changed via convenient access panels without tilting the cab.

HOLLAND’S NEW HERO

Also new are the “Cornering Lights”. These are part of the new steel bumper and are combined with fog lighting. Cornering Lights are illuminated when manoeuvring and turning into low-speed corners. When designing the new XF, DAF paid much attention to optimising the airflow, reducing air resistance and also minimising dirt and spray. The newly designed cab corner deflectors at the front of the truck direct the airflow in such a way that even the door handles

Looking even better than its predecessor, the future DAF XF takes truck design to an even higher level, complete with Euro VI compliance.

remain clean. Two of the three cab steps are protected by the door, with the aim of combating dirt and reducing air resistance. Because the width of the vehicle has increased to 2.55 metres, the mudguards, side fenders and side skirts have been redesigned with a view to optimising aerodynamics and reducing dirt build up. The skirts, with integrated steps, have been moved more towards the front. A side indicator has also been integrated into the mudguards to facilitate more awareness for cyclists and pedestrians. Another new feature for the Space Cab is the roof spoiler, which reduces weight by approximately 25 kilograms. The driver can adjust the height of the spoiler using a spindle while standing next to the truck to improve aerodynamic matching and reduce fuel consumption. Despite the substantially larger radiator, the cab floor remains at a similar height, increasing by just three centimetres and resulting in an overall height of just 1.47 metres. Cab entry and exit is by only three aluminium steps, which are now placed more in staircase style rather than one directly above the other, as previously. With a total volume of 12.6 m3, the XF Super Space Cab remains the most spacious cab in its class, and the interior height of 2.25 metres

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PROFILE

The

continuous rebuilding of Melbourne and the move to highrise apartment blocks is great for the city, especially when every form of building uses concrete, and that happens to be the business you are in. Nestling right in the heart of Port Melbourne is the home to Piave Premix Concrete. As with so many businesses that deal in concrete, the founders and present day management of the company all seem to be Italian. Even the drivers seem to be Italian. But one of the undoubted upsides to everyone being Italian is that they are very particular about their coffee. It’s as though, without good coffee, the company could never operate. Piave Premix Concrete started business back in 1993 and is part of an interesting mix of business divisions that consist of Cambar Precast, Camillo Concrete Structures, Crema Constructions and Port Trans Cartage. Crema Constructions is a well-established builder with a history of construction since 1952, in a wide variety of commercial, residential and industrial projects. Camillo Concrete Structures is a leading concrete building specialist, providing everything from the footings, slabs, columns, walls and precast panels. The batching plant operated by Piave Premix Concrete at Port Melbourne also supplies concrete to Cambar Precast, which produces pre-formed concrete panels, in a factory adjoining the Piave depot, that are used in pre-fabricated building processes. Concrete is poured onto batching tables that are treated with a bond breaker before being framed up. The required amount of steel reinforcement is included within the formwork and then the desired strength of concrete is poured into boxed section. It’s just like pouring concrete in a building site, but the difference comes when the concrete has set and dried. Overhead cranes lift the completed panels off the batching tables, presenting a smooth, perfect finish to the panels.

Because of pre-set lift tabs placed in the concrete during the pour process, each panel can be lifted and stored before being transported to the eventual worksite. It’s the diversification of the divisions within the Crema Group that make this company so interesting. Instead of looking at just one aspect of the building industry, the company has diversified to offer a total solution to the major building operations in the greater Melbourne area. The basis for this multi-faceted organisation centres on Piave Premix, as it supplies the concrete for these operations as well as operating its own fleet of concrete agitators that deliver to whichever building site needs concrete. Adding this requirement for a fleet of agitators is an additional vehicle requirement for trucks and tippers to bring in sand, quarry materials and cement to keep the concrete production up to speed. To be successful, you need reliable transport, good people and a high reputation for quality, but you also need a destination for these talents. The layout of the Piave yard is a little different from most, as all systems are controlled from what looks like an airport control tower. Overlooking the entire site, all processes are controlled by closed circuit television and computer systems. The quantities needed and the consistency and strength of the concrete are all controlled from the tower. Quantities are organised for dispatch before the agitators line up to fill, a process that takes just two to three minutes. The control tower also serves as the centre for vehicle tracking, with all vehicles satellite tracked for their whereabouts and current operational status. This close control enables the company to monitor the time spent on a particular job, which then translates to a possible change in the consistency of the next delivery to maintain perfect quality. The Piave vehicle fleet consists of 22 agitators, 7 tippers, 1 cement tanker and a B-double, plus a rigid and dog tipper. Maurice Moffa, of Piave, told PowerTorque there’s an increasing tendency for agitators to become larger, increasing their ability to carry more concrete, by using twin-steer 8x4 units and 10x4 units in addition to the smaller 6x4 vehicles.

CONCRETE AND CLAY Cat Trucks are standing up well in the urban jungle for

Piave Premix Concrete of Melbourne 40

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CONCRETE AND CLAY

“Out of our agitator fleet we would have four as a 10x4 configuration, ten as an 8x4 twin-steer and eight conventional 6x4 units,” said Maurice. “Into a mix of makes in our agitator fleet we are now bringing CAT trucks into the fleet. Since March, we’ve added two CT 630s, each powered by the Caterpillar C15 engine and rated at 550 hp and with 1,850 lb-ft of torque. “We have stayed with the standard 18-speed manual Roadranger gearboxes rather than moving to introduce automated manual transmissions (AMT). We tried the AutoShift in a previous model Kenworth T950, but didn’t like the result for us. We haven’t tried the two-pedal UltraShift Plus, but we do understand it has improved. “The Cat running on B-double work is notching up to 1,600 km per day running on a two-shift system, and that’s bringing in sand and quarry products to our site here in Port Melbourne. “The supply of concrete tends to only operate locally, as transport distances control the profitability of the business. If trucks are running too far to deliver concrete, then, in most cases, it would be to our advantage to build another batch plant closer to the destination,” said Maurice. Growth has been consistent for Piave, and, with its central location, the company has found that more work continues to grow from new contracts around the company’s location. “We currently produce up to 10,000 cubic metres of concrete per month.

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IAA HANNOVER

ONE COOL DUDE

While engine makers scramble to announce Euro VI compliance, Scania has it all in the bag

Scania

has always had a good reputation for fuel economy, and, as our reports from our last visit to Sweden recounted, the company has had its Euro VI emissions engine technology available for order to anyone who wants it since the early part of 2011. So, with the pronouncements from all and sundry ringing in our ears at the IAA Show in Hannover, let’s just look at what Scania quietly shared with our PowerTorque team over a coffee in a quiet corner of the German truck show. The Scania stand obviously featured its flagship R 730 that offers 730 hp and 3,500 Nm of torque, although, admittedly, it was a strange sight to Australian eyes to see this exceptional output configured as a 4x2. Also on display was a G 400 8x4 bodied with a three-way tipper, an R 440 6x2 rear-steer with demountable body, and a P 340 prime mover with a Euro VI gas engine of 340 hp. Martin Lundstedt, the recently appointed CEO of Scania, was keen to expand on the company scenario of a production capacity of 150,000 vehicles per year. Demand for efficient logistics is increasing in many sectors, driven, among other things, by a greater focus on reduced environmental impact. This implies business opportunities for Scania. “By increasing our understanding of logistics systems, regardless of whether it concerns a mine or a retail company, we can package products and services that lead to lower transport costs, i.e., have a positive effect on our customers’ bottom line. It is a matter of supporting the customer with knowledge about the transport task and being able to supply services during the entire life cycle of vehicles, enabling them to be utilised in an optimal manner for increased profitability and reduced environmental impact,” he said. One example is the Ecolution by Scania concept now being introduced in European markets, which involves Scania setting targets

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for fuel consumption together with the transport company. Vehicles and servicesrelated products are specified for the lowest possible fuel consumption, given the transport task. The service also includes driver training and follow-up. All parameters are followed up, allowing the customer to continually receive feedback to ensure more efficient driving. Whenever possible, alternative fuels are used to further reduce carbon dioxide emissions. “Solutions such as Ecolution by Scania represent a great opportunity to strengthen our sales of service-related products,” Martin said. Emerging market countries such as China are facing huge changes. According to a World Bank report, estimated logistics costs in China in 2010 amounted to almost 20 percent of the country’s GDP, compared to less than 10 percent in Europe. Martin Lundstedt, was delighted with the reception by the media to the selection of Scania’s Euro VI in-line engines on display at the IAA. These ranged from the five-cylinder 250 hp to the six-cylinder 480 hp. In addition to its existing Euro VI range of truck engines, Scania has added four new 9-litre Euro VI engines, two with SCR and two with EGR+SCR, as well as the two 13-litre engines introduced in 2011. Scania is also introducing two Euro VI gas engines featuring new technology. Other Euro VI engines will be introduced closer to the date when the new standard goes into effect. The basis for all of Scania’s Euro VI engines is the latest modular 9, 13 and 16-litre engine platform, providing benefits for customers in terms of easier servicing and parts supply. The complete engine line-up will be available by the time Euro VI becomes mandatory on 31 December 2013.

ONE COOL DUDE exceptionally high torque at low revs, which gives them excellent drivability and permits convenient cruising at low revs for maximum fuel economy. The 13-litre 440 and 480 hp engines with EGR and SCR were launched in early 2011. Customers as well as journalists running these engines have found that their fuel economy and performance are at least as good as for Scaniaâ&#x20AC;&#x2122;s Euro V engines. Vehicles used for off-road application will require Euro VI conformity in Europe in 2014. Scaniaâ&#x20AC;&#x2122;s technology to match Euro VI legislation comes from using a combination of common-rail fuel injection, variable turbo geometry, and SCR exhaust after-treatment. No particulate filter is needed. For Euro VI, Scania offers the most comprehensive range of renewable Scania has the Euro 6 option already available with SCRonly technology for the 9-litre segment.

SCR aftertreatment alone is used for two of the new 9-litre diesel engines, the 320 and 360 hp, whereas the new 250 and 280 hp engines have a combined EGR and SCR system, similar to that used on the 13-litre 440 and 480 hp units. Customers thus have a choice of SCR or EGR+SCR technology on the 9-litre range. According to Martin Lundstedt: like all Scania engines, the Euro VI versions feature

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IAA HANNOVER

SHIFTING TECHNOLOGY AS

the largest truck and equipment expo in Europe, the IAA at Hannover acts like a magnet for anyone interested in owning and operating commercial vehicles and equipment. As a way of understanding the sheer scale of the event, imagine our own Melbourne or Sydney Exhibition Centre International and multiply the exhibits space by a factor of twelve. With three of PowerTorqueâ&#x20AC;&#x2122;s writers combing the event for details of new innovation over four days, it was my objective to shed some light on the range of new transmissions coming onto the market, finding far more new technology than had been expected amongst the 275,000 square metres of exhibition halls. For many years, ZF has led the automated manual transmission field, and 2012 saw the innovator move ahead of the closing competition. With its company headquarters at Friedrichshafen, ZF chose the IAA as the perfect location to preview the 2013 TraXon gearbox family. TraXon is designed around modules, with a basic direct-top or overdrive, 12-speed or 16-speed, twin-countershaft core with 3000-4000 Nm of engine torque capacity. In front of that

Allan Whiting reports on the latest innovation for transmissions on display at the IAA in Hannover casing can bolt an automated single or twin-plate dry clutch, a dual-clutch DSG, a hybrid unit or a WSK clutch with torque converter. Sandwiched between the front modules and the main transmission can be a range of engine-driven PTOs. ZF has also developed what it calls PreVision shifting technology, with which

the transmission shifts in response to GPS mapping, easing the driverâ&#x20AC;&#x2122;s task and saving fuel in the process. The company claims 99.7 percent efficiency from direct-top versions of the new box, with a 6 dB(A) noise reduction over the AS Tronic and a wider ratio spread. Two reverse gears are standard, but a four-reverse-gear option is available. 54

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SHIFTING TECHNOLOGY The TraXon’s DSG clutch option allows truck makers to fit taller final drive ratios, because the twin-clutch system allows the next gear to be preselected. With claimed 200-millisecond clutch engagement, rapid downshifts without torque interruption are possible on grades. With a conventional clutch and transmission, there can be a momentum loss on grades while the transmission is downshifting, and this reduces trip times, uses more fuel and irritates drivers. With fast, full-torque shifts from the DSG clutch, truck makers should be able

ZF has revealed its TraXon DSG clutch option with PreVision shifting technology.

to capitalise on the fuel economy benefits of taller final drive ratios. The optional hybrid module contains a 120 kW/1000 Nm electric motor/generator and automated clutch that provides regenerative power and braking, electric drive for limited distances, and

PreVision promises to save on fuel and vehicle wear by ‘knowing’ the terrain, vertically and horizontally, timing gear shifts precisely and avoiding unnecessary up and down shifts. One of the criticisms drivers have of automated shifting is the fact the transmission computer can’t ‘see’ the road ahead: now, via GPS mapping connection, it can. PreVision requires a connection via an interface to GPS topographic navigation map material. The PreVision software integrated into the transmission control unit analyses driving data and terrain ahead of the vehicle, enabling anticipatory shifting to take place, or be avoided. PreVision also promises to make automated ‘angel gear’ cruising in neutral a safer operation than it is currently. With GPS mapping information, the transmission ECU knows when to disengage the fuel-saving rolling function and engage the right combination of transmission ratio and engine response, including engine and transmission braking. Naturally, ZF’s Intarder transmission brake optionally couples to the rear of the TraXon casing.

stop/start function. With this power and torque available from rest, the TraXon Hybrid package has the potential to allow engine downsizing.

Iveco is ZF’s first TraXon customer, signing up for transmissions for Stralis and Trakker vehicles that will be delivered from October 2014.

In addition, when ‘coasting,’ the truck’s diesel can be switched off completely, saving even more fuel.

“With TraXon from ZF, we feel that our driveline is ready to meet the challenges that we will face in the upcoming years on the heavy commercial vehicle market,” said Alfredo Altavilla, CEO of Iveco S.p.A.

The electric motor and battery bank package can be used to operate bodywork and trailer refrigeration systems and to power accessories when the engine isn’t running. TraXon’s optional torque converter module continues the long-standing ZF WSK system that’s proved popular with military, site vehicle and heavy haulage operators. The torque converter’s stall ratio at least doubles clutch engagement torque, but locks up after lift-off to reduce fuel consumption.

Swedish truckmaker, Volvo, announced its new I-Shift 2 automated-shift transmission at the same time as the company gave a preview of its FH-Series, due for release in around 18 months time. Like ZF, the new box also uses dual-clutch technology to provide fast, full-torque shifts, allowing taller final drives to be used, without grade-climbing compromises. PowerTorque ISSUE 50

INTERVIEW

It’s been over two years now since the CAT truck brand launched onto the Australian market, PowerTorque interviews Bill Fulton of Cat Trucks Australia

CAT Truck brand is now becoming a regular sight on our roads. There was a time when competitors poured scorn on the product, claiming that largest fleet was the newly built vehicles wearing the CAT badge that was stored, looking for customers, at the Caterpillar facility in Tullamarine, Melbourne.

“We can look back on our timing when we launched with ADR 80/02 compliance as perhaps being early, but the alternative was to wait until the implementation of ADR 80/03. Either way could have been considered, but we chose to go early.

Now, two years on and the latest sales figures for 2012 (YTD October) show total sales this year of 269 units, taking 2.9 percent of the total market share of trucks with three or more axles with a GVM 8,000 – 39,000 kg.

PT. Why the change for local assembly in Melbourne to full importation from the United States.

At 2.9 percent market share, it’s rivaling Mercedes-Benz and MAN at 3.1 percent and just ahead of DAF at 2.6 percent.. No longer the new and untested kid on the block, the brand is proving its bona fides and has plans in place to expand its model range. It may still be taking small steps, but it can no longer be ignored, as evidenced by the total of over 550 trucks now running on Australian roads since the brand became available. PT: The business model for CAT Trucks in our domestic market has changed substantially since it was introduced; just what is the current situation? “Caterpillar and Navistar continue to have a very strong partnership. The CAT Truck operation in Australia is owned by Navistar and managed by our Cat Truck team in Australia under a trademark license and distribution alliance agreement with Caterpillar. Where our North American business remains unchanged, is with Cat Vocational Trucks being a wholly owned Caterpillar business where trucks are jointly developed and manufactured by our partner Navistar.

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“It was a deliberate strategy. It’s enabled us to learn what the customer wants and to adapt our plans to provide for them.

“Originally as you know we built our stock in Melbourne from components brought in from the US. That strategy has changed. We now take advantage of the world class Navistar truck plant in Springfield, Ohio for assembly and complete the localisation and specialty fit up at our facility in Melbourne.” “The CT610 and CT630 is our focus, with the Luxury Sleeper version now available. We are also developing and testing another model, a short BBC model adding incremental opportunities to our range,” Mr. Fulton added. PT: How will your dealership group handle used trucks as these start to filter back for resale as new trucks are replaced? “Nearly 40 percent of all our sales have been financed by CAT Finance, which reinforces our links with Caterpillar. Each of our dealer groups has enormous proven strength in the used equipment business with the Cat brand. “Our CAT Truck dealer council is comprised of five truck business managers from each of our dealers and key managers from our team. They meet six times each year to discuss critical issues, how to move business forward and how to implement strategies to support not only the new truck business, but also the used truck business.

THE POWERTORQUE INTERVIEWS “This is not an us and them scenario. This is us working together as one entity, with one objective, to provide the best truck range with the best customer service. “Retail is a challenge. The dealers have made it happen, and as we have transitioned from ADR 80/02, they now have to forward order for their trucks. PT: “Will we see the International branded trucks coming into the Australian market off the back of the CAT Truck brand? “It’s a question of focus and execution. The International brand introduction is not an initiative we are contemplating in the near-term. “Our focus is on the CAT brand. Once we’ve done all we can to expand our brand we can look at alternatives such as the introduction of a cabover. At this stage, a cabover option is looking fuzzy as we concentrate on conventional models. PT: How will CAT Trucks handle the change to Euro 6 technology introduction?

leverage our deep expertise of EGR, along with SCR and clean combustion technologies to develop a best value solution for customers, and effectively we have five years before we have to implement that for the Australian market. “At this point we do not contemplate another power source. Down the track we might have other options. We need to listen to our customers before making those changes. PT: How will you maintain the quality level that was established for the trucks built in the first batch at Tullamarine with production now having moved to Springfield, Ohio? “In our Australian assembly we initiated full production audits of every vehicle we built. We have introduced the same quality audit on all imports to ensure that the changes we implemented to cable clipping, security and overall final assembly levels can be maintained. “There will be quality audits on our assembly line in the US that match our requirements here, plus further audits completed on vehicles when they arrive here.

“Right now we are good to use the existing twin DPF exhaust treatment technology through until the next proposed changes, which could be as far out as 2018. That gives us five years of using the current twin DPF system. There is no limit to the sourcing of the 13-litre and 15-litre engines from the US.

PT: How is your order bank moving?

“When looking at EGR, we as a company were further down the track than other competitors in our development of this technology. Whatever our next solution will be, we can

“We now have the option of painting in fleet colours on our production line during assembly, with the ability to replicate any colour used on the Australian market,” added Mr. Fulton.

“We have now almost exhausted supply of the trucks we built in Tullamarine and our dealers are placing their orders for trucks to be built in our Springfield, Ohio plant.

“Our focus is on the CAT brand. Once we’ve done all we can to expand our brand, we can look at alternatives such as the introduction of a cabover. At this stage, a cabover option is looking fuzzy as we concentrate on conventional models.”

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IAA HANNOVER creeps into the predictions, resulting on some talking up the market and others expressing near suicidal tendencies by their own interpretation of the same data.

EUROPEAN INTERLUDE the iaa show in hannover provides industry executives with the perfect global lectern

With

due appreciation to the Scottish poet, Robert Burns, there’s a considerable benefit to be gained by being given “the gift to see ourselves as other see us”. The largest truck show in Europe enables industry leaders to provide predictions of all kinds, some positive and others negative. All too often there’s a conflict of interest that

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In Australia, as we are currently reminded each week by the political parties of either persuasion, our nation has largely been immune to the economic problems afflicting Europe. Thanks either to governmental fiscal expertise, or the strength of the mining industry (dependent on your personal interpretation), we were largely untouched by these global fluctuations. Although, if that were indeed true, then from where did we find justification for the GFC? European and North American industry has not been so fortunate. However, there are two sides to every viewpoint and

EUROPEAN INTERLUDE here we look at those of Daimler and Michelin, in an effort to find common ground. Andreas Renschler is the member of the Daimler AG Board of Management responsible for Daimler Trucks and Buses. The company operates under different names in different regions, but, ultimately, it’s Herr Renschler that calls the shots as the Daimler Group aims for the number one spot for commercial vehicles. According to Herr Renschler, the IAA is much more than a commercial vehicle exhibition. It’s a showcase for one of the largest sectors in Europe, and yet it’s also a time for cautious optimism. With the economic situation in Southern Europe impacting on sales of commercial vehicles, Herr Renschler took a more upbeat view globally, based on the presumption of an increase in demand for trucks and vans in North America that he expects to increase between 10 and 20 percent. This viewpoint is predicated by the strong August sales figures, which saw an increase of 27 percent in the NAFTA region. A further boost is also expected by a 20 percent market growth in Japan, mainly due to reconstruction efforts after the Fukushima

Daiichi nuclear disaster and the Tohoku earthquake and tsunami of March 11th. Commentary on the industry by senior company executives at times slips into a competition as to which speaker can include the broadest selection of acronyms. As well as DTNA (Daimler Trucks North America), there’s reference to the economies of the BRIC countries (Brazil, Russia, India and China), as well as the TRIAD counties that include the European Union and the industrialised members of Eastern Asia that add Japan, Taiwan, South Korea, Hong Kong and Singapore to the trading partners of NAFTA, (The North Atlantic Free Trade Association), which comprises Canada, Mexico and the United States. In the grand global scale of things, the TRIAD countries account for over 50 percent of the World GDP (World Gross Domestic Product) while accounting for only eight percent of the world’s population.

According to the industry prophets, despite a temporary decline of 15 percent, Brazil’s truck market is at a high level but looks to get weaker, dropping to a level of around 130,000 units in the medium-duty and heavy-duty segments. China’s market benefited from Government incentives to buy new trucks back in 2010, but these have now dried up as the nation awaits further incentive programmes to stimulate demand. Russia’s truck market is expected to show double-digit growth and is already running at twice the level of the German market, at around 145,000 units. In Japan, reconstruction measures have a positive effect that could lift sales this year by 20 percent. Meanwhile, over in the land of turmoil, also known as the United States, and in advance of presidential elections, both van and truck demand is set for double-digit growth. Despite the attempts by governments to move freight to rail, shipping and aircraft, the current statistic is that 70 percent of the world’s transportation volume travels by road. Indeed, the latest OECD statistics (Organisation for Economic Co-operation and Development) proclaim that road freight transport will more than triple worldwide by 2050. According to Herr Renschler, this all bodes well for the truck makers, and, in particular, the member groups of Daimler.

“Global demand for medium-duty and heavy-duty trucks alone should increase by nearly 40 percent, to almost four million units by 2020,” said Herr Renschler. “The major part of the growth will come from the BRIC countries, but a large part of our earnings will still lie in the TRIADS. The demand for medium and heavy-duty trucks in India alone, the third largest market in the world, should reach 300,000 vehicles. “Gross domestic product is expected to rise by around 30 percent between now and 2020, when the economy grows and the demand for transport services increases. As a result, global demand for medium and heavy-duty trucks alone will expand by 50 percent over the next ten years,” Mr. Renschler added. Herr Renschler’s speech showed how Daimler views its future in the short term, but this anticipation of a better world that lies ahead was not seemingly shared by all executives. Within a matter of only a few hours, the CEO of Michelin Tyres indicated that, in the view of Europe’s major tyre supplier, not everything in the garden is quite so rosy. PowerTorque ISSUE 50

TESTED

few months ago, I drove a couple of 2012 evaluation Fuso F-models around Fuso’s Kitsuregawa proving ground in Japan. Since then, the ‘Australianising’ process has been completed and there are several demonstration trucks being ‘seeded’ in fleets around the country.

My test began on the Hume Highway, just south of Sydney, on a late-winter’s morning at 3:30 a.m. It was icy outside, but warm inside, the Fuso FV54 that had been brought to the rendezvous by regular Canberra Overnight Transport driver, Joseph Oliverio. “How’s the Fuso?” I asked.

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“Pretty good,” replied Joseph, “but not quite as grunty as my regular Argosy.” Fair enough comment, given the horsepower difference between a top-spec Detroit Diesel and the Fuso’s ubiquitous Mercedes-Benz OM457 12-litre, in-line six-cylinder. Still, with 455 hp (335 kW) and 2200 Nm on tap in the test vehicle, the FV54 promised to be no slouch, hauling a Dago X Press triaxle trailer loaded with multiple-drop freight for Goulburn and the nation’s capital city. The other engine ratings available on the 2012 F-range are 360 hp (265 kW) of power and 850 Nm of torque, and 400 hp (295 kW) of power with 2000 Nm of torque. Transmission

ECONOMIES OF SCALE

ECONOMIES OF SCALE The latest Fuso heavy trucks now combine the proven Mercedes-Benz powertrain with the legendary Fuso chassis and running gear. Allan Whiting checks out the result

options range between a 13-speed manual Eaton gearbox and the 12-speed automated manual. Getting into the Fuso FV was something of a climb, up three steps, aided by well-positioned grab rails. A ‘staircase’ step design rather than the existing ‘ladder’ positioning would help further. Most cabs with this floor height greet the driver with a flat or low-rise engine tunnel, but the Fuso FV has quite a large bulge between the two seats. That obstruction makes the high-roof cab something of a ‘bitser’, because you can’t stand up in the centre of the cab to change clothing. However, it makes getting into the sleeper relatively easy and there are two bonuses: on the inside, a large storage bin above the windscreen; and, on the outside, no need for a roof fairing. I slid into Joseph’s chair, altered some of his comfort settings – he’s better fed than I am – and fired up the Benz donk.

This proven engine has had more starts than Gunsynd – jumping out of the gate as a conventionally-injected, pushrod six in the 1990s, retrained for longer runs with pump injectors as the Series 55 Detroit, given a longer leg stroke for more staying power as Freightliner’s MBE 4000, and now back as a middle-distance goer in its original 12-litre capacity, with common-rail injection and BlueTec SCR emission control. Driving ergonomics are very good, with switches, controls and storage bins all in easy reach of the driver’s seat. However, there’s a glaring omission: a drink holder that can accommodate an Aussie-sized drink bottle. The standard holder will take a can of Pocari Sweat (a strangely-named Japanese sports drink), but nothing larger. Standard on the FV54, and the only transmission offered on highway-spec Fuso heavies, is an Inomat II, automated-shift 12-speed, with neutral and gear selection via a stubby lever. There’s no clutch pedal. There are two torque capacities: G-230 for up to 2000 Nm and the G-330 behind 2200 Nm engines. (A severe-service FV model comes with an Eaton 13-speed manual.) PowerTorque ISSUE 50

FEATURE

Improved aerodynamics is now becoming a major focus for European and North American fleet operators

In mathematical terms, it’s called a logarithmic progression. If you double the speed, you quadruple the wind resistance. It takes more horsepower to push the vehicle through the air, and it takes more and more fuel put through the engine to achieve the desired constant horsepower.

In our feature called “Thinking Fuel” in the August issue of PowerTorque, we showed how driving with the right attitude to fuel economy and journey time could easily produce typical savings in fuel costs of over $23,300 per year. The load still got delivered within the permitted hours, but the prime mover, in this case a Mercedes-Benz Actros 2648 prime mover coupled to a single semitrailer, was driven with a focus on maximising fuel economy at the expense of a few minutes of journey time. Driver training is critical for any operator looking to reduce fuel costs, but these savings can only be made if the driver has the right attitude to fuel-efficient driving. Whether by personal desire or by company incentive, the savings can be made on every vehicle and every trip.

It’s

an unfortunate fact of life that Australian operators don’t spend enough of their time considering the significance of reducing wind drag and improving aerodynamic efficiency in terms of their bottom line.

There are savings to be made and, ironically, although the interest is all being generated in the European market, our potential for financial gain by applying common aerodynamic principles is far higher than any operator could achieve in Europe. This results from our higher road speed (100km/h versus 80 km/h) and our consistently longer distances. Wind resistance makes little impact on a vehicle travelling at under 80 km/h. But, as speed increases, so too does the demand for more horsepower to achieve the desired cruise speed on the open highway.

Given that we can save over 15,000 litres of fuel by driving with the right attitude, recent testing by Mercedes-Benz in Germany has proved we could add a further reduction in fuel use of at least 4,000 litres, annually, if we consider the issue of wind resistance. Georg Weiberg, head of Truck Product Engineering for Daimler Trucks, presented a paper at the IAA Hannover on Advanced Aerodynamics of Trucks and Trailers. PowerTorque was present, and what follows is a synopsis of the presentation. “Expert predications are that fuel prices are expected to rise even further in the medium to long term. While we cannot do much about fuel prices, we can at least influence fuel consumption,” said Mr. Weiberg. “Our response is the “Aerodynamics Truck & Trailer” initiative. As a truck manufacturer, our primary focus in terms of fuel consumption is on our trucks.

Aerodynamically

SPEAKING Mercedes-Benz and trailer manufacturer Schmitz Cargobull demonstrate the vast

fuel savings, and subsequent cost savings, available from reducing wind drag

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AERODYNAMICALLY SPEAKING “The New Actros spent 2,600 hours in our wind tunnel, where we improved its aerodynamic properties to a level unmatched by any other truck up to now. From the radii in the cab, radiator louvres and radiator shutters, to the side panelling, underbody and wind deflector, our experts tirelessly scrutinised every detail to arrive at the best solution. “In the same way, we have streamlined the fully automated drivetrain, consisting of engine, transmission and axles, to achieve maximum efficiency. Under test conditions, the New Actros 1845 (Euro VI emissions limit) consumed just 25.9 litres/100 km, while the New Actros Euro V even managed to achieve a figure of just 25.1 litres/100 km. “Nevertheless, this is not enough. We therefore developed the Predictive Powertrain Control, the predictive cruise control system. PPC controls the speed of the vehicle with the help of GPS data, and intervenes, when necessary, in the drive control. “PPC works like a good driver with an intimate knowledge of the route. The difference is that, thanks to GPS and stored 3D map material, PPC is intimately familiar with the route profile for many hundreds of thousands of kilometres of roads. And, PPC can still work with perfect concentration and stamina at the end of a long shift. “These innovations, along with a raft of measures relating to the semitrailer prime mover, mean that no major additional improvements can be anticipated in the medium term. Accordingly, we need to focus on other areas, develop general concepts, and also incorporate the trailer and body,” he added.

In collaboration with the body builder, Schmitz Cargobull, Mercedes-Benz has developed the Aerodynamics Trailer. It is not a semitrailer for the distant future, but a semitrailer for 2013. “With the Aerodynamics Trailer, we have reduced the total wind resistance for a semitrailer by a massive 18 percent, and this helps us reduce fuel consumption by 4.5 percent – all without changing the slightest detail on the semitrailer. “It is possible to reduce a semitrailer’s fuel consumption to less than 25 litres/100 km. This is assuming a weight of 40 tonnes, five axles and under realistic conditions in public road transport. (N.B. These figures relate to a 4x2 prime mover with European semitrailer on wide single tyres),” said Mr. Weiberg. When travelling a standard distance of 300,000 km per year, the Aerodynamics Trailer can save its operator around 4,000 litres of diesel per annum. At the same time, CO2 emissions are reduced by more than 10 tonnes – all with just one semitrailer. Since participating in the test programme, Schmitz Cargobull was so impressed with the potential savings the company continued with its own test programme to reduce the wind drag taking place on rigid trucks. This solo truck for long-distance and distribution transport saves around three percent in fuel at a motorway speed in comparison with a truck with a conventional body. Despite being one of the main forces driving the current aerodynamic research, MercedesBenz accepts that its results simply reinforce some 30 years of research expertise in the field of truck aerodynamics. When this writer joined Ford of Britain back in 1977, the company’s truck division was working experimentally with Toleman Motorsport, the team that gave

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