Transport & Trucking Today Issue 92

TIC: Isuzu is a member of the Truck Industry Council - Safer Greener Essential. Gear in the tray is not included in this offer. F•S•A/ISZ8667

Special Edition Premium Tradepack Complete with an Isuzu specified 4500mm x 2122mm heavy duty aluminium tray body • Two-piece, 303mm high drop-sides • Three-piece ladder rack (rear racks are removable) • Genuine Isuzu polished aluminium bullbar and genuine Isuzu 3500kg tow bar, incorporating 24v, 7 pin flat plug trailer wiring harness and chrome tow ball • Isuzu super clean Euro V SiTEC Series III 5.2 litre diesel engine • Cornering lamps • Satellite navigation • DAVE media system.

Premium features: • 6 speed AMT • Cab factory painted in silver • Lockable steel toolbox • Only available from participating Isuzu Dealers (while stocks last) www.isuzu.com.au

NPR 2OO

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

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

& TRUCKING TODAY

44

FEATURES

14 LONG WAY TO THE TOP 22 UNITED NATIONS

Yes, we are the first Australian magazine to drive the new Actros Kenworth go Dutch with the option of the MX engine now available

28 THE INTERLOPER

What’s wrong with this picture? Can you pick the odd one out?

Moral: don’t judge a book by its cover

34 GOING INTO HYPER-DRIVE

A 10 percent fuel saving? Really? From hypoid gears over hub reduction? Believe it!

50

44 NUMBERS GAME

Are we all so used to emissions and rules we have forgotten a few facts and figures

50 THEM’S THE BRAKES

Bendix and Kenworth join forces to demonstrate the power of ABS brakes

55 MINE GAMES

Transporting mine workers safely and efficiently made this bespoke body builder to think outside the square

58 THE LAST HURRAH

Tick, tick tick – is the end near for the iconic and much loved Holden ute? Get one now before it’s too late

Transport & Trucking Today is published under licence by the Truck Power Media Group Pty Ltd and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia.

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

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Single copy price $6.60 incl. GST

34 DEPARTMENTS

04 BACK TRACKS 06 IDLING

It’s time for The 2015 Australian Truck Show To hell with it, ditch the clutch entirely

07 HIGHWAY 1 64 MONEY

All sorts of interesting stuff here Paul Clitheroe offers some tips on saving dosh

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BACK TRACKS GEOFF PARADISE

“They need to dispense with the parochial aspect and re-brand the Brisbane Truck Show The 2015 Australian Truck Show” Shows like Mid-America are recognised as a true national event, not a state-based event. The Brisbane Truck Show has the opportunity to seize that mantle.

L

ast issue’s editorial regarding the need for an annual truck show hit a nerve in the industry.

Some weeks after it published Cat Trucks Australia (CTA) announced they would not be participating in the 2014 Melbourne Truck Show, saying they “will be focussing its marketing resources in a more focussed way on the launch of the CT630S.” Cat Trucks managing director for Australia and New Zealand, Bill Fulton, said the Brisbane Truck Show (where the company won two awards) sets the pace for the industry.

He said in the official announcement they were extremely pleased to be part of an event that broke previous records.

Cats Trucks Australia’s decision was supported by their dealer network. My editorial was purely coincidental.

What CTA do with their marketing dollars is their business, likewise for all manufacturers but as the newest fair dinkum truck on the market – I’m not even thinking about the two Chinese imports as one seems to be clinically dead while the other is showing little signs of life – Cat were the first to make a commonsense decision based on the realities of business.

At the time of writing the very subject of “will we or won’t we” is being debated by

truck company executives around the country and more announcements may follow.

But the uncertainty by some manufacturers of participating in next year’s Melbourne event and the overwhelming success of the Brisbane Truck Show this year raises a very real opportunity; the organisers of the Brisbane show need to take stock of what their show has become and seriously consider the importance and class of their event.

What the CVIAQ has on its hands now is a NATIONAL show. They need to dispense with the parochial aspect and re-brand it ‘The 2015 Australian Truck Show’. They need to take ownership of the national status this show so justifiably deserves.

At the risk of sounding like some left wing political party the concept of ‘one show, one nation’ makes sense. Forget about state rivalries. A show has to be held somewhere and Brisbane is as good a place as any.

The Mid-America Truck Show is held in Louisville, Kentucky, a city that is as busted arse as you can get and very risky after dark.

It is the antithesis of Brisbane but the fact is that’s where MATS is held and that’s where it is going to stay. Brisbane deserves its show and the country deserves a national event.

Here’s another off-cutter from the left arm spin I sometimes produce; the CVIAQ –

should they go down this path – should dispense with any parochial selfishness they may harbour and seek the imprimatur of the very body that represents all of the truck brands in Australia; the Truck Industry Council.

I’m not suggesting for one moment that the TIC take ownership, or even get a cut of the gate. I’m suggesting that the CVIAQ embraces the TIC as a naming partner of the show.

For instance: TIC Presents The 2015 Australian Truck Show, brought to you by the CVIAQ. Obviously it looks a bit unwieldy as it’s written but a good graphic designer could shape that into a perfectly acceptable label.

After all, the TIC members are the very manufacturers who fill the halls with trucks and who stump up millions of dollars to display their wares in the first place, so why shouldn’t their peak body appear on the show title?

The CVIAQ has every right to bask in the glory of this year’s event. Brett White and his crew, and particularly my friend and fellow journalist Chris Smith, who handled the publicity and media tasks so professionally, should be elated with the 2013 event. But right now they need to go to the next level and make the 2015 Brisbane Truck Show the Australian Truck Show.

hino.com.au

LEGENDS NEVER DIE. When we do a job, we do it right. Take our 22 starts, 22 finishes, 12 class wins and a 4th consecutive championship in the under 10 litre category in the grueling Dakar Rally. Such legendary

HMS00248/DAKAR/A4

performance is proof that Hino really is a better class of truck.

IDLING DAVID MEREDITH

“You might as well go the whole hog and ditch the clutch entirely”

T

he answer to my journo’ colleague’s question was simple and made without any need for thought.

“What’s the theme of the truck manufacturer displays at the truck shows right now?” he asked.

“Fuel, fuel, and less fuel,” I replied.

I’d just got back from a visit to Hungary to preview the new (truck fanatics skip the next three words) Audi A3 sedan, and was bleary eyed with jet lag and thinking about the impact of weight reduction on fuel economy.

Audi has carved, sliced, shaved and replaced components to save fragments of kilos from the driveline, chassis and body – all to squeeze longer legs out of a litre of fuel.

The truck builders are just as tightly focused on saving the precious juice, and at every opportunity tell their story of weight reduction programs, engine mapping and transmission settings to maximize fuel efficiency.

Now here’s a new phrase to tickle the interest of the fuel conscious – ‘torque continuity’.

Back in May I attended a press conference for Allison Transmissions, where the company released its new TC10 twin-countershaft auto box (see this issue) aimed at linehaul applications.

Until now, Allison has been growing strongly in the market sectors up to heavy duty rigid distribution and vocational work, where gear changing is frequent and the right cog essential for staying un-bogged. But the

long distance operators have largely steered clear of a full auto box, opting instead for the AMTs that are now available on virtually every model of every brand.

However, my feeling is that the biggest advantage of a full auto shift, particularly with the latest technology, has been undervalued by the industry. It seems to me that if you’re going to take the clutch pedal away from a driver and use a computer to manage clutch engagement, you might as well go the whole hog and ditch the clutch entirely.

Assuming the transmission has an efficient lock-up process that can provide manual gearbox connectivity on cruise, and that the weight and price premium is not too high to jump over, a transmission that brings a zero downtime record to a truck business deserves a very close look.

Several years ago Allison ran a test day at a proving ground in Nevada. Two trucks, identical loads, weights etc, but one a manual and the other an Allison auto. An experienced driver in the manual truck was pitted against a clueless (driving-wise) marketing geek in the auto. The flag dropped and both trucks headed off on a competitive grind up a long

incline, which included at least one stop/ start. Needless to say, the geek won. But the sting in the tail was that the auto truck had 160 less horsepower than the manual. The message was twofold. Firstly, truckies were buying more horsepower than they needed, and secondly, the auto shift had a major impact on momentum up a hill because of constant and uninterrupted torque.

Now translate that into a business case for a regional distribution contract with a lot of highway cruising, particularly where the route includes hilly country. Buy less horsepower (save money), reduce tare weight if it’s a smaller engine (save money), use less fuel (save money), eliminate clutch maintenance (save money), and reduce or at least maintain trip times.

I’ll quit now as this is sounding too much like an ad. But the fact remains, no AMT on the market can match an auto for torque continuity, and until someone builds a heavyduty version of Fuso’s outstanding Duonic AMT, the opportunity for linehaul auto transmissions is just about Allison’s alone.

Suggest we all do our homework before buying another clutch, whichever way it’s operated.

Freightliner’s Revolution is a real example of reducing weight and improving aerodynamics for reduced fuel consumption.

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WS AND VIEWS FROM

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SCANIA KICKS GOAL S/peNske lobs/TH E TOP cat IN AUTOS /FREIGHT WEEK

Bronto 50 metre Skylift does the heavy lifting, is asssisted by a three section 15 metre boom

Summit chooses to paint many of their cranes in the colours of various charities to raise awareness of the charity.

Scania’s P440 8X8 is the first built by the factory and a second Scania is on the way - it may even be here by now and a third is due in September.

REACHING THE SUMMIT Summit Tower Hire make generous dontations to various charities SCANIA AUSTRALIA has delivered the very first P 440 SCR 8x8 truck built by the factory. It is equipped with a Bronto 50-metre Skylift with a new threesection 15-metre expandable fly boom.

A second, similar, vehicle arrives within weeks to bolster the 11-strong fleet at fast-growing Summit Tower Hire.

The new arrival was presented at Summit’s open day at Albion Park in Brisbane, where the bright yellowpainted Bronto S50XDT-J Skylift was displayed, complete with the Bumble Bee logo of the Australian Diabetes Council, promoting awareness of the incurable disease.

The new 50-metre Skylift was joined at the open day by a 70-metre unit already working for the company, also mounted on an 8x8 Scania P-series.

Many of Summit Tower Hire’s existing Bronto Skylifts are painted in the colours of charities the company supports, including Beyond Blue, which fights depression in men, and women’s breast cancer. A second new Scania P 440 SCR 8x8 is set to arrive shortly.

A third Scania P 440 SCR 8x8 arrives in September with an orange and black ‘Tiger’ stripe design. The vehicle is insulated for work in high voltage environments, where ‘tiger tail’ striped

warning tape is commonly deployed on power lines. The insulation capacity of this Bronto boom will have been tested to resist one million volts during sign-off in Sweden.

“By painting our Skylifts in the colours of charities we provide exposure and awareness of their work, both during transit and on worksites,” said Nigel Soden, a Director of Summit Tower Hire.

“It is good for us to put something back into our community. Diabetes is a disease known only too well at Summit. Each and every employee knows someone who is affected by diabetes,” he said, before handing

over a cheque for $2000 to ADC’s Head of Government and Business Partnerships, Janice McLay. The new trucks are equipped with Scania Opticruise, Scania Retarder, 30-tonne rear axles, hub-reduction differentials, heavy-duty anti-roll bars as well as Scania’s all-steel cab. The cab also features a metal front bumper, tough enough to handle off-road knocks and scrapes, while additional driving lights are installed into the sun visor. An extra, flexible, bottom step adds ease of entry and exit from the elevated cabin. The vehicle’s total weight is 33-tonnes.

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PENSKE BUYS CVG FROM TRANSPACIFIC After months of speculation Roger makes his move!

AT PRESS TIME it was announced the Penske Automotive Group had agreed to acquire the Commercial Vehicle Group from Transpacific Industries for $219 million.

Penske Automotive Group, Inc. (Penske Automotive) signed an agreement to acquire the Commercial Vehicles Group from Transpacific Industries Group Ltd. (Transpacific Industries) for a purchase price of $219 million.

The completion of the transaction is subject to normal closing conditions and is expected to occur by the end of the third quarter 2013.

The Commercial Vehicle Group is the exclusive importer and distributor of Western Star trucks, MAN trucks, MAN buses and Dennis Eagle trucks for Australia and New Zealand.

“Our business success is driven by our core values – the importance of human capital, maintaining OEM relationships, our commitment to a premium

Transpacific CVG

008 ging director, manawww.truckandbus.net.au Paul Glavac.

brand mix, diversification, capital investment and fostering repeat and referral business through a commitment to customer satisfaction and exceeding expectations,” said Roger S. Penske, chairman of Penske Automotive Group in an official statement.

“The acquisition of the Commercial Vehicles Group of Transpacific fits with this model, and we are excited to enter the Australian market,” he said.

The managing director of Transpacific’s CVG, Paul Glavac was just as enthusiastic in the announcement.

“We are very eager to move forward as part of Penske Automotive Group – we now have a total company focus on commercial vehicles, and access to additional professional business practices and automotive experience which will provide for enhanced customer service and a broader platform for growth for us and our

dealers,” said Paul Glavac.

“We are excited about our prospects and look forward to continue to work with our existing dealers and customers.”

He adds, “Our relationship with Transpacific will remain strong, and we will continue to provide quality products and customer service to this industry leading company.”

The Commercial Vehicles Group has a network of 65 dealers across Australia and 16 dealers across New Zealand, and provides full authorised parts, service and warranty functions for the three brands. The group also has dealer representation in Papua New Guinea, Philippines and Indonesia.

Penske Automotive, headquartered in Bloomfield Hills, Michigan, currently operates 332 retail automotive franchises, representing 39 different brands and 30 collision repair centers. It sells new and previously owned vehicles, finance and insurance products and replacement parts, and offers maintenance and repair services on all brands it represents. In 2012, Penske Automotive retailed and wholesaled more than 402,000 vehicles, with 64% of total revenues generated in the U.S. and Puerto Rico and 36% generated outside the U.S. Premium brands, such as Audi, BMW, Mercedes-Benz and Porsche represented 70% of retail revenue in 2012.

Penske Automotive is the second largest automotive retailer headquartered in the United States, as measured by

the $13.2 billion USD in total revenue generated in 2012.

Penske Automotive is a member of the Fortune 500 and Russell 2000 and has approximately 16,700 employees.

Penske Automotive has a wide and varied experience with commercial vehicles through its ownership interest in Penske Truck Leasing, a leading provider of transportation services and supply chain management.

Penske Truck Leasing operates and maintains more than 200,000 vehicles and services customers in North America, South America, Europe and Asia and is one of the largest purchasers of commercial trucks in North America. Product lines include full-service truck leasing, truck rental and contract maintenance, logistics services such as dedicated contract carriage, distribution center management, transportation management and acting as lead logistics provider.

Penske Automotive generally seek to acquire businesses with high-growth automotive brands in highly concentrated or growing demographic areas that will benefit from the groups management expertise, manufacturer relations and scale of operations. Penske Automotive Group offers outstanding brands in premium facilities and believe offering customers a superior customer service experience will generate repeat and referral business and will help to foster a loyal and dedicated customer base. The acquisition of CVG provides Penske Automotive with its first business venture into Australia.

Fifty-five of these P440’s are headed for the Linfox fleet in NSW and Victoria

Linfox choose their trucks carefully before breaking out the chequebook Scania measure up!

SCANIA SNARES LINFOX

Never one to make snap decisions Linfox have sealed a lucrative Scania supply deal SCANIA AUSTRALIA has delivered the first of 55 new Scania 440 hp SCR prime movers to Linfox, which will be split between the company’s Victorian and New South Wales operations.

The deal is the biggest Scania has concluded with the logistics leader for many years.

“We are very pleased to be

delivering such a significant order of fuel-efficient and safe vehicles to Linfox for use with some of their very high profile clients,” says Roger McCarthy, Scania Australia’s Managing Director.

“We signed the order late last year, and the factory was able to paint the trucks in the iconic Linfox red and yellow as part of

the production process.

“The vehicles will be maintained by Scania workshops on a scheduled servicing and repair programme that offers Linfox a known cost-per-km for the duration of the contract. This is an example of how the Scania Total Transport Solution concept works to provide efficient wholeof-life running costs for Linfox.”

Linfox President Fleet and Procurement Ray Gamble says, “Linfox is pleased to add Scania’s new prime movers to our growing fleet of more than 5,000 vehicles.”

“The Euro5 vehicles adhere to Linfox’s on-going commitment to the safety of our drivers and the sustainability and reliability of our operations,” he says.

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DON’T MISS FREIGHT WEEK 2013

WEEK

HEY TC! No major announcement on which OE’s will be taking up the TC10 but you can reckon on most will

WILL IT BE THE ‘top cat’ of automatic transmissions when it is available here? Allison executives are playing their cards very close to their chest when asked when the all-new twin countershaft 10-speed transmission will be launched and with which manufacturers.

This is despite Navistar having one prominently displayed on their stand at this year’s MidAmerica Truck Show.

The all new TC10™ was the centerpiece of Allison’s stand at the recent Brisbane Truck Show.

Allison say the TC10, Allison’s Continuous Power Technology - delivers a combination of uninterrupted power shifts and close ratio steps, which enable axle choices that take full advantage of modern, lowspeed engine efficiencies.

Clutch-to-clutch shifts maintain power flow to the drive wheels, eliminating the

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turbo boost loss experienced during shifts with manual and automated manual transmissions.

The TC10 is specifically designed for both city and highway prime mover duty cycles and provides blended architecture with full power shifts, a torque converter and a twin countershaft gear box.

It is fully automatic and offers smooth, seamless shifting through 10 gear ranges. This improves acceleration and fuel economy, making the TC10 ideal for distribution applications where a prime mover splits its work cycle between city and highway driving.

Test fleet users achieved an average five percent fuel economy improvement with the Allison TC10 transmission as compared to their current manual and automated manual models.

“Approximately 100 major

fleets throughout the United States, representing a variety of applications, have been using our TC10 transmission in real-world duty cycles over the last two years,” said Jim Wanaselja, Vice President of North America Marketing, Sales and Service at Allison Transmission.

“The better fuel economy, coupled with Allison’s renowned reliability, durability and ease of operation makes the TC10 a powerful tool for improving fleet efficiency.”

Rated up to 600 horsepower and 2305 Nm of torque, the TC10 is designed with 10 forward speeds and two reverse. It comes equipped with Allison’s newest generation of electronic controls, which provide superior fuel economy features, prognostics to eliminate unnecessary oil and filter changes, and enhanced shift selector functionality.

THE VICTORIAN TRANSPORT ASSOCIATION (VTA) together with the Victorian Automobile Chamber of Commerce (VACC) is to proudly present Freight Week 2013 in September. The program has been finalized and this year’s program is better than ever, say the organisers.

“Freight Week is a freight industry owned and sponsored event with a ticket price around a tenth of commercial conferences, yet its value in networking and professional content is immense.

“Freight Week 2013 will cover a number of key issues that will give value to all sectors of the industry, said VTA Executive Director, Philip Lovel.

The event will attract freight owners and movers, freight solutions providers, Government regulators, policy and enforcement personnel and a variety of other interested parties.

Leading speakers, panel sessions, break out groups and an exhibition contribute to the exchange of ideas and to debate topics relevant to our industry. Strongly supported by a range of sponsors, Freight Week is a low cost, high content week.

With specialist themes and flexible tickets, attendees can pick the days that are most relevant and make the most of the information and networking opportunities throughout the week.

Freight Week 2013 is being held from Monday 2nd to Friday 6th September 2013 at the Melbourne Park Function Centre (Tennis Centre).

To find out more and view the program please visit www.freightweek.com.au

Every new truck or bus now comes with 12 months comprehensive insurance included at no extra cost. It’s just one of the ways you get more with Fuso.

12 months INCLUDED at no extra cost!

Call 1300 429 134 or visit fuso.com.au to find out more.

This offer is available from participating Fuso dealers on new orders for new trucks and buses placed between 1 May and 31 December 2013. Excludes national fleets, government and rental buyers. Insurance arranged by Fuso Financial, a registered business name licensed by Mitsubishi Fuso Truck & Bus Corporation to Mercedes-Benz Financial Services Australia Pty Ltd ABN 73 074 134 517 AFSL 247271 as an agent of the underwriter QBE Insurance (Australia) Limited ABN 78 003 191 035 AFSL 239545. Please see the Product Disclosure Statement and Policy Wording booklet for full terms and conditions. Insurance cover cannot be exchanged for cash or a discount off the purchase price of the vehicle. Full terms and conditions available from participating Fuso dealers or www.fuso.com.au. Fuso is distributed by Mercedes-Benz Australia/Pacific Pty Ltd ACN 004 411 410.

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HENDRICKSON TURNS 100 From humble beginnings in Chicago Hendrickson lead the way THIS YEAR MARKS Hendrickson’s 100th year anniversary. One could only imagine if Magnus Hendrickson, founder of The Hendrickson Motor Truck Company in 1913, could fathom that his small business would grow to become the world’s foremost suspension designer, manufacturer and supplier to the commercial transportation industry.

Today, Hendrickson is the leading global producer and provider of medium and heavy-duty mechanical, elastomeric and air suspensions, integrated and non-integrated axle systems; auxiliary lift axle systems, parabolic and multi-leaf springs and bumper and trim components to the global commercial transportation industry.

“The 100th year anniversary is about celebrating the past, but more importantly, looking to the future. The events surrounding the centennial anniversary feature new products and resources, while reinforcing the company culture and passion for the industry” said Gary Gerstenslager, president and chief executive officer, Hendrickson.

“As trucking’s second century begins, Hendrickson is poised to draw on our legacy of superior design, quality manufacturing and superb customer service to deliver lightweight, durable suspension systems and components required to carry freight through the commerce centers as well as the far reaches of the globe. Hendrickson looks forward to the next 100 years” added Gerstenslager.

Since developing our first walking-beam suspension,

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Hendrickson continues to pioneer innovative ride solutions such as AIRTEK™, integrated front air suspension and axle for trucks; INTRAAX Tri-axle trailer suspension, axle and brake systems; COMPOSILITE-2, lightweight and low maintenance lift axle system for trucks or trailers and the largest and most diverse selection of bumper and trim products.

The Hendrickson story began in 1913 when this small Chicagobased manufacturing company built custom engineered trucks which included designs that were equipped with cranes to help haul stone and other building materials.

In 1926, Hendrickson introduced the first patented walking-beam tandem truck suspension. This unique design distributed the truck’s load evenly between the two rear axles,

Hendrickson’s HXL 7 wheels end package.

which improved ride and traction.

Today, this system concept is still used by vocational fleets the world over and is branded as the RT. The company evolved and strengthened its commitment to heavy-duty suspensions by entering the steel leaf-spring business in 1969.

Hendrickson was acquired by the Boler Company in 1978 and consequently entered the trailer suspension and lift-axle business, which fostered some of our leading suspension brands in the industry today. Eventually Hendrickson sold the truck manufacturing operation to focus solely on suspension systems and related components. Today, Hendrickson remains a privately held organization and committed exclusively to the systems needs of the global commercial vehicle industry.

Globally Hendrickson has

expanded into a number of countries and in the Asia Pacific region with offices in China, India, Japan, Australia and New Zealand.

The Australian operation is responsible for the Asia Pacific region through a series of company offices and appointed distributors. Hendrickson has invested heavily in an Engineering department which is able to focus on the needs of the local truck OEM’s in Japan, Australia or the mining industry.

As trucking’s second century begins, Hendrickson is positioned to continue the heritage of delivering superior designs, quality manufacturing and lightweight, durable suspension systems and components to the global medium and heavy-duty transportation industry.

Visit the Hendrickson web site at www.hendrickson-intl.com

WHITE LINE FEVER

INTRAAX

®

puts money back in your pocket.

Every INTRAAX® suspension design is based on Australian operating conditions and assembled in Kentucky, USA to the Australian heavy-duty standard.

• The INTRAAX® range allows operators to specify the lowest tare weight system best suited to the application, maximising payload with every trip • Road friendly shock absorbers with heavy-duty mounting bracket and grade-8 mounting bolts • S-cam tube with tight tolerance tube, sealed boot and special washer to protect the S-cam head • S-cam bush with extra wide powdered metal bush containing an additional grease system Evo Magazine, a new independent high performance car magazine now on sale decided to do something different for their launch issue; a quick lap of Australia in a Mercedes-Benz AMG SLS roadster. This graphic Thomas Wielecki shot captures the said ‘Benz about to rocket past an orecarrying four trailer roadtrain.

Which would you rather be driving?

• Brake lining and return spring with 27 percent thicker brake linings and heavy-duty return spring • Axle beam with 14 percent increased roll stiffness, close tolerance connections and a one million kilometer warranty* * Contact your local Hendrickson representative for complete warranty terms, conditions and limitations.

www.truckandbus.net.au For more innovative ride solutions . . . 013 www.hendrickson.com.au • 03 8792 3600

First Drive

Photography: Mercedes-Benz & David Meredith

A LONG WAY TO THE TOP WITH THE PROSPECT OF THE NEW MERCEDES-BENZ ACTROS NOT APPEARING IN AUSTRALIA FOR AT LEAST ANOTHER TWO TO THREE YEARS, SENIOR EDITOR DAVID MEREDITH, WAS DISPATCHED TO THE UK TO BE THE FIRST AUSTRALIAN TRUCK JOURNALIST DRIVE A RHD MODEL.

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found a single visual feature most striking about the trucks in Europe. It became clearest when visiting the MercedesBenz headquarters in Milton Keynes, an historical area nestled between the M1 and M40 motorways and about an hour and a half north of London.

Milton Keynes is best known outside the UK as the home of the all-conquering Red Bull F1 team, constructors and drivers champions for the last three years or so, very close by is the Mercedes-Benz F1 team.

Bletchley Park, where the German ‘enigma’ code machine was broken is alongside, and close by is the city of Newport Pagnell, birthplace of 007’s favourite steed, which now hosts a bespoke Aston Martin dealership and service facility, still using the old factory’s listed buildings.

Milton Keynes was a very small and insignificant village, with a history dating back several hundred years (this is England, afterall), until the motorways spread and the two major routes north narrowed at that point – the M40 to the west and the M1 to the east. That’s probably why Scania and fleet giant Eddie Stobart both have their headquarters there.

From Milton Keynes, any destination in Britain is readily accessible. The place has grown into a city, yet in many ways the growth has been driven by necessity and practical business decisions, so the new areas look pretty sterile.

Back to the visuals. The most common sight in an Aussie truck stop is a forest of bull bars.

Painted, chromed, stainless, polished aluminium, straight up, wrap around – all types, but they shield and protect almost every brand and type of rig available anywhere in the world.

The UK is the exclusive province of the cabover European, and because English cattle and sheep are so much better behaved and refined than our local rabble (actually I think they’re simply frozen to the spot), bull bars are a waste of time, effort, weight, aerodynamics and styling.

As a result, truck builders take a great deal of pride in sculpturing their trucks from the air horns to the bumper sills, knowing that their design will not have to hide behind the equivalent of a heavy-duty farm gate.

Driving into the ‘Benz premises I was struck by the attractiveness of the line-up of new Actros’s.

They are of course functional, but nowhere on that giant frontage has form been sacrificed for function. Each air intake, light housing, and aerodynamic flute integrates with the overall and unmistakable Mercedes-Benz brand appearance.

New Actros – which it is clumsily referred

to - actually makes the existing model look dated rather than just superseded, which is going to be a problem as the new truck will be marketed alongside the old for quite some time yet. Daimler Trucks has decided to continue the V8-engined Actros in the existing body, with only the new six-cylinder engines dressed in the new clothes. There’ll be a marked definition between those drivers going line-haul and needing the 550hp plus for the job, and those who are using up to 510hp who can get the new trick cab and front end, depending of course on the ratings that are available when the truck eventually hits our shores, on that subject, be advised not to hold your breath.

Despite the previous model carrying off repeated awards from trucking publications, Daimler’s design people have really gone to town on the New Actros cab with every piece of sheet metal, pane of glass, and section of interior trim starting from a clean sheet of paper.

The driver has been the number one focus for designers, with two cab widths, optional floor heights, flat floor availability on the smaller versions and a choice of engine tunnel heights.

More than ever the dealers are having to closely analyse the customer’s usage and recognize that the driver activity will have a major impact on how the cab spec is determined. And that’s before they start looking at running gear.

If the biggest Actros cab was any taller, it would probably need pressurising. When I opened the driver’s door, the floor was about 10cms above my eye line. There are five steps up to the cab, and that means an over two-metre tall door section that needs to be carefully managed in high winds. If ever a truck could benefit from Argosy’s fold-out step, this is one.

But despite the long way to the top, the 2500mm wide cab has a roof that still allows 2.13-metres of headroom between the seats. I’d put my camera gear and folders on the floor as I took the stairs, shifting them to the centre part of the floor before I got behind the wheel. As I got settled in the new rig, I recognized the improved seat adjustment, and tried out the fully-adjustable steering column that can stand straight up for entry and climbing out.

The Actros has a completely new dash design that surrounds the driver and puts as many controls on the steering wheel or column as possible. The gear selector has now disappeared from the left hand seat armrest, and reappeared on the right hand side of the steering column. A smallish visual display screen between the two main gauges, which show engine rpm and road

Simply stunning lines of the Actros make the current model look as dowdy as a school mistress in an overcoat.

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TIME FOR A COMMERCIAL In the UK Mercedes-Benz Commercials has a broad portfolio of business stretching across the entire product range. I spoke to the marketing folk about the light commercial sector, and Simon Woods was very keen to outline some major developments in the Vito range.

Presently, ‘Benz is doing well in the UK with CNG versions growing strongly in the local delivery area.

But the all-electric Vito is starting to score good results with large fleets that focus on the City of London. The congestion tax of £15 a day, payable all weekdays, means an electric Vito, which doesn’t pay congestion tax, saves around £340 a month in direct cash savings.

MB doesn’t sell the electric Vito – you have to lease it, for £1200 a month. After fuel savings, tax benefits etc the net cost will come down to around £400 a month, which is comparable with the fossil fuel version.

At present the Vito is also the only European vehicle to be Black Cab licensed. The final hurdle to this uniquely British market was cleared when the UK distributor arranged local development of a steerable rear axle to meet the London Carriage office’s maximum turning circle regulations. Apparently it also helped when it was pointed put that the authority would immediately meet all its Euro 5 emissions targets with a Vito fleet.

Plus there’s the small matter of the Black Cab builder going broke.

Somehow though, I can’t see all London shifting to a cab-over, van based taxi, especially as it’s made “over there.”

London Mayor Boris Johnson probably helped by making public his views that he wants all London cabs to be electric, so the mood for change is certainly there.

In the light van area MB’s new Citan is doing well. The group is selling the van through its large commercial dealers which have 24/7 servicing arrangements for customers. That puts Citan ahead of its competition, which use dealer networks tied to passenger car dealers and general servicing hours.

When it does arrive meeting emissions won’t be a problem for Actros

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speed, is managed via remote-control-like D-pad selectors on the steering wheel.

The driver can call up most diagnostic and truck performance data with a couple of thumb clicks. The display is hooded and features a clear white-on-black text style that I’m assured doesn’t get difficult to see in glare. I couldn’t test that – English skies don’t have any glare.

Off to the left and in the main instrument binnacle is the main TFT screen where audio and GPS data is available. Switchgear below that controls the climate on board and Daimler claims tricks like using residual engine heat to keep heating the cab for a couple of hours after shutdown. The designers

appreciated. However it was so effective I had to turn it off before we got out of the gate.

The passenger’s seat deserves some comment too. It’s set up as a rest spot for the driver and allows the use of a small but adequate slide and fold-out desktop for those paperwork or laptop jobs. I can see it being so much more convenient to walk across the cab without stooping, complete the documents and then stride back to the driver’s seat without the danger of kicking and tripping over things.

There’s a minimum of three power sockets around the cab for the ancillary stuff that drivers will install – more are available on request.

three years. I recalled reading some very positive reaction from British truck journo’s when it was released, and after the first few minutes in the cab, even before I turned the key, I can understand why the truck has taken the lion’s share of heavy duty sales again.

THE DRIVE Simon Wood is the press and PR person for Mercedes-Benz Commercials in the UK, and had selected a mixed route for my test drive.

The new truck is still going through a staged introduction, as the old cab, and indeed the V8 engines are still available. But the new model, solely in six-cylinder form is expanding

“The driver can call up most diagnostic and truck also reckon that the new air-con’ system directs “draught-free” fresh air around the cab via some new diffusers behind and under the dash – time will tell if Aussie truckies can get away without directing cool air exactly where they want it.

There is a range of seat options up to a massage unit that looks like it could re-align your spinal column, and they all feature an extra 40mm width. Bums are getting bigger around the world apparently. On the test truck the seat was adjustable at several points up the backrest and a very considerate engineer had cranked up the seat heating before we climbed aboard. As it was around two degrees outside and a bit blustery that was very much

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There were two sliding drawers under the bed, one of which was set up for a fridge.

Outboard and accessible by either lifting the bed ends or via external hatches are another two storage compartments that add another 420-litres of storage space. The overhead compartments are closeable and each has interior lights. Around the ceiling, instrument panel and foot-well is an array of 14 dimmable blue interior lights that are designed to cheer the mood. Should try switching them on if the coppers pull you up.

Actros presently has just over 17 per cent of the long-haul market in the UK, and apart from a blip last year when the DAF XF took the lead, has been on top for two of the last

roles with bigger capacity sixes and more horsepower. Simon told me Mercedes-Benz in the UK was serious about getting the new Actros message across, and its release activity underlined that. The sales team ordered a staggering 100 demonstration trucks for the release, and after dealers and journo’s had been introduced to the new models, the trucks hit the road across the country as dealer and customer demonstrators.

Very rapidly, the industry got a feel for the new cab and engine, plus a clear picture of the stability of the new chassis. Simon was quick to say that Actros has won Scania and Volvo customers – one adherent of a Swedish brand had installed the Euro 6 Actros on a

twice-weekly Glasgow to South Wales run and claims he’s saving £300 per round trip. Think of the extra egg and chips you could buy with that!

The German logistics group Bundesverband Guterkraftverkehr Logistik und Ensorgung did a survey of German freight groups, analyzing the costs of operation. Fuel saving technology is directed at the second highest business expense for operators, and explains why so many groups are upgrading to latest technology equipment. (Of course the biggest expense is personnel – if they start using B-doubles they’ll cut that very quickly).

The trailer was courtesy of an English

only wind noise was a rustle from around the mirrors and the exterior visor.

I had to laugh when Simon called it a sun visor. Britain was in the middle of a cold snap from arctic blasts across the North Sea, so the sun was rarely seen. But because the sun spends most of its time low in the sky, there’s quite a lot of glare before noon and after about 2-00pm – when it’s not completely overcast that is. That’s why I appreciated the full-length internal visor and separate pull down side visors, vital for north-south runs back home.

The complete wrap-around cab style is a boon for driving, and with the gear selector now moved from the left hand armrest to a

of the live data positioning of a competitor, and may need a technology upgrade soon to step up to the new level.

Getting out of Milton Keynes in any direction requires serious roundabout skills as they are nothing less than an infestation.

However, if the UK replaced its roundabouts with traffic lights, the place would grind to a halt. I gained a new appreciation of how traffic engineering is focused on keeping things moving. Still, the constant maneuvering rapidly got me used to the feel of the steering and ability of the engine/transmission to keep the right gear on song no matter what the state of the road. We headed for a motorway

performance data with a couple of thumb clicks” magazine and after getting the quick runthrough on the basic controls we weaved our way through a forest of C-class and E-class cars waiting for delivery to the exit gate.

Because Actros is new from the ground up and features the undisputedly biggest cab on the market, it’s very popular with the longhaul set. I queried this as it seemed to me the bigger the frontage, the more wind resistance.

But according to Simon, Daimler has spent around 2,500 hours in their wind tunnel with the new cab, and the use of front to side air vents not only clears the side windows of spray but reduces the high pressure area below the windscreen. On my run it was obvious the engineering worked. As the speed built up the

stalk on the right of the steering column, I never needed to take my hands off the wheel to manage driving operations.

Adaptive cruise control is not standard on Actros in the UK but is available as an option.

The test truck had the Predictive Powershift Control (PPC) option fitted, which is a standalone 3D mapping system that scans the road up to three kilometers ahead, then adjusts the shift pattern accordingly. If it encounters a section of road that isn’t in the database, it surrenders and reverts to reading the inclinometer on the transmission as per current generation AMTs. However that can only react to the immediate position of the truck and isn’t predictive in any way. The system is a bit short

section in search of a truck stop, where we could take some comparative pictures of the new cab amongst its competitors.

Despite the load the truck felt very lively and capable. The transmission only used a handful of ratios and with a little thinking ahead the engine brake was more than capable of standing in for the service brakes. The Actros is not the quietest prime mover I’ve driven recently as I could hear the engine more so than in the new FH I drove the week before. But the rest of the running gear is absolutely silent and combined with effective aerodynamics Actros is still a quiet ride.

Reaching a truck stop we snaked the gleaming Actros in between some road

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Rubbing shoulders with some of Europe’s finest. Not exactly Tarcutta!

From where I sat, the trailer tracked perfectly weary French and Romanian punters. The Frenchman in the MAN lifted his head and widened his eyes. “Nice truck,” he said with a smile. The Romanian in the DAF was totally expressionless and didn’t give a stuff.

British truck stops are mingled with huge “services” stops for car drivers and coach passengers and provide everything from meals to betting shops. During the day turnover is rapid as drivers use them to keep topped up on stay-awake drinks and take a leak, but at night they rapidly fill up with trucks waiting for the early morning delivery nearby. Entry and exits are designed for the single trailer set-up so we had no trouble getting through but there’s always something on the move. You have to reverse into a slot very quickly as there’s always a line-up behind you. After some pictures we re-entered the traffic flow and were quickly heading north in a long line of trucks.

Off the motorway Simon had planned A and B road drives that included a pretty good mix of conditions. Nothing fazed the big Mercedes though. I always had perfect vision, so no excuses for any bingles. The engine brake was effective but I’d be ticking the option box for the retarder for B-double work.

Despite the height of the cab, there was no discernable rocking when the road camber started shifting. One of Britain’s pressing road maintenance problems is the rutting caused by the universal super-single trailer tri-axles used here. The Brits have had to upgrade their road construction specs to cope with it, less so on motorways where the weight is only in one spot for a moment, but local roads really get hammered.

From where I sat, the trailer tracked perfectly and I think the super-singles played a big part

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in that.

Of course we managed to encounter rain – the auto wipers are habit forming – and this is where good cabin ergonomics really shines.

Despite heavy traffic, I was able to use all the truck’s driving features without the confusion (and danger) of looking around for the switch or dial. Everything flowed seamlessly, and for this reason as much as any I can see Actros being popular with operators in metro and regional applications as well as line-haul.

Our turnaround point was the sleepy haven of Stratford-on-Avon, and apart from wondering exactly which house Mr. Shakespeare wrote the odd play in, I had to focus entirely on negotiating the narrowest streets, where it was one lane at a time – cars had to pull over and wait. Incredibly, there was a very real threat of overhead damage - not from trees, but from cottages with overhanging second floors! I thought it best to force oncoming traffic to give way rather than rip off grandma’s bedroom balcony.

A one-lane bridge that is not use to articulated trucks was a close squeeze, but the Actros vision and mirror set allowed me to keep a close eye on every extremity. I can see it being easier to park a B-double in the Mercedes-Benz yard at its headquarters in Melbourne.

Our final leg included a very steep and twisty single lane road that was probably one level below a B road. The road was damp and unfortunately whoever loaded the trailer had placed too much of the weight on the back of the trailer, so the incline transferred most of the weight off the drive axle. Within sight of the top of the hill, the Actros traction control had to join in, however with only one axle driving it simply became a limited slip diff. As

the slippage increased, the lazy axle bellows gradually inflated to put all the load on the drive and we scrambled across the top. With such a poorly loaded trailer, a 6x4 would have spread the lightened load across an even bigger surface area and probably have made the problem worse.

After a couple more stops for some photography we made our way back to Milton Keynes for a debrief. As I got my gear out I noticed something I’d missed at the previous stop. UK roads chuck a lot of grease and grime in the air and in the type of weather we were in, some roads had been salted to minimise ice. After a few dozen kilometers or so, most cars and trucks have a film of the stuff all over.

But the Actros seemed pretty clear of it above the bottom of the doors. I can only think that the new aero design moves most of that stuff away and behind the cab, improving general cleanliness as well as visibility.

New Actros is still a while away in Australia, but on the strength of the first drive in real conditions by an Australian journalist, it will quickly win friends and new customers, as long as Mercedes-Benz gets users behind the wheel.

The Euro 6 technology is not evident when you’re sitting in the driver’s seat, and certainly hasn’t slowed the truck down at all. It appears that apart from a cleaner exhaust, the biggest impact of Euro 6 on an Actros owner will be a smaller fuel bill – good news in any company.

On my last B-double Melbourne-Sydney run in an Actros, I noted that I only saw three other Actros’ on the road. That’ll have to change if ‘Benz wants a real presence in Australian line-haul. The new model has the goods to do that, provided the company and its dealers can spread the message.

advantage kenworth W hIChE v E R R o A d you tA K E oN ENGINE EMI S SI oN S

Whichever road you take regarding engine emission technology, rest assured you’ll make the right choice with Kenworth.

Kenworth now offers the best of both worlds with the arrival of the heavy duty Cummins ISXe5 to complement the Gen II ISX EGR engine.

technology for emission reduction, and is available up to 600hp. Plus you have that extra peace of mind knowing that this installation has been locally designed, tested and engineered for Australian conditions.

Now available in selected Kenworth models, the Cummins ISXe5 range utilises SCR (Selective Catalytic Reduction) exhaust after treatment

Whatever your application, take advantage of Kenworth’s expertise and talk to your local dealer now.

For more information go to www.kenworth.com.au/isxe5

New

Photography: David Meredith

UNITED NATIONS KENWORTH ADOPTS A TRIED AND PROVEN EURO’ ENGINE TO FILL THE VOID IN THE 11-15 LITRE CATEGORY. THE RESULTS WILL SURPRISE YOU. DAVID MEREDITH REPORTS.

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1.

2.

1. T409 with the 13 litre MX peformed well during the test session 2. Availability of the MX engine represents a new chapter in Kenworth’s history.

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I

f Europe means style and sophistication, and the US means grit and determination, then the blending of a European SCR engine with the unmatched work credentials of Kenworth has been an unlikely dream since the brand kicked off manufacturing in Australia back in 1971.

Kenworth has always been an American heritage given an Aussie makeover to adapt it to our local conditions so the thought of installing DAF’s outstanding, but distinctly, European heavy-duty six in between a KW’s chassis rails was way off the road map for the engineering team at Bayswater.

But in 2010 CAT rained on Kenworth’s parade by not only pulling out of the onhighway business and leaving its biggest local customer with a single engine choice, Cummins but by deciding to launch its own truck brand.

It’s been some years since Paccar chose to terminate its relationship with Detroit Diesel, when DD became part of the Daimler (Freightliner, Mercedes-Benz, Western Star) empire.

It never makes sense to throw cash at your competitors, irrespective of what business you are in!

Since then Cummins has filled Kenworth engine bays, providing a big block solution to tasks up to and including the toughest road train tasks.

However, this left a gaping hole between its 11-litre and 15-litre offerings – until the global Paccar group mobilised the solution that was already in the wings – the 13-litre MX engine designed and developed by DAF. With a reputation in Europe, and especially in the UK as a freakishly reliable fuel miser, the MX engine had qualifications to plug the Kenworth gap and further widen the market

3.

3. To the untrained observer the MX looks like it’s been there for yonks.

4. This is where it all started with the Dutch-built DAF

4.

opportunities for Australia’s biggest selling heavy-duty brand.

But there were some compatibility issues to overcome first.

MX took a different emissions direction to Cummins. It’s an SCR engine for a start, so needed AdBlue to meet the emissions regulations, which means an extra tank and less chassis space. It also runs on Europe’s 24v electrical standard, although there is a version sold in the US that has been adapted to 12v.

However necessity is the mother of adaptation as well as invention, and the benefits were too good to ignore.

For a start, until now a customer buying a T400 series had to order the big Cummins, with a tare weight much heavier than it needed to be as an unwelcome bonus. The MX is cast in carbon graphite iron (cgi), a lighter and stronger material especially suitable for the ultra-high injection pressures

that Euro 5 (and above) SCR systems demand. It weighs in a jaw-dropping 200kgs lighter than the ISX, and that’s almost all off the front axle. It also runs cooler, allowing some savings in cooling system engineering.

Finally there’s the not insignificant matter of the engine being sourced in-house and therefore with an iron-clad guarantee that parts and development support will always be there.

At the Mt Cotton test ground I started my drive experience by rolling around the course in an MX-powered DAF XF105 towing a B-double set. That got me grounded on the feel of an MX in its native environment.

I then parked the rig and walked over to an adjoining B-double of identical size and weight. But this time, the truck was Kenworth’s popular T409 with a first-time installation of the MX engine, driving through an Eaton Ultra-Shift transmission.

“Necessity is the mother of adaptation as well as invention”

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1.

“Both the T409 and the SAR versions I drove were super responsive to the throttle” 3.

It’s been widely written the world over there are vast differences between a European truck and a conventional American Class 8 rig so comparisons between the two genres are not required. It is a matter of ‘horses for courses’.

Climbing up into the Kenworth cab I was greeted with the traditional US style narrow cab set-up, a dashboard that tells you straight away you’re in a Kenworth and a long bonnet stretching away ahead.

The contrast continued as I drove off.

Instead of a heavily muted rumble of 510hp from somewhere under the floor I experienced in the DAF in the T409 the raw sound of the MX diesel engine was unleashed through twin chrome stacks.

But comparing the future against the present means considering the MX driving characteristics against the Cummins, and at that level, the MX installation is an improvement in every way.

Both the T409 and the SAR versions I drove were super responsive to the throttle – so much so that on the 18-speed manual I needed some throttle practice to get the

2.

1. Hard to believe they are all MX powered. An impressive line-up.

2. DAF COE’s hold no surprises. Beautiful to drive and under-appreciated in Oz 3. Nice to see some trucks that all all freakin’ white!

change points right.

Tied to the Eaton Ultra-Shift the engine still kept the revs as low as possible. For the markets that Kenworth will be aiming at, the 510hp MX is a worthy competitor to the CAT C13 and the DD13-powered Freightliners that are favourites amongst the bonneted set.

Kenworth is banking on attracting new customers to its dealerships with this engine.

There was no word on when that will be, but we should expect it to be later this year.

Ultimately, operators will look at these two variations on a trucking theme and ask, “which one suits my business, my drivers and my applications?” And the answer won’t always come down to efficiency, comfort, economy or any of the operational triggers.

Because both trucks are competent, both have unblemished track records and both will hold a strong resale value. It’ll come down to personal preference. But at least you will soon have a choice of platform when it comes to buying the highly efficient MX for your business.

We've done the heavy lifting.

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Contact your nearest Mercedes-Benz Truck Dealership or visit www.mercedes-benz.com.au/justdrive to find out more.

A Daimler Brand

*This is a manufacturer’s ad. This offer is available from participating Mercedes-Benz Truck dealers to buyers only on new orders placed and delivered between 1 March and 30 September 2013. This offer is not available in conjunction with any other offer. Vehicle distributed by Mercedes-Benz Australia/Pacific Pty Ltd ACN 004 411 410. Offer available on new Mercedes-Benz Actros 2644 LS 6x4 Prime Mover with hub reduction only on Safeguard Platinum Advantage. Offer restricted to approved business customers of Mercedes-Benz Financial Services Australia Pty Ltd ABN 73 074 134 517 on 60 month 100,000km pa fully maintained Operating Lease with monthly payments of $3,835 and total finance payable $230,100. $390 documentation fee is payable upfront. Standard credit assessment and lending criteria apply. # Exclusions apply. Full terms and conditions and details of Safeguard Platinum Advantage maintenance and repair cover available at your preferred participating Mercedes-Benz Truck Dealer.

Operator

Photography: David Meredith

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THE

INTERLOPER ON-SITE MINING OPERATIONS SEEM TO BE THE STAMPING GROUND OF EITHER SPECIALIST DUMP TRUCKS OR US-STYLE CONVENTIONAL PRIME MOVERS BUT SCANIA HAS BROKEN THE STEREOTYPICAL MOLD, REPORTS DAVID MEREDITH

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T

he last big mining truck/roadtrain I drove was a 19-litre QSK Cummins-powered Kenworth C540 that was spec’d to pull up to 400-tonne out of a pit and along a transport road to the crusher.

But at another level, there’s the shifting of that ore from the top of the pit to a processing facility, which doesn’t need the extraordinary cost of specialist gear able to pull hundreds of tonnes up a five per cent grade, but instead utilises the heavy-duty specs available on manufacturer’s order forms.

Cue the opportunity for one of the biggest fish-out-of-water truck tasks so far this year.

Scania has planted one of its trucks in an environment that is as hostile as it gets, completely divorced from the traditional long-haul or distribution role that the brand is famous for. Not only that, the R620 6x4 prime mover has to live alongside an experienced bunch of Australia’s most popular heavy-duty truck models.

The McAleese Group is a big Kenworth user, favouring 8x6 tri-drive T900s to pull four-trailer side-tipping sets of up to 200-tonnes around a collection of gold mining operations just west of Kalgoorlie in the WA goldfields. The roads, gradients, cleaning bays and workshops are really focused on these trucks, and the drivers are clearly Kenworth devotees. So the arrival of anything that turns the usual upside down will always cause a stir.

I spent a day on-site with McAleese’s operations manager, Justin Blackberry, as we checked out his latest experiment.

Call it what you will – a rose between thorns, brumby in the top paddock, a knife in the fork drawer – they all fit somehow, but nothing looks stranger at first glance to stand by the access road to the crushing plant and see four mine-spec’ side tippers being dragged up the ramp by a European cab-over.

Sure it looks beefier than its highway mates, but it’s still a on-road truck that stands out among the hard-as-nails Kenworths like a badminton player on centre court at Wimbledon.

The McAleese Group and Scania have teamed together in a mutual test of Scania’s R620 heavy haul truck on a major Kalgoorlie minesite operation.

Scania wanted to know if the truck could successfully integrate into a 24/7 work cycle pulling four trailers with up to 140-tonne

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In a way, it’s a bit like the geeky kid trying to play first grade but you know what?

That geeky kid scored!

“any attempt by the driver to do a standing start will fry the clutch in an instant�

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payload. McAleese wanted to know if the cab-over European would be able to manage the extreme conditions currently serviced by its exclusively conventional fleet of mostly Kenworths.

The day I visited was a perfect cloudless WA day. Goldfields country is endless plains of red-dirt spotted with clumps of bushes that don’t look all that excited to be there.

Mounds of dirt partially covered with sparse undergrowth interrupt the flatness, marking the site of past glories, or, in most cases, another “dry hole.”

McAleese has constructed a road network designed around the ultra-long rigs that keep the crusher in business. They’re wide, graded constantly, hardened to granite-like texture,

and kept as free from tyre-destroying stones as possible. However, when it rains, they turn into skating rinks and transport operations are stopped immediately. Even a dusting of moisture activates the clay and can see even a stationary rig slipping sideways off the road camber and into the ditch. Not good.

The R620 driveline is basically standard – a 620hp, 3200Nm 16.4-litre V8 Euro 5 engine, with the 12-speed Scania Opticruise AMT gearbox on the back. Scania’s retarder brake is also included. But after that, things get serious.

Axle ratings are bumped up – 8500kgs for the front and 32,000kgs for the bogie drive axles. Hub reduction of 4.21:1 and a shorter rear axle ratio of 4.72:1 combine to

keep a fully loaded road train of 200-tonnes mobile up some of the ramps leading to the offloading points.

All the suspension is steel, super singles are fitted to the steer axle, and everything’s bolted to a high ride chassis.

The sum of all that is quite different to the traditional Scania image of a super smooth, ultra quiet highway cruiser, where bumps and potholes are ironed out by multiple airbags.

This Scania, although still comfortable, feels very much a tough nut to crack, and with clay roads that are constantly pounded to rock hardness, every surface feature gets through to the driver.

The day went quickly as Justin and I shuttled between the pick-up point and

Quick quiz: which is the odd one out? Answer: None.

Scania is winning over Kenworth diehards and is earning its place on the lot.

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the offloading site at the crusher. He was impressed at the ability of the Scania to perform at such extremes.

“It’s very comfortable, but the gearbox was the biggest surprise,” he said. Justin has been raised on 18-speed manuals and had always felt that a manual was the preferred option for this type of work.

“You can’t get the precision with an automated ‘box that you can when you have a clutch to use, particularly when unloading, where the potential for tyre and axle damage is the highest.”

He said they recently sent some units with automated boxes elsewhere, because the transmission sometimes refused to allow the drivers to make manual shifts at critical

times. The ramps up to the offloading points are a grade that means a fully-loaded train is down to second gear direct drive for the last 300 metres. If the driver misses a shift, the 200-tonne plus rig stops almost immediately, and any attempt by the driver to do a standing start will fry the clutch in an instant.

So the rig is stuck until they can get a grader to get it going and help it off the ramp.

But the Scania appears to be moving Justin towards acceptance, particularly with the way the AMT system reads inclines and changes shifting points.

Danny Penton drives the rig and loves the spacious cab and (relatively) smooth ride.

I accompanied Danny on a run and had to check the mirrors to remind myself there

were four trailers behind. The big Scania seemed untroubled by the massive load. Even empty the rig weighs more than a fullyloaded B-double, so it’s always working at capacity.

Scania’s engineers in Sweden are uploading huge data loads from the truck’s on-board monitoring system to analyse fuel use, engine condition and gearbox performance. The information will be used to refine the spec’ for a closer match to the unique conditions in Australia’s mining heart.

There’s little doubt that the lessons learned in this application will feed down through the on-road trucks and may well impact on the acceptance of Scania as a viable player in the uniquely Australian road train market.

“Scania’s engineers in Sweden are uploading huge data loads from the truck’s on-board monitoring system”

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Comparison

Photography: Mercedes-Benz

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O T N I G N I O G

E V I R D R E P HY MORE E H T N A H T M E B H O T J T R U E P T T R E O DIT AB E O L D A C Y I L N L Y A C E R R OU ARS ?

E M G E T D I S O Y P S Y H N O I M. N I T H C CA U N D E E V R E B D U E H S I C O N V E N T I O N ATL A N D T H E R E S U L T S U R P R TO THE TES

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“That represented a 12-14 percent improvement and a $28,140.00 saving”

E

xcuse me for being sceptical but it didn’t really seem like much of a big deal.

Mercedes-Benz wanted me to compare near-identical Actros trucks coupled to the same trailers and do 30-minute stints around the Australian Automotive Research Centre’s 4.2 kilometre long oval test track to prove that hypoid gears deliver better fuel economy than hub reduction gears. Seriously?

Okay, I’m up for it. It seemed like a bit of a lark and there’s not much wrong with spending a day at Anglesea driving meticulously prepared heavy trucks around in circles. And for amusement we could also drive some other ‘Benz products – including a Unimog – in off-road situations.

Of course, the trucks weren’t identical. That would defeat the purpose. After being briefed on where the 11,400 heavy duty trucks sold in Australia in the past year and their particular applications it was apparent that of that number 6,300 are 6X4 and the majority

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(50%) go into service in metro distribution and intrastate, 36 percent are used in B-Double and inter/intrastate service and the remaining 14 percent are heavy B-Double and Roadtrain units.

For the purpose of further explaining who uses what and where the chaps at MercedesBenz had supplied a product application matrix that showed trucks in the 40-70 tonne GCM class favoured horsepower ratings of between 400 and 450, while regional and intrastate 40-70t GCM trucks moved up a notch to 450-500 hp, dedicated B-Double doing intrastate duties favoured 500-550hp in the 70-90t GCM bracket most heavy B-Double/Roadtrain were more inclined to use trucks with horsepower ratings from 550600 as were Roadtrains over 90 tonne GCM. Interesting, but no surprises there.

To keep things sharp and simple M-B had a pair of Actros 2660 LS 6X4’s on hand. For those of you not familiar with MercedesBenz nomenclature the ‘26’ stands for the

GVM and the ‘60’ indicates horsepower although you need to add an extra zero to it.

So, what we have is a pair of 26 tonne Actros trucks with 600 neddies under the floor.

The variations were one 2660 was equipped with hub reduction axles and a 16-speed Powershift transmission and the other was the ‘optimised’ 2660 with hypoid axles, 3.583 ratio and a 12-speed Powershift transmission.

With a B-Double set hooked up the scales showed 58 tonne while the single trailer gave us a GVM of 40 tonne. Like I said, sharp and simple.

Before I venture further it’s timely to share M-B’s own facts and figures gleaned from an extensive two year test program involving a number of operators on the east coast, over a variety of routes, kilometres travelled and weights hauled.

The most impressive result was an operator (M-B wouldn’t name the operators who participated, but did include if they ran US or Euro trucks in their fleet) who

ran a hypoid-equipped Actros 2660 LS with a B-Double trailer set over a total distance of 280,000 kilometers, an average weight of 60 tonne for an average fuel burn rate of 1.88km/l.

That represented a 12-14 percent improvement and a $28,140.00 saving over his US-built trucks over the 24 month trial period. It was calculated that over 300,000 kilometers the fuel saving would be $30,060.

Mercedes-Benz own in-house tests show an eight percent improvement (2.34 km/l compared to 2.10 km/l) for a single trailer rig with an average weight of 40 tonne and a seven percent improvement (1.90 km/l compared to 1.77 km/l) with a B-Double at 54 tonne.

The test procedure had the vehicles doing a constant 100 km/h for one hour around the Anglesea test track.

So cock-a-hoop were the tech-heads at M-B they reckoned it was worth bringing in the cynical truck media (us cynical?

never!) to see for ourselves just how much better hypoid gears were over hub reduction. Which brings me back to the start of this story.

There were a few muttering rotters there on the day and when the results from all of us were calculated and averaged out the stat’s showed a 7.1% improvement in fuel use with the 54 tonne B-Double and a massive 10.2% improvement for the 40 tonne single trailer running at a cruise-controlled 90 km/h for around 42 kilometers in the 30 min period.

So, what is a hypoid axle and why does it deliver such a dramatic saving in fuel use?

Well, quoting directly from the manual, hypoid-style gearing and the torque multiplication is carried out completely in the diff ’ housing. It has a larger crown wheel and pinion at 440mm compared to a hub reduction at 300/233mm, a hypoid system is lighter in weight and offers different driving dynamics say Mercedes-Benz.

They say the wheels are driven directly via

the shaft drive as opposed to hub reduction where drive is applied to the ring gear from planetary gears via drive shafts. Makes sense to you? Good.

One thing I can add is the difference in the on-road driving experience between the two systems was palpable. In the Actros fitted with hub reduction gears the truck felt uncertain and ungainly at 90 clicks on the road circuit.

On the other hand (and I hope you don’t think I was having a out of body experience here) the hypoid-equipped Actros was reassuring on the road and was much easier and less demanding to drive within the lanes and when cornering. Given that the two systems are vastly different it stands to reason on-road behaviour will be different.

I went in a sceptic and came out a believer. For the life of me I really thought I was wasting my time but the facts and figures speak for themselves as does the driving experience.

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YOU

SCANIA

HAVE FUEL, POWER, RELIABILITY.

BRIAN WILLIAMSON MANAGING DIRECTOR - PORTHAUL

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

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

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

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

Scania Newcastle Tel: (02) 9825 7940 K&J trucks, coffs harbour Tel: (02) 6652 7218

QueeNSLaND

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Scania Pinkenba Tel: (07) 3712 7900

Scania Bunbury Tel: (08) 9724 6200

Photography:Volvo

Technology

HITCHING A RIDE NO, IT’S NOT A CASE OF “MAJOR TOM TO GROUND CONTROL” BUT IN EUROPE THE TECHNOLOGY FOR WIRELESSLY CONTROLLED CONGA-LINES OF CARS AND TRUCKS WHILE WELL ADVANCED, IS AT LEAST A DECADE AWAY.

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“The entire road train is interconnected through

1.

2.

U

sing wireless technology to link a road train, in which a lead truck controls a convoy of vehicles driving behind it, is already technically feasible (Mercedes-Benz proved that over a dozen years ago with their ‘electronic tow bar’ system).

The latest technology was demonstrated at the conclusion of the SARTRE (Safe Road Trains for the Environment) project, which Volvo Trucks participated in. Although it may take some time for wireless road trains to be part of everyday reality, the technology brought about through the project could be put to use for other purposes in order make our traffic environment considerably safer in the near future but certainly take the enjoyment out of driving.

The EU-financed SARTRE project recently presented the results of three years of research and trials. Representatives from the EU Commission and experts in transport technology from Europe, the US and Japan got to see a fully functioning wireless road train in operation at Volvo’s proving ground in Sweden. In the lead was a Volvo FH truck, closely followed by another Volvo truck and three cars. See how it works on youtube The participants were able to see that the project’s aims had been achieved: development of a technology for wireless road trains that can improve traffic safety, reduce the environmental impact of road traffic and improve traffic flow. The building of test vehicles, car-to-car communication and sensors for the control of nearby vehicles

wireless technology”

1. It looks innocuous enough until you focus on 2 2. Project manager Andreas Ekfjorden is responsible 3. In Australia she’d be texting or doing her eye shadow!

3.

has been underway for three years.

Now these technical achievements make it possible for multiple vehicles in a road train to integrate smoothly with other traffic on public motorways. The entire road train is interconnected through wireless technology, which ensures that the trailing cars follow exactly in the track of the lead vehicle - as though the train consisted of a single vehicle.

The result is that the driver in a trailing car can relax, perhaps read a book or watch TV, while the car drives itself.

“The gaps between the vehicles are much smaller than in normal traffic, but it is as safe, or even safer to be part of the road train, since it is lightning-quick computers and not human beings who respond to even the slightest change in any of the cars in the train,” explains Andreas Ekfjorden (pictured), project manager for Volvo Trucks’ portion of the SARTRE project.

One of Volvo Trucks’ most important responsibility areas in the project was to determine exactly what information needs to be transmitted back down the road train so that the other cars can follow the lead truck.

“All the vehicles in the road train have a roof-mounted antenna so they can receive information from the lead vehicle’s computer system. For instance, if the lead truck starts braking, all the other vehicles in the train brake at exactly the same time,” relates Andreas Ekfjorden.

The lead truck is also equipped with an alcolock and the full range of active and passive safety systems that Volvo has in production today.

The purpose of SARTRE - to increase safety and decrease fuel consumption - is the reason that Volvo Trucks chose to participate in the project. It is the cars’ fuel consumption that drops the most as a result of the reduced air drag in the compact convoy of vehicles, but the lead truck’s fuel consumption is also cut. This will make it profitable for haulage firms to provide lead trucks. Vehicles that join the convoy could pay a fee, thus benefiting the haulage firm.

What is more, the results of the SARTRE project show clearly that a truck with a

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The prospect of “look ma’, no hands!” won’t appeal to everyone unless they like travelling in a queue

“The driver in a trailing car can relax, perhaps read a book or watch TV…”

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trained driver and comprehensive equipment package contributes to heightened traffic safety that actually benefits other road users.

“It’s fantastic that a truck driver can drive from A to B with at least one car trailing behind, while at the same time cutting both fuel consumption and carbon dioxide emissions. And, not least, that he can replace several car drivers and thus boost safety,” says Lennart Pilskog, director of public affairs at Volvo Trucks.

However, although the SARTRE project has developed well-functioning road train prototypes there are still challenges that have to be overcome before the system can become an everyday reality. For instance, it is necessary to continue working to boost reliability, which must be on a par with that of an aircraft’s autopilot before road trains can emerge as a truly viable transport solution on public roads.

Another challenge that remains is the transition from driving in a convoy to manual driving and vice-versa. It has to be absolutely clear who is responsible for driving a trailing vehicle and exactly when that responsibility is transferred. This is not merely a technical issue, a lot depends on driver acceptance and the necessary feeling of safety and security.

Legislation is another vital issue that requires further attention. According to the Vienna Convention it is illegal not to have control over one’s own vehicle. This means that automated driving is not allowed.

Adapting both the Vienna Convention and the national legislation of the various EU member states is estimated to take about 10 years.

“Despite legislative challenges, there are so many benefits to be derived from road trains - in terms of traffic flow, safety, the environment and not least haulage firm profitability - that I believe this will become a reality in one form or another,” says Lennart Pilskog.

Although it may take time for wireless road trains to become a reality, applying the technology in other areas could mean the research results are put to use in the near future. The new communication technology, that is to say wireless car-to-car and car-toinfrastructure, may be used in both cars and trucks for a wide variety of purposes such as to provide warnings about accidents, obstacles or ice on the road.

“It’s a lot like being able to look around the corner, it’ll be a major help in improving safety on the road,” concludes Lennart Pilskog.

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Technical

Lead Pic: iStock

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EMISSIONS: MORE THAN NUMBERS

WHAT EXACTLY IS THE EMISSIONS ISSUE ALL ABOUT? MOST OF US KNOW IT’S DESIGNED TO “CLEAN” THE AIR WE BREATH, ALLOWING US TO SEE ACROSS THE HARBOUR WITHOUT SQUINTING ETC. BUT ARE THERE REALLY DANGERS ASSOCIATED WITH DOING NOTHING, AND WHY ARE TRUCK MANUFACTURERS FALLING OVER THEMSELVES TO COMPETE FOR GREEN CREDENTIALS? DAVID MEREDITH EXPLORES THIS TOPICAL ISSUE.

O

ver the past six years I’ve attended most of the major truck release events, where the main point of interest has been the massive engineering effort and bucket loads of dollars spent on achieving, and hopefully exceeding, the ever-tightening emissions regulations.

Each manufacturer has indicated the sum invested in developing new solutions, or adapting new technology to existing engine platforms has seriously drained the piggy bank. In two cases, the regulation was a bridge too far. Both Mack (2006) and UD (2009) engines were too old to be modified, and neither company had the dosh to

develop a completely new engine that had the capacity to accept the new technology, and the flexilbility to handle further advancements. Volvo’s chequebook solved those problems in both cases, and now both brands have engines jointly developed with their Swedish parent.

If I check back on my notes, I estimate the factories have claimed their joint investment in tidying up exhaust emissions to meet internationally recognised standards is heading towards half a billion dollars. And every dollar of that has to be recovered from – you guessed it – you.

I also recall the very first broad-based pollution initiative launched in the US in

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the ‘70s. It coincided with Ralph Nader’s pursuit of General Motors because of the unfortunate habit of the Chevy Corvair to incinerate its occupants. The Arab fuel embargo rubbed the noses of US carmakers in their profligate waste of fuel, and although industry hacks foretold mass unemployment because of the impossibility of the government fuel economy targets, the engineers got to work.

Compare the fuel efficiency of the midsize American car today with the steel and chrome monsters of yesteryear and we can see improvements that could not have been imagined.

Even the most recent wave of engine revisions across car manufacturers has delivered fuel savings of between 10 and 20 per cent, remarkably achieved hand-in-hand with improvements in power and torque.

That’s the kind of improvement that is usually claimed by backyarders with very old hats and lots of nasal hair on the fringes of country field days, who promise that their latest invention will eventually replace petrol.

In this scramble for efficiency truck engineers have led the way, with smaller capacity, higher output engines delivering the same loads for a lot less cost. Farewell

the clouds of black smoke forever. Where is it going to stop? Exactly how much energy is there in a litre of diesel?

This story might answer some of those questions and outline why the drive for fuel efficiency and clean exhaust is a net benefit to owners, drivers and the public.

On the website of the US National Library of Medicine, there are a couple of interesting paragraphs on the health risks associated with particulate matter and nitrous oxides.

It’s worth a read:

WARNING - PARTICULATE MATTER “High concentrations of particulate matter, especially the fine particles of particulate matter, have been found to present a serious threat to human health if they accumulate in the respiratory system. The fine particles of particulate matter can be inhaled deeply into the lungs, where they remain embedded for long periods of time, or can be absorbed into the bloodstream. Prolonged exposure to fine particulate matter can cause increased respiratory disease, decreased lung function, chronic bronchitis, and even premature death due to respiratory problems. Short-term exposure to large particles of particulate matter can aggravate respiratory conditions

such as asthma. It can also cause increased coughing, wheezing, respiratory irritation, and painful breathing. Particulate matter is especially harmful to people with lung diseases such as asthma, chronic bronchitis, chronic obstructive pulmonary disease, and emphysema. Other people who are sensitive to particulate matter exposure are children, the elderly, and people with heart disease.”

WARNING - NITROUS OXIDES. “Exposure to diesel exhaust may cause collapse, rapid burning and swelling of tissues in the throat and upper respiratory tract, difficult breathing, throat spasms, and fluid build-up in the lungs. It can interfere with the blood’s ability to carry oxygen through the body, causing headache, fatigue, dizziness, and a blue color to the skin and lips. Industrial exposure to nitrogen dioxide may cause genetic mutations, damage a developing fetus, and decrease fertility in women. Repeated exposure to high levels of nitrogen dioxide may lead to permanent lung damage. Industrial exposure to nitric oxide can cause unconsciousness, vomiting, mental confusion, and damage to the teeth.

Industrial skin or eye contact with high concentrations of nitrogen oxide gases or

“Fine particles of particulate matter

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nitrogen dioxide liquid can cause serious burns. Long-term exposure to nitrogen oxides in smog can trigger serious respiratory problems, including damage to lung tissue and reduction in lung function. Exposure to low levels of nitrogen oxides in smog can irritate the eyes, nose, throat, and lungs. It can cause coughing, shortness of breath, fatigue, and nausea.”

US NATIONAL LIBRARY OF MEDICINE Most people would be highly suspicious of a job that exposed workers to these kinds of risks, even if the effect is overstated.

The solution is the global regime of emissions rules, known in Australia as ADR 80/- but often referred to by the country or region of that truck or engines origin; Euro 3, 4 and 5, and US 04 for a short while by one manufacturer playing catch-up. These standards are soon to be joined by the latest evolution, Euro 6. Alongside those codes are the US and Japanese standards, EPA 2010 and a further ‘tweaking’ of standards in what is known as EEV, or environmentally enhanced vehicle, which is seen by some as a bit of one upmanship.

Each standard requires a lot more than

Euro 6 models are already in Australia, although in very limited numbers, and they are all from European brands. It’s already widely used over there so by the time it becomes mandatory at the end of this year, there’ll be a lot of experience in the outcomes. Here in Australia, the advent of the Euro 6 equivalent standard hasn’t been decided yet.

So what do those figures mean? The rules take aim at two main villains of Particulate Matter, or soot, and Nitrous Oxides, or exhaust gases.

Using a favourite 550hp (or 405kW) prime mover as an example, the Euro 6 requirement for particulate matter is a maximum of .01 grams per kilowatt-hour.

The engine is run at full power for an hour on a factory test bed where the particulate matter is captured and measured. In the case of the 550hp engine, it must produce no more than 4.05 grams (.01g/kWh x 405kW) of soot. Your favourite prime mover that seems to cruise clean and green, but belches an impressive black cloud on take-off is a dismal failure.

Looking at it another way, if that test were run for 1000 hours, there can be no more than one kilogram of soot from that engine.

adding components that a driver or operator can unbolt to goose up the performance. The regulations require a testing program hardwired into the engine control system that can alert the driver or owner to problems with the emissions controls, and de-rate engine output if it’s not attended to.

Worldwide, truck manufacturers are selling the benefits of the latest emissions technology to the extent that it now has a life of its own. Once they were just complying – now they’re competing to exceed the requirements by the biggest margin.

The result is a dramatic drop in the output of harmful substances into the atmosphere.

Here’s a graph that shows the change from Euro 3 (2001) to Euro 6 (2013 estimated):

can be inhaled deeply into the lungs” WHAT THE LETTERS MEAN

tiple injections

XPI

Extra High-Pressure Injection

r controlled to allow mul Up to 2400bar pressure and compute tion posi t independent of camshaf

DPF

Diesel Particulate Filter

Traps particulates and burns them (injection burning) regeneration

NOx

Nitrous Oxides

Pm

Particulate Matter

CO2

Carbon Dioxide

HC VGT

Variable Geometry Turbocharger

EGR

Exhaust Gas Recirculation

SCR

Selective Catalytic Reduction

off via either passive (hot running)

or active

hydes plus some Carbon Monoxide

Nitric Oxide, Nitrogen Dioxide, Alde

Ash, metallic particles, unburnt fuel

and lubricant

2.68kgs is produced from each litre

of diesel burnt ust is un-burnt fuel

t HC found in exha Diesel fuel is a hydrocarbon and mos and lubricant residue

ttle ine blades and slides back at low thro Generally a sleeve encloses the turb increasing the ow, gasfl ust exha the to area e settings to open more of the blad sure e of the blades to maintain boost pres boost. Other designs change the angl at low revs o to diverted into the inlet after the turb Measured amounts of exhaust are NOx. e efor ther and ure erat temp ion dilute oxygen, which reduces combust ert NOx lue) into the exhaust stream to conv Squirts an ammonia solution (AdB to nitrogen and water vapour www.truckandbus.net.au 047

A excellent view of the system Scania use to achieve the desired emissions standards

“Particulate matter is considered to be carcinogenic That’s around 10 back-to-back SydneyMelbourne runs at full power all the way.

Of course we all know that realistically, your engine rarely runs at full power for more than a few minutes, when climbing a hill for example. Most other times it is running in a range between idle and cruise, with heavier acceleration on take-off and getting up to cruise speed.

It’s not as simple as this, but if you’re cruising for an hour and only using 200kW to maintain your speed, the engine can only produce half of .01g/kWh. To spit out a kilogram at that rate, you’d be cruising for 83 days without stopping!

Think about the degree of change these figures mean. A modern new truck could easily cart 40-tonnes for nearly three months non-stop and produce only one kilogram of soot.

However, in one-way emissions gases are a much more significant part of the emissions standards because of their sheer volume.

Using a Volvo FH16 as an example we can see why. Volvo’s biggest six-cylinder engine displaces a total of 16.1 litres. That’s the sum of each of the combustion chambers with the piston at bottom dead centre. That means it pumps out 16.1 litres of exhaust with each complete firing cycle, or 8.05 litres with each revolution of the crankshaft.

Running the engine at 1500rpm, the Volvo will pump out 12,075 litres, or 12.075 cubic metres of exhaust each minute.

Using the performance results I got on a test

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of the FH16 between Kalgoorlie and Perth last year, the truck averaged two klms/litre at an average speed of 86/kmh. On those figures and again at 1500rpm, it’ll take you 5.81 hours and 500 klms to burn through 250 litres of diesel, and that exercise will produce 4,212.2 cubic metres of exhaust.

Given that 250 litres of diesel is a quarter of a cubic metre, the conversion rate of that much atmosphere by burning a relatively tiny amount of fuel is enormous – 1:16,848.8!

This all theoretical of course, as engine revs vary, power is used differently in changing conditions and ambient temperature and humidity affect the volume of fuel used. But to paint a picture more easily understood, and with a generous allowance for my overrated high school maths, that 1,000 litres of diesel slung on the chassis at the beginning of your run is going to convert the entire volume of the Sydney Opera House main auditorium into diesel exhaust.

Which is why minimising the toxicity of diesel emissions is of critical importance.

The soot, or particulate matter as it’s referred to, is considered to be carcinogenic, while the exhaust gas itself is loaded with CO2, Nitrous Oxides and various other poisonous things.

That’s why legislators and transport authorities have pushed for standards that truck manufacturers have been required to meet. To their credit, engine designers have taken the range of heavy-duty truck engines from pretty toxic machines into the unlikely

realm of eco-friendly heat pumps that, in the latest Euro 6 guise, actually clean the atmosphere.

So if buying a new truck is part of your plans for the near future, it makes good sense to price the cost of Euro 6 into your business plan, which will mean passing that cost on to your customers. You’d be surprised how many businesses now want to be identified with the cleanest fleet on the road.

TOXICITY One of the current complications for owners of some new trucks is the need to use AdBlue as well as diesel, which is required to keep the nitrous oxides down. If AdBlue isn’t being used, engineers use a variable measure of exhaust gas recirculation to lower combustion chamber temperature and minimise the formation of the stuff.

Alternatively, or in some cases additionally, particulate filters are widely used to trap soot and burn it off harmlessly, hopefully during the normal driving process when the engine is working hard and hot enough to do it.

Either way, drivers of most new trucks have to be aware of systems that in some cases need driver intervention to keep on stream. In Australia, the impact of the new generation diesel engines is nowhere near as dramatic as it is in countries where populations and truck operations are high intensity.

Euro 6 brings a new criteria to the regulatory equation. As well as measuring particulates by weight, the regulations

require a particulate count. The particulates are extremely fine, so the measurement is difficult to imagine. But the standard is up to 800 billion particles per kWh (kilowatt/ hour), which is the equivalent of driving a 40-tonne rig at highway speeds for 30 seconds. How the testers count to 800 billion remains a mystery.

Engineers at engine design and building facilities across the world have been competing with each other to find new ways to reduce or eliminate these harmful substances from exhaust. On any measure they’ve done a spectacular job, and the next new truck you buy in Australia will be the cleanest either you or your competitors have ever had in the fleet.

will start to de-rate, eventually leaving you hauling your load with less than half power.

With space on the chassis already at a premium, Linfox set up its new Volvo 700hp fuel tanker road train prime movers with a 185-litre AdBlue tank mounted mid-ships, with the tail shaft running though it, to allow two diesel refuels to one AdBlue top up.

The simple message for all drivers though is to keep your eye on the new instruments that let you know what you need to do to keep the truck up to the standard.

MECHANICAL AND DESIGN CHANGES Euro 5 and 6 engines need to heat up quickly from a cold start, and maintain the heat

while exhaust gas is loaded with nasty things” MAINTENANCE REQUIREMENTS

The difference between a clean running engine and a dirty one is shown in this example of two filters.

Most new engines will use a combination of EGR, SCR, AdBlue supplements and particulate filters. The filter in particular will generally need to be replaced, Scania says every second year, but that’s based on European long-haulage which they class as 240,000klms.

Specialist engine oils are needed to cope with the heat and ultra high-pressures involved.

Cat’s latest C15 has a particulate filter in each of the exhaust pipes. It’s guaranteed for the life of the engine and doesn’t need any maintenance.

Some of the maintenance is in-service where the accumulated soot in a particulate filter is generally burnt off by the normal driving cycle. But if you’re on a long cruise section, or running very light, the filter will let the engine ECU know that it needs a shake up. An electronic process will commence which might include injection of some diesel into the filter to flash the temperature up and burn off the soot. If that doesn’t solve it, some models will alert the driver and allow up to 100 kilometres to find a place to stop and manually regenerate the filter. That’s about a 20-minute park-up job and the temperatures in the filter can reach upwards of 600 degrees Celsius during regeneration. So stay away from combustible ground cover or gases when you do it.

For SCR systems using AdBlue to deal with the NOx, it’s important to keep spare AdBlue on board to get you all the way to your next supply point. If the tank drains, the system

during operations. Large amounts of soot are generated on cooling down, so the engine system needs to cope with not only the higher temperatures needed during use, but keeping the heat above minimums when idling and tooling around town with a light load.

The latest engines use exhaust brakes and modified diesel spray to get the engine temperature up quickly. One of the new engines uses up to six injections per power stroke to achieve maximum efficiency.

As EGR systems add exhaust gases to the charge, the temperature of the combustion chamber can rise too rapidly, so these engines usually have an EGR cooler to keep things under control. A variable geometry turbo is often essential to match the ultra-high injection pressures to the operational cycle.

Chassis space has had to be reviewed because of additional AdBlue storage, and batteries which were previously mounted at the back of the engine compartment tunnel to help with fuel capacity, sometimes need shifting to avoid degrading because of the immense heat coming through from the engine. More than one European builder is placing them between the chassis rails behind the turntable.

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Technology

THEM'S THE

A

couple of years ago I attended a test day at Brisbane’s Mt Cotton test and training facility sponsored by Knorr-Bremse.

The company is a global brake system specialist and annually does around $200m worth of business in Australia developing and providing brake systems for trains. All the rolling stock on one of Australia’s biggest iron ore rail networks uses Knorr-Bremse gear to control and stop the ore trains, so it’s

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fair to say they know a fair bit about brakes and balance.

Its truck products are only about 10 percent of that volume, but it’s growing rapidly, especially since the event I attended where the benefits of its electronic stability system were dramatically demonstrated on the Mt Cotton skidpan.

Then, I got to watch a Kenworth T409 towing a tanker trailer around a course of witches hats fast enough to tip the tanker

on its side – except for the outrigger wheels that were fitted to prevent that. The truck had been retro-fitted with the Knorr-Bremse ECS system and after a series of runs with the system switched off, the test driver tried the same course and speed with the system engaged. The results were dramatic.

At the time the closest I was permitted to get to the demonstration was in the middle of the skid pan to take photos.

However, during the Brisbane Truck Show

BRAKES

WITH POSSIBILITY OF MANDATORY ANTI-LOCK BRAKES - ABS - ON TRAILERS IN THE VERY NEAR FUTURE A LEADING EXPONENT OF BRAKING SYSTEMS DEMONSTRATES JUST HOW IT CAN SAVE LIVES, TRUCKS AND EQUIPMENT. DAVID MEREDITH REPORTS FROM THE DRIVERS SEAT.

earlier this year, Knorr-Bremse repeated the demonstration, only this time with the system retro-fitted to a purpose-built test trailer, and I got to ride in the cab of the Kenworth as the driver tossed it around the witches hats like a rally car at a gymkhana. I finally got to experience that sick and horrible feeling when the trailer behind you is on its way to a disaster.

Knorr-Bremse’s test rig fits on a standard flat-top and is loaded with around 40-tonnes,

perched on a pedestal to imitate a high centre of gravity. A new Kenworth with Paccar’s MX engine was obligingly provided by Kenworth Australia and the test drivers spent a few hours gradually scrubbing the tyres down with constant laps around a circuit that would have ended very badly had it not been for the electronic intervention of the KnorreBremse system.

This latest generation system is focused on trailers rather than prime movers.

Development engineer Matthew Fry told me that the test program in Australia is of critical importance as there are such a wide variety of trailer types and combinations, unique in the world in fact. Designing the control module and software to manage instant control right down the trailer line has been the greatest challenge. As Matthew Fry pointed out, there isn’t much point in having a second or third trailer reacting slightly later than the first trailer.

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This evolution includes an electronic leveling system as part of the EBS modulation. With the airbag suspension connected and controlled by the main system, users can adjust suspension height for loading and unloading through the one control box.

An inbuilt WiFi connection allows that and other system features to be controlled via a driver’s smart phone.

Knorr-Bremse is well positioned for the new regulations in 2014, which are likely to make ABS mandatory for trailers, as its system already incorporates ABS with the load sensing function.

The Mt Cotton test this time involved two

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runs around courses that duplicated ever tightening corners and avoidance swerves.

In each case I did a run without the control system engaged, and thanks to the outrigger wheels each side of the trailer, we managed to stay upright, even though the trailer was well on its way to upside down.

The feedback in the cab, provided you can keep you eyes off the mirrors that is, is very gentle. At the point when you can feel through the steering wheel that the trailer’s getting out of shape, the inside wheels are already past the point of no return. At the same speed on entry with the system on, sensors braked the trailer wheels to keep that

centre of gravity close to the centerline of the rig.

Engaging the Knorr-Bremse system doesn’t mean you’ll never roll a truck. It can’t deal with a driver who simply drives too fast and is reckless with the wheel. But most rollovers are on the margins of safety and in these cases, electronic stability will clearly come to the rescue.

Tanker fleets and other dangerous goods operators would be prime candidates for the Knorr-Bremse system, and the retro-fit capability of the package means it’s safety benefits are really just a question of priorities for the truck and trailer owner.

IN ENGINEERING, THERE’S NO SUCH THING AS A GLASS CEILING

“It can’t deal with a driver who simply drives too fast and is reckless”

Motor racing and heavy duty trucks - two bastions of male-dominated activity that are rarely conquered by women. But in the case of twenty-six year old Rachel Mace, both form integral parts of a resume that reads as well as that of an engineer with decades of experience.

I met Rachel at the Brisbane Truck Show while waiting with a group to transfer to Mt Cotton for the Knorr-Bremse brake systems test day.

And here’s my confession – I assumed Rachel was a marketing person, sent to the show to gather journalists and customers that had indicated they wanted to attend the demonstration. The company had booked the venue to take advantage of those in town for the show. We were told we’d be able to ride in the truck as trained drivers tossed the rig about to underline the system’s safety margins.

On the trip I had to reassess my first impression of Rachel, as she talked in detail about the technical development of the system and some of the engineering and design challenges they’d had to deal with. Even then she didn’t let on about her background and the level of her activity within the engineering team.

I had to ask another staff member before I found out that Rachel is not only one of the key engineers at the company, but she’s one of the test drivers on the program. As I asked more questions, the story became much bigger than driving a truck on a skid-pan.

Rachel graduated from Monash University in 2010 with an honours degree in Mechanical Engineering. During her degree course, she also obtained an advanced specialist diploma in lathe and milling machine operations. In her final two years, she was team leader and head power train engineer for the University’s entrant in the international FSAE World

Championship racing car competition. The team was placed first in Australia for two years running and ranking third in the 2010 world championships at Silverstone in the UK. Her first job was with Thales in Bendigo, involved in manufacturing and design engineering on the Bushmaster and Hawkei light armoured vehicles. Up until July last year she was involved in the development of a mine blast upgrade to improve the safety of the troops.

She then joined Knorr-Bremse as an applications engineer working on the testing and validation of the Bendix Electronic Stability Program (ESP).

None of this was handed to Rachel on a platter.

She funded her formal education working for eight years in a supermarket as a deli’ and bakery assistant.

The transport industry is often seen as having closed doors to young people and women in particular when it comes to the technical and development side of the business. Not so for Rachel Mace.

“From a race car, to a military vehicle and now the toughest vehicles on the roads, I’m definitely in my element. I’m excited for future projects ahead including our new interactive collision mitigation systems that we can retrofit, which give valuable feedback to the driver to help them avoid bad situations. It blows my mind that in just a few short years we’ll be rolling out new technology including an app which fleets and drivers can download to view their vehicle data, run diagnostics and control their rig just by tapping on their phone.”

Rachel Mace and Knorr-Bremse are both evidence that opportunity in the transport industry is open to anyone with a strong work ethic and passion for excellence.

Operator

MINE GAMES

Photography: HMSA

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WITH ALL THE TALK ABOUT THE SHRINKING HORIZONS OF AUSTRALIA’S MINING INDUSTRY, IT’S EASY TO BELIEVE THE WORST BUT THAT DOESN’T MEAN INNOVATION AND MANUFACTURING SHOULD GRIND TO A HALT. HERE’S ONE COMPANY THAT SEES THE GLASS HALF FULL, RATHER THAN…

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I

f you scratch the surface, businesses are doing what they always have – rationalising to achieve the best bottom line. There’s still a lot of money to be made and a lot of workers to transport, with the quest for the former driving growth in servicing the latter.

And that’s where tough, off-road buses come in. Capable of driving all the way from the airstrip to the crib room, they simplify transport and save money across mine sites, while simultaneously improving safety by reducing the number of light vehicles moving around. And when mine operators have the option of hiring them only as needed, the savings really start to add up.

West Australian coachbuilder Remote Access Vehicles is one company taking advantage of this area of growing demand, and it recently converted a Hino 500 Series GT 1322 4x4 truck to a 34-seat off-road bus to cater for it.

Remote Access Vehicles manager Josh McKenzie says the Hino 500 Series GT provides an excellent base to build on, one that ensures driveability and reliability throughout its service life.

Hino’s 500 Series GT 1322 offers the driver cruise control and an easy to operate selectable 4x4 system with low range.

Standard safety features include a drivers SRS airbag, heated and electrically operated external mirrors and a multi-adjustable ISRI 6800 drivers seat with an integrated safety belt, providing prolonged comfort and maximum protection for the driver in the event of a collision.

“We identified the Hino as a good-value,

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“We identified the Hino as a good-value, reliable base for our designs compared with other products on the market,”

reliable base for our designs compared with other products on the market,” Josh says.

“The GT drives extremely well, and the high 13,000kg GVM definitely works in our favour when fitting the cabin.”

Josh adds that another advantage of the Hino 4x4 is knowing that his customers are familiar with the brand and feel very comfortable using Hino’s four-wheeldrive products.

Increasing demand from local mine sites and mining contractors prompted Remote Access Vehicles to begin building truckbased buses.

“There is a definite move to these vehicles for safety improvements and cost reductions

on mine sites and in mining applications,” Josh says. “There has been a big demand in the past six years especially – there are a lot of mining staff who need to get around.”

Improving safety on site is one of the key considerations. “If there are too many light vehicles on site it creates a hazard – this is where a sturdy off-road bus really comes into its own. Reducing the number of vehicles on the road by transporting workers in one vehicle really makes sense, and the Hino GTbased bus is perfectly suited to this purpose.”

Karratha-based Northfleet Bus and Vehicle Hire recently took delivery of the custom four-wheel drive bus built on the Hino GT. Managing director Michael Simm says that

in his experience the demand for capable mass transport has grown rapidly over the past 10 years.

“We’ve been servicing mines since 2002 – there’s been a huge increase in demand since then,” he says. “We have a fleet of 140 buses at the moment. We run Hinos for our four-wheel drive units because they’re great to drive and have a better ride than the competition.

As a former mechanic Michael is familiar with the benefits of using Hino trucks. “I’m a truck mechanic by trade, and I’ve found that Hinos are the easiest to work on, they’re the most reliable and have the easiest access to parts,” he says.

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Operator

Photography: Jim Gibson

MAKING THE EARTH MOVE WEBBER EARTHMOVING GETS THE MOST OUT OF ITS WESTERN STAR PRIME MOVER USING IT TO HAUL A LOW-LOADER OR A TIPPING TRAILER. JIM GIBSON REPORTS

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E

xcavation and spoil removal on a large scale calls for serious equipment so when Darren Webber was in need of a new prime mover that could handle both tasks he ran his eye over the specifications of various Western Star trucks. Ultimately Webber opted for a heavy duty 2007 Western Star 4900FX Constellation.

He liked the overall spec’s and the good ground clearance was a bonus when it came to pulling their tri-axle tipper across undulating construction sites.

The rear suspension is a TufTrac that uses a two-stage centre bearing with a soft spring rate when un-laden. It maintains a uniform load over each wheel and articulates up to 350mm.

The Webbers have changed the front springs from the standard parabolic to conventional spring-back type, which lifts the front of the truck slightly – again for greater ground clearance and also for better stability on the highway when cornering. It has a 140-tonne factory rating.

The heavy-duty spec’ includes a Eaton RTLO 22918B series 18-speed manual overdrive transmission and 46-160 Meritor rear axle tandem with 4.30:1 ratios.

When hooked up to the Lusty three-axle low loader, the 19-metre combination can operate under an RMS permit to just under 30-tonne.

The trailer expands to a width of 3.5metres. The hydraulics that operates the

trailer’s spread opening and rear loading ramps are powered by a 6.5hp Honda powerpack unit installed in the trailer’s gooseneck.

The three trailer axles are airbag sprung, enabling a lower approach and departure angle, by deflating the airbags when loading and unloading.

Even though Webbers use Caterpillar earthmoving equipment (an eight and a 20-tonne excavator) they chose Cummins power under the hairy-chested Western Star’s long bonnet. Initially with a Signature 520hp rating, for the task at hand the truck needed more grunt, so Cummins uprated the engine to 620hp with 2050lb/ft torque.

“The 620 rating has really given the truck a lift in performance and shortened trip

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“It just had the edge over times, it’s perfect for our work – and the fuel economy has improved considerably as well, ” says Corey Webber.

“We couldn’t be happier with the service and attention that we get from the team at Cummins in Canberra.”

Company principal Darren Webber says before they bought the truck they looked at another North American truck brand, but decided on the Western Star “It just had the edge over the competitor in quite a few areas including the interior cab space. The only thing we changed to improve driver comfort was to fit a top

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quality Isringhausen seat. The truck has been an excellent performer and its purchase has more than vindicated our decision.”

Webber Earthmoving is a family business based in Moruya on the NSW South Coast, and comprises founder and principal Darren and his two sons, 29-year-old Corey, who does the quoting and is the main equipment operator, and 25-year-old Richard who looks after OH&S and safety requirements and is the support and backup, working alongside Corey.

Darren started in trucks and earthmoving over 20 years ago in Wee Waa on the north-

the competitor in quite a few areas” western slops of the New England region of NSW. With all manner of brands from the legendary 1418 Mercedes-Benz and R model Mack, initially carting wheat and cotton. He then began specialising in the preparation of paddocks up to a kilometre long requiring 600-metre runs with a Stiga eight-wheel tractor fitted with a laser levelling equipped bucket, for plantation and growth of cotton.

Darren’s wife had family in the Eurobodalla Shire on the NSW coast and was keen to move there, so the family decided to pull up stakes and move to the coast in 2002. This is when they started the

current operation, with a rigid tipper and with the help of a then very young and very enthusiastic Corey – out beating the bushes for clients and travelling everywhere in order to get work, in those early days Richard was still at school. And now after a great deal of hard work and determination the business has blossomed into a tight, well run operation with first-class well presented equipment that the boys treat with respect, having taken a leaf out of their father’s book.

The company specialises in bulk and detailed excavation, subdivisions, rural roads, driveways, dams, bulk haulage, laser

levelling, industrial and commercial site preparation throughout NSW. They perform all manner of contract work for several councils, the Roads and Maritime Services, the Defence Department, as well as private companies. The work takes them from the NSW/Victoria border into the Sydney metropolitan area, and west over the Blue Mountains.

“I had to take a machine to Newtown in Sydney – wasn’t that a challenge manoeuvring the low-loader in streets and laneways that were built to handle a horse and cart,” said Corey.

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UTE

THE LAST HURRAH? A NEW HOLDEN UTE IS ALWAYS BIG NEWS BUT IS THIS THE ICON’S SWAN SONG? GEOFF PARADISE REPORTS

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1.

1. Rear view shows Holden didn’t spend ute-loads on a redesign but they did tidy it up.

2. Front styling is aggressive and blokey. Lurve the colour!

3. If ever a car needed an interior update it was Commodore.

2.

W

ith Ford Australia pulling the pin in 2016 and Holden going on record suggesting the end of the Commodore is nigh is the purchase of a VF ute good sense or folly?

Damn it! Buy one. In fact, buy two; one to drive now and one to keep. Who doesn’t love a new Holden ute? GMH has done well with the VF ute although they cheaped out with the rear sheetmetal but that’s a small price to pay as they have done wonders elsewhere.

They say they have added cutting-edge technology and features to its famous Ute and reduced recommended retail prices (RRP) by up to $5,500 across the range.

The range-opening, 3.6L SIDI V6 automatic Holden Ute has a new RRP of just $32,990, down $2,500, and comes standard with the premium features Holden has introduced across the VF range including Auto Park Assist, front and rear parking sensors, remote vehicle start (automatic models only) and a rear view camera.

VF Ute also comes standard with the classleading Holden MyLink infotainment system.

With an eight-inch, high-resolution colour touch screen, MyLink features enhanced voice recognition, full iPod® integration including Siri Eyes Free integration* and embedded app technology including Pandora® and Stitcher SmartRadio™.

Holden has rolled out its new VF vehicle technology, including electric park brake with automatic release, Hill Start Assist, Trailer Sway Control and remote vehicle start (automatic transmission only), across every model in the Ute range.

The first sports model in the Ute range is the SV6 manual with an RRP of $32,990. Standard with a manual transmission, SV6 is also powered by the 3.6L

SIDI V6 with significantly more features and a price rollback of $5,500.

SV6 gains the following features over the highly specified range opening Holden Ute such as Blind Spot Alert, Reverse Traffic Alert, FE2 sports suspension, 18 inch alloy wheels and chrome exhaust tip, limited slip differential (manual only), exterior sports styling and sports seats, projector headlamps, LED daylight running lights and soft tonneau cover.

With the same features and technology, the famous SS Ute adds the powerful 6.0L Gen IV V8 engine and comes standard with a sixspeed manual transmission. The new RRP for the manual SS Ute is $38,990, down $3,500 on the previous model.

At the top of the performance table sits SS V Redline. Holden has added a significant number of advanced new technological features, yet still reduced the RRP for the manual SS V Redline Ute by $1,500 to $48,490.

In addition to the SS V-Series features, Redline adds Forward Collision Alert, Lane Departure Warning and Head-up Display driver safety technology. Redline also adds the updated sports-tuned FE3 suspension package, Brembo® brakes, forged 19 inch alloys as well as wider rear wheels for extra traction and competition mode with launch control and track settings.

3.

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MONEY MATTERS PAUL CLITHEROE

CUTTING BACK ON BANK AND CARD FEES

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ver the next few weeks Australians will pore over a range of bank statements in order to complete our income tax returns. It’s a good opportunity to discover which accounts are charging excess fees, and if you reckon you’re paying too much it’s time to take your business elsewhere.

A recent industry report shows bank fees continue to gouge a hole in our finances. The average Australian household currently pays just under $9 each week in bank charges.

It may not be much in isolation, but it adds up. Over the course of a year it works out to around $465. Over 10 years those fees are starting to approach $5,000. I reckon that’s money we could all put to better use.

If you’re not happy with the fees charged on your everyday account there are plenty of opportunities available to get a better deal. If you’re a pensioner, student, or you’re opening an account for a child, ask your financial institution about fee-free account options.

Even if you don’t fall into one of these categories, there are a number of transaction

to be mindful of your own banking behaviour.

A recent survey by consumer group Choice found around half the nation’s credit card users aren’t clear about the interest rate charged by their card.

While the Reserve Bank has lowered the cash rate over the past year, the benefits have flowed largely to home loan customers. Rates on credit cards have remained stubbornly high, with many cards charging around 20%.

on the old card, there’s not much stopping the cardholder from reloading not one, but two cards, with fresh purchases, potentially worsening their debt burden.

If you have a growing card debt, check the rate you’re paying and see if you could get a better deal elsewhere. We can now nominate our own credit limit on new cards so if you switch to a cheaper card, be sure to keep the limit low. Cut up your current card - one card

“Look at comparison sites like Mozo or RateCity for more options.” accounts available that have virtually done away with fees altogether.

As a guide, National Australia Bank offers a Classic Bank account that charges no monthly fees and no overdrawn fees.

Bankwest’s Zero account has also wiped a range of common fees though you will need to deposit at least $2,000 each month into the account. Your wage or salary should cover this.

ING Direct’s Orange Everyday Account charges no monthly account keeping fees and you can use any ATM in Australia without paying ATM fees as long as your withdrawal is for $200 or more.

These are just some of the accounts that make it easy to save on fees. Take a look at comparison sites like Mozo or RateCity for more options.

Even if you select a zero-fee account it pays

That’s more than three times what you could be paying for a home loan.

At the top end of the scale, some cards charge as much as 23%. At that rate, on a card debt of $3,000 (about the average) you could be paying annual interest of $690.

At the other end of the spectrum you could pay much less, like 9.25% with cards offered

by Community First Credit Union or Greater Building Society. On the same $3,000 card balance that would bring your annual interest charge down to around $278 - a yearly saving of $412.

There’s a wide selection of balance transfer offers that will, for a set period, drop your card rate to zero. However there downsides.

The low or zero rate typically only applies to the amount transferred. New purchases can attract interest of 20%.

More worrying, with the slate cleared

is more than enough, and let the issuer know you’d like to cancel the card or you’ll continue to be charged annual fees.

If you just can’t see yourself making progress with a growing card debt, it can be worth using a personal loan to pay off the balance and get rid of the plastic altogether.

The fixed term means there is an end date for the debt and there’s a good chance the rate on a personal loan could be less than your card rate. Mutuals like building societies and credit unions tend to offer some of the best deals on personal loans.

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

©2012 Caterpillar Inc.

I Am.

www.IAmarok.com.au

I think, therefore I Amarok.

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

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