NZ Truck & Driver June 2025

$10.90 incl. GST

| June 2025

ISSN 2703-6278

FLEET FOCUS Undercover Operation

FEATURE Wheels at Wanaka Finale

BIG TEST Triple Duty | FLEET FOCUS Undercover Operation | FEATURE: Wheels at Wanaka Finale

y t u D

The Official Magazine of

Issue 290

e l p i r T

NZ TRUCK & DRIVER

June 2025

A new era of reliability is coming.

Visit isuzu.co.nz to register your interest and get early access to the new range.

CONTENTS Issue 290 – June 2025

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News

46 Fleet Focus

The latest from the world of road transport including… A host of new model debuts at the Brisbane Truck Show… The long-awaited Tararua Highway is almost ready to open…

Cummins boosts 15-litre performance…

Volvo’s electric truck milestone… A reversing record attempt and a truck driving challenge on the demanding Nurburgring Nordschleife.

22 Giti Tyres Big Test Triple Duty: A versatile new Scania is at work in the Northland region. The Earthworx Civil Construction R 620 can work as a tractor unit transporting heavy machinery or towing a cement tanker, while a quick change talent can see it fitted with a swap body for tipper work.

Undercover Operation: The story of Christchurch’s Ray Brown Contracting begins in 1963 and now stretches through three generations. We visit the Hornby operation where the working trucks and a couple of restored gems enjoy the luxury of living under cover.

FEATURES: 67 Wheels, Wonderful Wheels

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Technology in ACTion The ACT (Advanced Clean Transportation) Expo in Los Angeles provides a stage for manufacturers to launch the latest innovations in low and zero emissions transport technology.

78

Southpac Trucks Legends: Let’s Have a Chat: Remembering transport industry stalwart Stephen Segetin, who passed away in late-April.

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Community Spirit Te Kowhai’s Heavy Metal Haulage invited the neighbours around to learn a little about the road transport industry. The open day was a resounding hit with the locals.

MANAGEMENT

Recognising NZ’s best-looking trucks… including a giant pull-out poster of this month’s finalist.

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CrediFlex Recently Registered April was a sluggish month for both new truck and trailer sales in New Zealand and the market has now slipped well behind 2024 volumes. We delve into the latest registration data and break down the market segments. Plus, the monthly gallery of new rigs on the road.

All roads led to Wanaka for Easter weekend where fans of anything with wheels or tracks were treated to a feast of displays and demonstrations.

39 Transporting New Zealand Transporting New Zealand CEO Dom Kalasih finds some sobering statistics among the responses to the recent National Road Freight Industry Survey and the association outlines its hopes for the Interislander Cook Strait ferry replacement programme. There’s also a look at a successful Young Driver initiative at Christchurch-based Conroy Removals.

REGULARS: 80/ Double Coin Tyres NZ Transport 81 Imaging Awards

COLUMNS: 61 National Road Carriers Association CEO Justin Tighe-Umbers is encouraged by the freight focus from new Transport Minister Chris Bishop and work to deliver a more efficient roading system.

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New Zealand Heavy Haulage Association As new Roads of National and Regional Significance are delivered, the NZ Heavy Haulage Association is advocating for access by oversize and heavy haulage operators.

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NEWS

Kenworth’s new T620, which was joined by T620 SAR, T420, T420 SAR and T320 debuts at the Brisbane Truck Show.

Big debuts in Brisbane The 2025 Brisbane Truck Show opened as this month’s New Zealand Truck & Driver went to print.

Here’s a quick wrap of the highlights revealed on the first morning of the May 15-18 show.

Full coverage to come in the July issue.

NOW IN ITS 58TH YEAR – AND REGARDED AS THE largest heavy commercial vehicle expo in the Southern Hemisphere – the 2025 Brisbane Truck Show was expected to attract more than 40,000 attendees during its four day schedule.

The Brisbane Convention and Exhibition Centre provided more the 35,000sqm of exhibition space with 22 major truck or engine brands and hundreds of other industry suppliers using the biennial showcase to debut new products.

Kenworth held the first Thursday morning press briefing and generated plenty of headlines with the reveal of five model updates – the 15-litre Cummins-powered T620 and T620 SAR along with 13-litre PACCAR-

2 | Truck & Driver

engined T420 and T420 SAR, and a new generation T320.

The T620 is the successor to the T610 introduced in 2016 and is considered a mid-life update programme. The Euro 6 version of the Cummins X15 with up to 625hp and 2050 lb-ft of torque will power the T620 duo. Bold new air vents on the bonnet of the T620 are the most obvious visual exterior update along with a red ‘T’ on the model badging to denote the Euro 6 status.

The major interior upgrade across the new models is the PACCAR 15inch digital driver display, and Smart steering wheel first introduced for the cab-over K220 models.

The first New Zealand-spec bonneted `20’ models are scheduled for September build slots with arrival in New Zealand during Updated interior and dash for Q4 of this year. the T620 follows the lead of the The PACCAR stand also K220 introduced two years ago. showcased the DAF XG+ powered by the new generation Cummins X15D developing 660hp. The truck has been developed for Australia’s prime mover segment and there are no plans at present to launch the 15-litre engine in New Zealand.

Daimler’s impressive stand

NEWS

Top: The fifth generation Freightliner Cascadia debuted in camouflage livery.

Above left: Iveco introduced upgraded Eurocargo medium duty models.

Above centre: Mack Super-Liner previews 2026 model upgrades including 780hp 17-litre power.

Above right: Chinese DFAC brand will launch a light truck range in Australia from September.

had multiple highlights including the Australasian debut of the MercedesBenz Actros Pro Cabin. The truck on show is the first validation unit ahead of the Pro Cabin becoming available later this year.

There was also an early preview of the fifth generation Freightliner Cascadia in a camouflage colour scheme and no confirmed launch date for Australasia.

Another truck on show and currently undergoing evaluation tests was a Fuso Shogun with the power output lifted from 510 to 530hp. It will deliver higher GCM capability, and a further upgrade of safety and driver assist technology when it goes on sale next year.

Volvo’s show centrepiece was the flagship FH 16 with the new 17-litre 780hp engine in XXL cab configuration. It was flanked by the first Australian FMX Electric which is destined for work in West Australian mining and a FH Aero with the 13-litre I-Save powertrain.

On the Mack side of the Volvo Group display was a preview of the restyled Super-Liner in road train specification and equipped with the MP11 780hp 17-litre engine and a 70-inch `Big Bunk’ sleeper.

Isuzu was busy showing off its new generation N-Series and F-Series models which boast a range of new features that including a 9-speed dual clutch AMT for N Series models and a new 6.7-litre six-cylinder engine for the new generation F-Series.

Scania returned to the show after missing the 2023 event but its plan to

display a battery electric prime mover were scuppered by the truck being delayed in shipping.

Iveco highlighted its 50th anniversary celebrations and its significant debut was the new Eurocargo medium duty truck, on show in 14t ML 140 E28 specification. The 6.7-litre 280hp engine is matched to an 8-speed ZF transmission and Iveco says it achieves a 4% fuel saving over the previous model.

Another newcomer that is being evaluated for the Australian market is the battery electric Hino Dutro Z EV light truck while Hyundai Australia is following the lead of its Kiwi counterpart by trialling the XCIENT Fuel Cell electric truck.

A new truck brand was also launched at the show with DFAC Australia outlining plans for the light truck it will begin selling in Australia from September this year.

DFAC was founded in 1969 and is China’s second largest truck brand.

It already exports to 56 countries.

The DFAC Captain E is a Cummins powered Euro 6 light truck available in 4.5t and 6.0t GVM with 121kW/400Nm performance and a 6-speed automatic. A 9.5t DFAC model with a 176kW and 850Nm Cummins Euro 6 engine will launch in Australia from 2026.

Our full report on the 2025 Brisbane Truck Show and other Truck Week events will appear in the July issue.

Truck & Driver | 3

NEWS Australia is set to receive the new 660hp Cummins X15D in a prime mover version of the DAF XG+.

Cummins boosts 15-litre power NEXT GENERATION TECHNOLOGY AND BIG horsepower headlined the Cummins presentation when the 2025 Brisbane Truck Show opened on May 15.

The all-new X15D – the latest iteration of the Cummins 15-litre platform – is a high-performance, next generation diesel engine available exclusively with Euro 6 emissions compliance.

The engine is also known as the PX-15 in Paccar’s recently launched DAF XG+ cabover, which will be the first deployment of the engine in a 6x4 prime mover that has been developed exclusively for the Australian market.

“Cummins has taken internal combustion to the next level with the X15D,” says Sean McLean, Director and General Manager of On-Highway Business for Cummins South Pacific.

“It delivers the highest-ever outputs for a Cummins truck engine while setting new standards for fuel efficiency at ultra-low emissions levels.”

The X15D develops 660hp at 1800rpm with peak torque of 2360 lb-ft

Euro 6 spec Cummins X15D develops 660hp and 2360 lb-ft of torque.

4 | Truck & Driver

available across a wide band from 1400 down to 900 rpm. This supports Cummins’ advanced engine down-speeding strategy – designed to reduce cruise rpm for greater fuel economy while maintaining strong performance to satisfy both drivers and operators.

Another engineering feature is the engine’s weight advantage. With a dry weight 225kg lighter than the current X15, thanks to innovations like a sculpted iron block and composite oil pan, the X15D now delivers the highest power-to-weight density in the industry. For cabover applications, the reduced engine weight provides a notable benefit in lowering front axle tare.

The new engine platform also features the latest generation of Cummins’ Extreme Pressure Injection (XPI) fuel system and comes equipped with a standard wastegate turbocharger. Euro 6 compliance is achieved via an integrated single module aftertreatment system that houses both the diesel particulate filter (DPF) and the AdBlue SCR unit.

The X15D has already entered the Australian market under the PX15 name in the DAF XG cabover, paired with ZF’s 16-speed automated TraXon transmission and Cummins-Meritor MT21-165 rear axles. The vehicle is rated for a gross combination mass (GCM) of 97 tonnes.

“The X15D will be available for other truck brands to meet Euro 6 requirements in the future,” says McLean, noting that even higher GCM applications will be supported following further local testing and validation.

“Initial field testing of the engine has focused on B-double type applications,” McLean says.

“Eighteen units rated at 660hp have been involved in the validation programme with customers, accumulating around six million kilometres.

“The programme has met our objectives and that was to gain feedback on fuel economy, performance and durability,” he says. “We’ve had great feedback, especially on driveability and torque.”

Further testing is ongoing with higher gross weight combinations to ensure the X15D continues to meet Cummins’ high standards of durability and performance.

The X15D forms a core part of Cummins’ HELM platform - Higher Efficiency, Lower Emissions, Multiple Fuels - which features fuel-agnostic engine technology designed to operate on diesel, natural gas, or hydrogen.

All variants are derived from a common base with high parts commonality, reducing complexity and streamlining maintenance.

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NEWS

June opening for Tararua Highway

The 300-metre long and 30m wide Parahaki Bridge across the Manawatū River is a key part of the project.

BIG NEWS FOR TR AVELLERS IN THE LOWER NORTH Island is Te Ahu a Turanga: Manawatū Tararua Highway is scheduled to open to traffic during June – restoring an important connection for communities and businesses on both sides of the Tararua Ranges.

“The new highway between Ashhurst and Woodville will replace State Highway 3 through the Manawatū Gorge, which was permanently closed in April 2017 due to landslides,” says Minister of Transport Chris Bishop.

The closure has meant the Saddle Rd has been the main route between Ashhurst and Woodville for eight years.

“Travel times will be greatly improved for both light and heavy vehicles using the new road. General traffic will take between 10-12 minutes to drive the road, which is a significant improvement on the current 20-25 minute detour route in place.”

The four-lane highway is 11.5km long and the Minister says the new road will be safer and more resilient than the road it’s replacing.

“The road will support productivity for businesses by improving travel times for freight and lowering vehicle operating costs,” he says.

“This corridor is an important freight link between Hawke’s BayWairarapa and the Manawatū-Whanganui regions. Having an efficient, four-lane highway, divided by a median barrier through this transport corridor will boost economic growth for this part of the country and the rest of the North Island.”

“This highway will reconnect the communities severely affected by the closure of the old road. Woodville and Ashhurst have been impacted by the closure, and I would like to acknowledge their patience and their support for the project since its inception.”

There remains some work for the construction teams to complete before the road can open.

This includes laying the final stages of asphalt, installing barriers, line marking, and connecting the new road to the surrounding roading network.

The expected cost to complete the project now stands at $824.1 million.

A key part of the project has been the 300-metre long and 30m wide

Parahaki Bridge across the Manawatū River on the Woodville side of the highway. The bridge is a balanced cantilever design which involves constructing the bridge deck in segments, out from the three piers.

The concrete segments were poured in situ (in place), rather than being precast and then lifted into position, because the segments are too heavy to be lifted by crane.

Piling was complete by mid-2022 and by December that year the first pier was finished. Construction of the bridge deck began in September 2023 with the installation of the first form traveller, a pair of streel frames that support the concrete pours. It took the team 13 months to construct all 54 bridge deck segments.

The other recent news regarding the new highway was confirmation that it will not be tolled.

The Government says late consultation and timing constraints meant it would not be cost-effective to implement tolling until well after the road’s completion, placing it outside the Government’s expectations for new road tolling.

The new 4-lane highway is 11.5km long linking Woodville and Ashhurst.

Truck & Driver | 7

NEWS

Scott Holt, the newly appointed General Manager for Motor Truck Distributors Ltd, New Zealand distributor for Volvo Trucks and Bus and Mack Trucks.

New GM to lead Volvo and Mack SIME MOTORS NZ HAS NAMED SCOTT HOLT AS General Manager for Motor Truck Distributors Ltd, New Zealand distributor for Volvo Trucks and Bus and Mack Trucks.

Scott is an accomplished General Manager with a successful track record in the transport and marine sectors spanning 17 years. He was also the first general manager of another Sime Motors NZ business, TWL / Transpecs when the two businesses merged into a single operating entity while under Gough Group ownership, prior to Sime acquisition in 2019.

“It’s great to be back in heavy transport, working alongside many former colleagues,” says Scott.

“I look to bring to the business a renewed focus on the fundamentals that have made these brands what they already are in NZ, and we will be focusing on forging even closer partnerships than already exist with key transport market leaders and small fleets alike.

“Volvo and Mack have a very strong product offering, which we continue to utilise and develop, to ensure that our customers have the very best end

to end experience possible, right from pre-sales and purchase through to servicing and the full vehicle life cycle.

“It’s not often that the opportunity comes up to be associated with iconic brands like Mack and Volvo and it’s a bonus to be joining a multinational group like Sime Motors, with the scale and scope to operate across the whole transport ecosystem. Over the past weeks, I’ve really enjoyed meeting some of our key customers and getting to know the passionate Volvo and Mack teams.”

Scott recently attended the Wheels at Wanaka event with the Mack team.

“When attending events like Wheels at Wanaka we are reminded of the huge support for both Mack and Volvo from both customers and transport industry fans alike. This event really drove home for me the strength of these two iconic brands in our industry and is one of many great building blocks for future success, as both Mack and Volvo move into the era of exciting new technologies.”

European truck market slows THE FIRST QUARTER OF 2025 PROVED CHALLENGING for the EU’s commercial vehicle market, marked by significant declines in key markets.

Sluggish economic growth, lower prior order intake, and the complex regulatory landscape contributed to the business uncertainty.

New EU truck registrations fell by 16% in Q1, with the market totalling 72,941 units. This decline was mainly driven by a 16.6% drop in heavytruck sales, alongside a 12.5% decrease in medium-truck registrations.

All major markets recorded sales declines, with Germany and France experiencing double-digit reductions of 25.4% and 17.6%, respectively.

Spain and Italy also saw significant drops of 12.8% and 9.4%.

Diesel maintains its dominance in the truck market, accounting for 8 | Truck & Driver

93.4% of new EU registrations in the first quarter of 2025, despite the 17.7% drop in volumes compared to Q1 2024.

Electrically-chargeable trucks grew by 50.6%, securing 3.5% of the market share, up from 2% last year. The Netherlands led this expansion with a 342.7% growth, accounting for 25% of the EU’s electrically-chargeable truck sales.

The van segment fell by 12.2%, with the three largest markets contributing to the downturn. Italy recorded the steepest drop with a 15.2% decline, followed by France (-10.7%) and Germany (-10.7%). Conversely, Spain saw an increase in registrations, rising by 12.6%.

New EU bus sales declined by 1.8% compared to Q1 2024, totalling 8,674 units.

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NEWS The Mercedes-Benz eArocs 400 debuted at the recent Bauma construction expo in Munich.

Mercedes-Benz introduces eArocs electric models MERCEDES-BENZ TRUCKS IS EXPANDING ITS BATTERY electric heavy truck range with the introduction of the new eArocs 400.

The first BEV variant in the Arocs line-up, the eArocs 400 debuted at the recent Bauma construction expo in Munich. It’s been developed to work in demanding construction roles, both off-road and on the road.

Initially a small series of 150 vehicles per year is planned for the eArocs 400 to be offered in selected EU markets with deliveries from Q3 2026.

The vehicle will be introduced as a 32- and 41-tonne variant in 8x4 configuration with four different wheelbases and can be built as a concrete mixer or construction tipper.

Thanks to its local CO2 neutrality during driving, the eArocs 400 can enter low- and zero-emission zones in inner-city areas and is also suitable for noise-sensitive environments such as residential areas, the environment of hospitals, schools and kindergartens as well as for nighttime construction sites due to its low noise emissions.

“With the new eArocs 400, we are now also bringing electrification to the construction industry, which is particularly important for our economy and society,” says Achim Puchert, CEO Mercedes-Benz Trucks.

“Following the distribution and long-haul transport, we are continuing to expand our product range of battery-electric trucks. Now, it is crucial that policymakers promote the development of the charging infrastructure and create the necessary framework conditions for the economic operation of these vehicles.”

A number of key components for the new eArocs 400 are shared with the long haul eActros 600, including the batteries based on lithium iron

phosphate cell technology (LFP). These batteries feature in particular a high durability and a particularly high usable battery capacity.

It operates with an 800-volt on-board electrical system voltage with two battery packs with an installed battery capacity of 414kWh located in the battery tower directly behind the driver’s cab. The range as a concrete mixer is up to 200km without intermediate charging.

Mercedes-Benz trucks says European customers typically drive in singleshift operation, cover average daily routes of less than 100km and travel almost exclusively on paved roads, making the role ideal for an e-truck.

The construction tipper variant has a range of up to 240km without intermediate charging. The eArocs 400 can be charged with up to 400 kW via the standard CCS2 charging socket mounted on both sides of the vehicle. The two battery packs need approximately 45 minutes to charge from 20-80%.

The eArocs 400 is fitted with a 3-speed transmission and delivers continuous power of 380kW and a peak performance of 450kW. In combination with this technical powertrain solution, the tried-andtested planetary axles of the Arocs can be used to continue to offer the ground clearance and off-road capability required for construction site deployment.

The example shown at Bauma 2025 is fitted with a Liebherr HTM 905 (9 cubic metre) hydraulic drive mixer body. The hydraulic pump of the concrete mixer draws its energy from the high-voltage batteries of the eArocs 400, while the PTO installed in the eTruck converts the electrical output into hydraulic energy.

Truck & Driver | 11

NEWS

Average speed cameras on the way NEW AVERAGE SPEED SAFETY CAMERAS are being installed on Pine Valley Road, in Dairy Flat Auckland and will be operational later this year.

One camera will be installed near the Kahikatea Flat Road intersection and the other near the Pine Valley Road roundabout.

New Zealand Transport Agency Waka Kotahi (NZTA) says the two cameras will work together, measuring the average speed drivers travel between them.

Drivers will only be ticketed if their average travel speed over the entire distance between the two cameras is over the limit – they aren’t ‘pinged’ by a single camera or at a single point where they are over the speed limit.

NZTA Auckland and Northland Director of Regional Relationships, Steve Mutton, says the safety cameras aim to significantly reduce the number of people traveling over the speed limit on this road and lessen the likelihood of a serious or fatal crash.

“The types of crashes that happen and are likely to happen on this stretch of road, the volume of traffic, and driver behaviour all tell us that there is a serious risk of people being killed or seriously injured in crashes on Pine Valley Road. We also know that risk can be significantly reduced if more people drive to the speed limit. By installing safety cameras here we can encourage just that.

A June 2024 speed survey on this stretch of road that showed about 74%

of drivers were speeding. Despite the 80 km/h speed limit, the average speed vehicles were travelling was almost 90 km/h.

“There were three crashes between 2018 and 2023 that resulted in people receiving serious, and potentially life changing, injuries,” Mutton says.

“We know that average speed safety cameras are more effective at reducing deaths and serious injuries than the traditional speed cameras we’ve had in New Zealand.

We expect they will reduce deaths and serious injuries by around 48 percent,” says Mr Mutton.

“Safety cameras will reduce speeding, ensuring that if crashes do happen, the people involved are far more likely to walk away unharmed.”

Initial construction works will include installing an underground power supply, completing foundation works and installing a metal barrier that will protect maintenance workers and any vehicle that leaves the road in a crash.

The poles and cameras will not be installed until later this year. Before the cameras begin operating ‘Average speed camera area’ signs will be installed, giving drivers a reminder to check their speed and slow down if needed.

NZTA is expecting to begin operating its first average speed safety cameras at Matakana Road, Warkworth, later this year, and will progressively bring other average speed safety cameras online in the following months.

Special Rigs set for August

The Special Rigs for Special Kids convoy heads through Dunedin last year.

12 | Truck & Driver

DUNEDIN’S ANNUAL SPECIAL RIGS for Special Kids day is scheduled for Sunday August 31 this year.

First held in 1992 the event has run every year apart from when Covid-19 restrictions were in place.

It’s now in its 32nd year and will follow its proven format with trucks assembling at the Edgar Centre in Portsmouth Drive to depart as a convoy through the streets of Dunedin via Mosgiel.

The prime focus of the convoy is to take local children – including many with special needs – for a ride in a truck followed by a barbeque lunch.

The event is run entirely by volunteers, including NZ Police CVST members who volunteer their time to help lead the convoy, do point duty, and help with traffic flow.

St John Ambulance also provides volunteers to help if any medical needs arise during the event and the team of volunteers from the Lions man the barbeques. Many of the helpers are the families and friends of committee members who come back in force each year to lend a hand.

Special Rigs for Special Kids receives massive support from the southern transport industry. Last years’ event saw 237 trucks in the convoy with several fleets turning up with more than 30 trucks.

Isuzu awards top performers THE TOP PERFORMING DEALERSHIPS ACROSS THE Isuzu Trucks New Zealand network have been recognised as winners of coveted Grandmasters dealership awards.

The Grandmasters awards recognise more than just sales performance, with service, customer satisfaction, facility standards, administration performance and technical training all given important weighting in the judging process.

The awards for 2024 performance recognised the best dealership in two categories — Metropolitan Dealer group winner and Regional Dealer group winner.

CAL Isuzu Hamilton branch, led by Dealer Principal Alex Boles, claimed metro dealer honours. Located in Hamilton, and a member of the broader CAL group of dealerships, it was the first of the group to gain an Isuzu franchise operation in 2008. Its success soon led to CAL Isuzu dealerships in Auckland, Tauranga and Whangarei.

Robertson Isuzu, led by Dealer Principal Terry Kurvink, won the regional category. The Palmerston North-based dealership has been an Isuzu dealer since 1990, enabling its team to draw on a deep well of brand and product experience in serving their customers.

Both locations also show a continued commitment to success, with both dealers also previous winners of the Grandmasters.

“Isuzu Trucks again claimed the number one position in New Zealand’s

NEWS

truck market across 2024, an achievement we’re incredibly proud of and grateful for, and that is thanks in no small part to the commitment our entire dealer network show to our customers, our brand and our product,” says Dave Ballantyne, General Manager Isuzu New Zealand.

“Our dealers and their incredible staff are often the first and only contact our customers have with our brand, and I’m so proud to have CAL Isuzu Hamilton and Roberston Isuzu leading the way.”

The team at Robertson Isuzu won the Regional Dealer honours in the Isuzu Grandmaster awards.

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NEWS

The Volvo electric truck range now extends to eight model lines.

Volvo passes electric milestone VOLVO TRUCKS HAS REACHED AN EV MILESTONE BY delivering more than 5,000 battery-electric trucks to customers in 50 countries around the world.

Electric trucks have been offered by Volvo Trucks since 2019 and there are now eight electric truck models in production today.

Customers in 50 countries around the world have switched to electric transport and driven close to 170 million kilometres in commercial operations. These trucks have reduced CO2 emissions and traffic noise levels while also improving the working environment for drivers.

“It’s rewarding to see that transport companies continue to embrace the benefits with electric trucks in a wide range of transport segments,” says Roger Alm, President Volvo Trucks.

“Volvo’s battery-electric trucks are available here and now, providing our customers and transport buyers with a more sustainable alternative that makes business sense, and many of our customers are coming back to us to grow their electric fleets.”

Volvo’s current range of electric trucks is tailored to meet the needs of city- and regional distribution as well as the construction and refuse segments. The company’s top five markets for electric trucks are Germany, the Netherlands, United States, Norway and Sweden.

With its early entry into the electric truck segment, Volvo Trucks has built a unique expertise in electric zero-exhaust emission transport. The benefits of electric trucks go beyond the environmental gains – drivers are experiencing a significantly better working environment with much lower levels of noise and vibrations.

Volvo Trucks is driving the decarbonising of transport to reach its netzero emissions target by 2040 using a three-path technology strategy.

This approach is built on battery electric, fuel cell electric and combustion engines that run on renewable fuels like green hydrogen (produced by splitting water into hydrogen and oxygen using renewable electricity), biogas (Bio-LNG) or biodiesel and HVO (hydrotreated vegetable oil).

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NEWS

Cummins boosting hydrogen ICE engines A NEW TURBOCHARGER DEVELOPED specifically for hydrogen internal combustion engines (H2 ICE) is being launched by Cummins.

The H2 ICE turbocharger will meet the industry’s growing demand for efficient and sustainable solutions, supporting the transition to low-emission transportation. It is specifically designed to power the first hydrogen internal combustion engine for heavy-duty on-highway applications in the European market.

Cummins Components and Software (CCS), part of Cummins’ Components business segment, has secured a contract to supply H2 ICE turbochargers to a major European OEM, showcasing its leadership in hydrogen innovation.

The integration of the H2 ICE turbocharger into hydrogen-powered heavy-duty vehicles reinforces Cummins’ commitment to delivering sustainable and cost-effective solutions for decarbonising transportation.

H2 ICE engine technology has been classified as zero-emission by the European Union (EU) and represents a promising bridge solution for

reducing emissions. H2 ICE engine platforms also comply with the upcoming Euro VII emission standards, demonstrating the potential of hydrogen as a viable alternative in the journey toward global decarbonisation.

The Cummins H2 ICE variable geometry turbocharger has been meticulously engineered to meet the unique requirements of hydrogen engines. With bespoke aerodynamics and advanced prognostics, the turbocharger optimises performance under the challenging conditions presented by hydrogen combustion. The product is a cornerstone of Cummins’ Destination Zero strategy, which aims to achieve decarbonisation by working with partners across industries to develop cutting-edge, sustainable technologies.

During the development of the turbocharger, Cummins overcame significant challenges posed by the use of hydrogen as a fuel. These included adapting aerodynamics to address varying lambda requirements, managing the increased water production resulting from hydrogen combustion, and mitigating the metallurgical impacts of hydrogen use.

Despite these hurdles, Cummins has

successfully delivered a reliable and highperformance turbocharger for hydrogen powered heavy-duty on-highway truck engines.

Hydrogen combustion engines like the Cummins B6.7H will need specially developed turbochargers to deliver large volumes of air.

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NEWS

The all-electric boom pump truck is based a Volvo FM Electric 8x4.

Electric concrete pump truck testing A JOINT DEVELOPMENT BETWEEN VOLVO TRUCKS and Putzmeister will enable a fully electric alternative for pumping concrete.

Debuting at the recent Bauma exhibition in Munich, Germany, the zero-exhaust emission battery-electric concrete boom pump truck with a reach of 42 metres will be delivered to the Swedish construction company Swerock.

The electrification of the construction industry is progressing and Volvo Trucks is a leading supplier of electric trucks. Now the company has, together with Putzmeister, and after a request from long-time partner Swerock, developed an all-new battery-electric truck-mounted concrete pump.

Using the traditional solution for pumping concrete, a diesel truck needs to be in operation during the pumping, causing exhaust emissions and noise.

With the all-electric pump truck, it’s possible to drive up to 50km and then pump approximately 50 cubic metres of concrete without any need for charging. For longer distances, or for larger quantities of concrete, a Combined Charging System (CCS) charging solution can be installed at the site, and it’s possible to keep pumping the concrete while the truck is being recharged.

“Volvo Trucks is the innovator when it comes to new technologies in combination with electric trucks,” says Christoph Fitz, Head of Sales at Volvo Trucks in Germany.

“After presenting electric concrete mixers and heavy applications for mining, we are proud to show yet another world-class innovation for the construction segment here at Bauma. We believe in cooperation to move forward, and one example of this can be seen here in Germany together with Putzmeister.

“With this electric pump truck, customers can have a zero-exhaust emission solution, low-noise operation and an efficient process thanks to the work-while-charging capacity.”

The all-electric boom pump truck is based a Volvo FM Electric 8x4

Rigid Tag Tridem weighing 32t and featuring two electric motors with a continuous output of 330kW driving through the I-Shift gearbox. Four batteries offer a total capacity of 360kWh of which 250kWh is useable.

With the new battery-electric pump truck, Volvo Trucks can offer construction customers a completely electric alternative for the handling of concrete – transporting, mixing and pumping.

Volvo started series production of electric trucks in 2019, while the company’s product portfolio enables decarbonisation of the entire flow within construction transport including transport trucks, cement mixers, concrete pumps, tippers, cranes and hook lifts.

Volvo is a global leader in the battery-electric truck segment with a share of sales of battery-electric trucks of around 50% in Europe, a leading position in North America and deliveries of more than 4,900 electric trucks around the world, many to customers in the construction industry.

The battery-electric concrete boom pump truck with a reach of 42 metres will be operated by Swedish construction company Swerock.

Truck & Driver | 17

NEWS Germany’s Marco Hellgrewe will attempt to regain the world record with a 100km reverse drive.

Reversing record attempt AN ATTEMPT TO BREAK THE GUINNESS WORLD Record for reversing an articulated truck will take place in Germany on June 4.

German Armed Forces officer Marco Hellgrewe, the initiator and holder of the record from 2008, will attempt to regain the record with a 100km reverse drive using a battery electric Mercedes-Benz eActros 600 and semi-trailer.

Hellgrewe intends to set the new record by driving on the Motorsport Arena Oschersleben racetrack. With its 14 tight bends designed for cars, the circuit is extremely demanding – but nevertheless offers fewer unpredictable risks of having to stop and thus interrupt the record attempt than public roads.

After a rest period, Hellgrewe then intends to take up the additional

challenge of driving backwards on public roads under a police escort for an additional 30km to the new Daimler Truck Global Parts Centre in Halberstadt. In both parts, he is expected to be travelling mostly at speeds between 10-20kph.

The existing Guinness World Record of 89km was set in the USA with a diesel truck in 2020.

Hellgrewe (50) set his record in 2008 covering a distance of 64km in a diesel truck.

“A lot has happened in terms of technology since my first recordbreaking drive – and to date no one in the world has taken this record with an electric truck,” he says.

“Reversing for so many hours is a big challenge, but the test drives so far have gone very well.”

SuperRigs 2025 set for Atlanta

The 2024 SuperRigs show was held at Texas Motor Speedway.

18 | Truck & Driver

THE ATLANTA MOTOR SPEEDWAY IN HAMPTON, Georgia provides the stage for one of North America’s leading competitive truck shows at the end of May. The 43rd annual Shell Rotella SuperRigs Truck Show will run May 2931 at the iconic motorsports venue with more than US$25,000 in cash and prizes being offered.

The annual event celebrates owner/operator truckers from across the United States and Canada and attracts a spectacular entry of custom trucks. Twelve drivers will be selected to have their trucks featured on the 2026 Shell Rotella SuperRigs calendar, photographed in unique settings from the Atlanta area.

Alongside the judging and display the festivities include a truck lights show and fireworks display.

In addition to the prized Best of Show award, the Shell Rotella SuperRigs competitors are also judged for awards including Best Chrome, Best Lights, Best Interior, Best Engine and People’s Choice.

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NEWS The 25km Nurburgring Nordschleife racing circuit will host a truck efficiency competition in July.

Trucking around the `Ring ONE OF THE MOST CHALLENGING MOTOR R ACING circuits in the world will be the venue for a new trucking efficiency competition in July.

The Truck Efficiency Run (TER) on July 10 at the legendary Nürburgring Nordschleife circuit in Germany is an innovative competition bridging the gap between road transport and motorsport, while highlighting the role of professional drivers in a sustainable future.

Developed by the organisers of the Goodyear FIA European Truck Racing Championship (ETRC), the inaugural TER brings together the worlds of motorsport and logistics like never before. While truck racing is all about speed, adrenaline and precision under pressure, the daily business of transport calls for a different kind of excellence: consistency, focus and efficiency on the road.

The TER competition flips the script. It’s not about who’s fastest – it’s about who’s smartest. By measuring energy consumption against a target average speed, the event challenges drivers to optimise every move, showcasing their ability to drive with strategy, skill and precision. It’s a test of real-world performance on one of the world’s most iconic tracks.

It’s being staged on the Thursday ( July 10) before the fourth round of this year’s Goodyear FIA European Truck Racing Championship (ETRC).

It will use the 24.358km combined lap of the Nordschleife circuit and the Grand Prix circuit which features more than 73 corners.

“With the Truck Efficiency Run, we are creating an exciting new platform that connects the world of motorsport, namely truck racing, with the daily realities of the road transport industry,” says Georg Fuchs, European Truck Racing Association Managing Director.

“This competition is about more than just speed – it’s about efficiency, 20 | Truck & Driver

precision and the strategic brilliance of professional drivers who play a vital role in shaping a sustainable future for transport.”

Participants will compete in different technology categories, ranging from traditional diesel-powered trucks to cutting-edge electric and hydrogen vehicles.

The TER is powered by Krone, one of the ETRC partners, and a leading company in transport solutions known for its focus on efficiency and innovation.

Krone places a strong emphasis on sustainability in its business operations, continuously optimising its products to reduce fuel consumption and increase efficiency. With lightweight, aerodynamic trailers and intelligent systems designed to minimise fuel usage, Krone is a pioneer in advancing a more efficient and sustainable transport industry.

“As a partner of the first Truck Efficiency Run, we’re proud to actively contribute to this new kind of competition,” says Simon Richenhagen, Head of Marketing and Communications at Krone.

“It provides a strong platform to demonstrate how modern vehicle technology and skilled driving can work together to improve efficiency and sustainability in road transport.”

As part of the #onetruckfamily campaign, the competition underscores the importance of skilled professionals in the trucking industry and highlights the vital role of drivers in creating a more sustainable and more efficient transportation ecosystem.

The competition is open to standard Euro VI tractor units pulling a 3-axle semi-trailer. With categories for diesel, renewable fuels, electric, hydrogen and bio-LNG trucks, the TER also reflects the diversity and innovation driving the industry forward.

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BIG TEST

The Earthworx Scania R 620 working with its new MTC Equipment 3-axle trailer.

Truck & Driver | 23

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TD33577

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TD33577

Heading through a Northland autumn squall with a CAT grader aboard.

RANSPORTER, TANKER OR TIPPER. INNOVATIVE DESIGN ideas and wide-ranging versatility have the new Earthworx Scania R 620 set-up for triple-duty efficiency.

The 10-week-old 6x4 Scania christened Swede As mainly works as a tractor unit shifting construction machinery around Northland. It’s teamed with a new MTC Equipment 3-axle gooseneck low loader working for the Ruakaka-based Earthworx and Roadtec companies of Hans and Tania Garton.

Earthworx Civil Construction was established in 2014 while Roadtec is a new venture into highway stabilisation and road maintenance which the couple started last year.

In total the operation comprises eight trucks plus some smaller vehicles and there are over 40 machines on the plant inventory, along with an onsite workshop at the Ruakaka yard.

“We mainly work in the greater Whangarei area with a little bit of work in the Far North and Kaipara,” says Hans.

When it isn’t moving the Earthworx and Roadtec machines – or doing similar work for outside clients – the secondary role for the R 620 will be towing a recently acquired tanker for lime and cement cartage in support of the expanding roading work.

And there’s one more role for the multi-tasking Scania with a quick-change ability which fits a new Mills-Tui swap body tipper without removing the SAF Holland oscillating turntable.

Hans Garton says the swaps will typically be based around seasonal work patterns, but there have already been occasions when the R 620 has worked as a tractor unit and a tipper in the same day.

“The whole thing I’m looking for is efficiency,” says Hans.

“The truck can work as a transporter or with the tanker, while the tipper is also there whenever we need it.

“Coming into winter, when we’re not doing as much stabilising work, we will be using the tipper a bit more.”

And there’s also some long-term thinking behind the build.

“When it gets up to about 800,000km it can be replaced on the transporter work and become a dedicated tipper and pull a trailer,” Hans says.

Getting this level of multi-tasking up and running has been a work in progress. The 12.6-metre long MTC Equipment trailer – which widens to 3.5m – arrived six months ago, and it spent a few months working with an older Scania R 560 (that has clocked up 1.1 million kilometres) before the R 620 went on the road.

“I’m really happy with it and MTC were excellent to deal with. They even traded our old trailer on the new one and made it easy for us,” Hans says.

HPMV permits are also a work in progress but when completed the Scania should be working at up to 54t. With the truck and trailer weighing 22t, it means machines in the 30t range can be transported.

The quad-semi tanker was recently purchased second-hand complete with a 2005 Kenworth K104 tractor unit which was originally part of the PGF Transport fleet. The plan for the Kenworth is a full restoration as a tribute to Hans’ father (Ken Garton) at which point the tanker will be modified to match the oscillating turntable on the Scania.

The new Mills-Tui tipper gives the truck a third role.

“We can swap the body in about eight to 10 minutes. It’s just two pins at the front, two at the back and a couple of hydraulic and air lines and you’re gone again. It’s really quick,” says Hans.

A gantry will be built at the yard for the swaps but at the moment an excavator is used to lift the body into place.

It was important to Hans and driver Kevin Mills that the turntable remain in place. After discussing the build with several manufacturers, Hans settled on Mills-Tui as the builder with the best solution to their requirements.

“Dean [Purves] and his design team at Mills-Tui were really good to work with,” Hans says.

Truck & Driver | 25

Mills-Tui built the swap body tipper and the Scania tows a 4-axle trailer when it’s being used for tipper work.

With the turntable permanently in place the tipper floor does sit about 30mm higher than usual, but the design of the body means there isn’t an unsightly gap below the tipper sides.

“Looking from the outside you wouldn’t notice,” Hans says.

There are plenty of other features which make Swede As a headturner. Hans went to Broshmik Trucks for a selection of Go In Style accessories including the custom exhaust stacks while Alcoa alloys are fitted with 385/65 R22.5 Super Single front tyres. The signwriting is by Royans.

Red Flag are the suppliers of the left-side mounted toolbox and hydraulics tank and there are plenty of additional lights on the mirrors, across the sun visor and set into the grille. There’s a roof beacon for oversize work but the LED headlights remain standard.

Big Foot CTI is fitted on the drive axles.

“Anything new we put on the road we go with CTI. You get much better tyre wear and it’s user friendly,” Hans says.

The key technical details of the R 620 are its Euro V spec 16.4-litre V8 developing 620hp (456kW) and 3000Nm of torque matched to a 14-speed G33 Opticruise AMT and the RBP735 rear end with a 3.52:1

axle ratio. Hub reduction offers a further 3.65:1 gearing step for low speed work.

Swede As also features air suspension on all three axles, disc brakes and the powerful R4700D 5-stage retarder.

With a G 500 and an R 560 already in the Earthworx fleet, the new R 620 builds on the Scania connection. Hans has a quick reply to the reason for selecting the Swedish marque.

“Drivers like them and they’re hard to beat. And 620 horsepower is plenty for the work we are doing,” he says.

The Scania is driven by Ruakaka local Kevin Mills. He’s been with Earthworx for the past five years and is a long-time family friend of the Gartons.

“Kev is more than an operator, he’s out there making things happen for us,” says Hans.

The R 620 had just clocked 12,000km on the day we join Kevin for our test. The truck will be working as a transporter with three jobs scheduled, shuttling three machines to different sites.

The first move is from a Ruakaka construction site where there is a Komatsu 65D bulldozer to collect and move north.

Go In Style accessories give the R 620 a very smart appearance and the signwriting was done by Royans.

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The load is just over 20t and although the trailer stays at the 2.5m standard width the dozer blade makes this a 3.1m wide load. A local pilot is booked for the 30-minute run north to a dump site just west of State Highway 15.

Kevin tells us his working life has been split between driving trucks and dairy farming.

“When I started, I was mostly doing tipper work and general stuff. I did some burnt lime out of Te Kuiti, and I also did a stint as an ownerdriver for Mangonui Haulage for a while before I bought a dairy farm [near Taipa].

Kevin later bought a second dairy farm and then accepted an offer to sell them.

“We sold them about 15 years ago and moved to Australia. I did milk tankers for a while for Harvey Fresh (south of Perth) and ended up at

28 | Truck & Driver

Port Hedland driving for Peter Tippett Haulage.

“I started off with a 100-tonner and then went on an 8-line platform trailer. Every day was between 150 and 200 tonnes.

“I came home about eight years ago when there was a downturn in the mining sector. I went to work for Steve Batchelor at Aotearoa Haulage carting logs for a couple of years, but Hans was pestering me to come and work for him.

“The transport side was what I was hired to do. He [Hans] didn’t really have enough of it to start with so I was driving the [Scania] 560 part of the time, and I would swap back to an old Isuzu tipper if there wasn’t enough transporter work.

“Then I got the G 500 tipper from new so this [the R 620] is the fourth truck I’ve driven for Hans.”

The time spent in Australia gave Kevin valuable experience in the

Far Left: Driver Kevin Mills gets the first load of the day secured.

Left: Hans Garton owns Earthworx Civil Construction and the new Roadtec operation based at Ruakaka.

Right: Custom exhaust set-up provides space to tell the V8 performance message.

Below: BigFoot CTI on the Scania works well in slippery conditions and with a wide variety of load weights.

heavy transport sector and an appreciation for well-designed gear. That led to him working with Hans on the final spec of Swede As, the trailer and the swap body tipper.

“I did six years of heavy haulage driving Volvos for Peter Tippetts.

Those Drake Trailers they make in Australia are probably one of the best in the world,” Kevin says.

“The locking system and widening system that James [Murray] at MTC is running on these is very similar to a Drake, and it works so well.”

Kevin says he enjoyed being involved in the build process.

“James [Murray] was so accommodating. Anything we wanted he was prepared to work with us on,” Kevin says.

A lot of research went into the build.

“Hans and I were discussing things quite regularly. We even flew down to Gisborne to look at a Scania with a swap body on it. It had a

Truck & Driver | 29

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removable turntable, which is something we were adamant we didn’t want.

“You don’t see many new swap bodies these days – they’re becoming a thing of the past. The earlier ones were such a pain to take on and off.

“But it works well for us. For basically the cost of one truck, you get something that can do a variety of work.”

There were also some discussions around the configuration of the truck.

“We also looked at a short wheelbase 8-wheeler, but Hans wanted the 6-wheeler to get around the tight spaces in the subdivision work we do,” Kevin says.

With 20t loaded on the trailer heading north from Ruakaka, the first impressions delivered by the R 620 are the very well controlled and comfortable ride and the responsiveness of the Opticruise transmission.

“It’s got airbags in the front as well, so the ride is really good,” Kevin says.

“It felt a little bit floaty at first till I got used to it. But it didn’t take long to get used to.

“I’m rapt with the ride, the truck sits on the road really well. It’s got a lot to do with the air suspension, but also with where Mills-Tui has setup up the turntable to get the weights right.

“The CTI probably helps with the ride quality as well by running at the ideal pressures all the time, but the bags at the front certainly make the ride better.”

Kevin has noticed one minor trade-off related to the turntable position.

“The table is further forward [than on the R 560]. So, when the truck turns, it pulls the front of the trailer across a bit quicker. The first day I had it, I actually had to stop and back up to have another go at one point.

Above: Hydraulic ramps are fitted between the flat deck and gooseneck.

Below: Lifting the Mills-Tui swap body tipper into place.

Truck & Driver | 31

“The wheelbase is longer on this truck as well. It’s just something I quickly got used too, and it’s a small price to pay for the ride comfort we’ve got.”

There’s minimal effort being made by the 16.4-litre V8 during our short run north. On the gradual climbs near Oakleigh the truck initially shifts down to 11th gear using 1300rpm at 65kph and makes a shift into 10th at 1500rpm for only a few seconds before upshifting again.

On the flat sections of SH1 in the overdrive top gear the V8 ticks over at a relaxed 1250rpm to cruise at 90kph. There is a discreet hint of a V8 exhaust note when there’s some load on the engine, but the truck is impressively quiet in regard to drivetrain, wind and any road surface noise.

“I usually drive it in Economy or Standard [transmission] mode, and I use cruise control wherever I can. I don’t run it in Power mode very much and I just let it do its own thing,” Kevin says.

“It’s running at only 1250rpm in overdrive at 90kph. Depending on which mode you’re using it doesn’t stay in overdrive very long when its loaded.

“It loves to work at about 1400rpm which is right where the torque is, but it depends a bit on which mode you run it in.

“Adam [Scania salesman Adam Corbett] was saying this new gearbox is a step up from the one in the G 500. Both Hans and I were a bit sceptical about that, only because the gearbox in that is pretty bloody good. But he wasn’t lying.

“It’s amazingly good. Up around Tikipunga there’s one really sharp, uphill hairpin corner and this is the only automatic that I haven’t been able to confuse on it. And I’ve tried but it always grabs the right gear.

“I can’t get over how smooth the changes are. The I-Shift in the Volvo is very good and it might sound like a bold statement, but I’d say this is just as good.”

The new transmission did give Kevin another mild surprise.

“This is the first truck I’ve experienced that will actually change up a gear in reverse. It will change up by itself going backwards.”

Also earning praise from Kevin is the five-stage retarder controlled from the right-hand-side of the steering column.

“I love this retarder. You really only need the first stage when you’re running empty, and it comes down the Brynderwyns really nicely

32 | Truck & Driver

holding on the third stage with a decent load.”

Kevin says the Big Foot CTI comes in very useful for the different weights the truck is working at and for any slippery conditions at dump sites and construction zones.

“I used it all the time on the G 500 and now in this one,” Kevin says.

“If you run at the right pressures the saving on tyres is big.”

Typically, the drive tyres are set at 91psi for loaded highway work and dropped to 66psi when the truck is empty. The emergency traction setting is 23psi.

“I’ve had it down on emergency setting a couple of times getting out of one of the dump sites after some rain,” says Kevin.

Once the bulldozer is unloaded, we retrace our steps south to the same Ruakaka location where a Komatsu PC138 digger is the next machine to move. Kevin says it only weighs about 14t.

“It’s just a little one. You won’t even notice we’ve got it on,” he says.

This kind of shuttle work moving machines around the district is typical of the role the truck is doing. Kevin estimates the truck is empty about 30-40% of the time in the course of dropping off and collecting plant.

“I’d estimate about 70% of our work is around Whangarei but I have been to Rotorua a couple of times in it. I think we will start getting further afield as the Roadtec thing starts to grow.”

The destination for the digger is Whangarei airport at Onerahi, where Earthworx is busy on a new taxiway project.

We head north as far as the outskirts of the city, head east through the industrial area and through some busy traffic and road works to cross the Te Matau A Pohe bridge and head to the airport.

Kevin says he’s also impressed with the cab layout and the standard features of the R 620.

“The cab finish is really good, and they have really thought about where they have placed everything,” he says.

“I love having everything on the steering wheel – you can control nearly everything you need to from the steering wheel, and nothing is blocking your view of the instrument panel.

The flat bottom steering wheel is tilt and reach adjustable and Kevin says the air suspended driver’s seat provides excellent support with a full range of adjustment.

“The air conditioning is awesome although the fan seems just a little bit noisy. We don’t get to try the heater all that often up here, but the demister seems to work really good.”

Above: Almost all of the Scania’s major controls are positioned on the steering wheel.

Main pic: The MTC Equipment trailer was widened out to 2.7m to move the CAT 12H grader to Port Albert.

The standard height sleeper cab offers generous interior space, and Kevin says the bunk is purely used as some additional storage space. A CB radio and an RT (linked back to the office) as well as the controls for the CTI are neatly housed in a console above windscreen and directly ahead of the driver while there are three overhead storage compartments above the windscreen.

A fridge is one of two side-out drawers located under the bunk and there is plenty of handy storage areas and non-slip surfaces on the centre console.

“There’s way more space than what I need,” says Kevin.

Along with three USB outlets at different locations around the dash the Scania also offers 12v and 24v accessory outlets.

From most angles the visibility out of the cab is excellent but Kevin says there’s a minor little blind spot created by the size of the driver’s door mirror.

There’s some early morning starts and some night movements to get equipment to different road works sites on time and Kevin says the LED headlights on the Scania are very good.

“I’ve done a few 3am starts and with two sets of spots (one in the grille and one above the windscreen) there’s plenty of light on the road.”

The only significant thing Kevin says he’d like to change on the truck is the depth of the sun visor.

“The sun visor comes down too low. It’s not too bad for me because

Truck & Driver | 33

M W

2

Sl The first load on our Big Test was a northbound run with a Komatsu bulldozer (top) while a southbound run delivered the CAT grader to a State Highway 16 work site (lower pic).

I’m not that tall, but I can’t see the traffic lights change if I’m up at the front of the queue. It looks good from the outside and it would really bug me if I was a bit taller.”

The only item on Kevin’s improvement list is to chase down an electrical glitch that means the interior light often doesn’t come on when the door is opened.

“Every now and again they’ll work when you open the door. We’ll get it checked when it goes in for its 15,000km service.”

With the excavator unloaded for the team working at the airport the next stop is back across town. It turns into a longer journey than planned with a one-way closure in place on the Te Matau A Pohe bridge, Kevin has to work through the busy early afternoon traffic in the Town Basin area to get to the Porter Hire.

The Northland sunshine is replaced by an autumn rain squall while Kevin is loading a CAT 12H grader onto the trailer. The grader is going to a road works site on Highway 16, just a few kilometres south-west of Wellsford.

Kevin widens the trailer to 2.7m so the grader tyres sit neatly on the

deck. It’s a similar weight to the bulldozer we moved earlier, and Kevin splits the southward run with Hayden Woolston.

The grader weighs about 20t but sits a bit differently on the trailer than the lower and shorter bulldozer had done.

“There’s a little less weight on the driving axles than with the bulldozer,” Kevin says as he scrolls through the info display.

With comfort and refined performance as it prime attributes, Kevin says he’s enjoying driving the new Scania.

And with lots of seat time in both Volvo and Scania products in the recent years, Kevin is also convinced about the benefits of modern European trucks.

“You always get the knockers who think it has to be American before it’s any good, but I’d never go back to an American truck,” he says.

“I’ve driven some Kenworths and a Western Star, but in this you can just sit here in comfort and enjoy your day.

“It’s definitely a long way from the Thames Trader I learned to drive in and a long way from the old TM Bedford I did my very first load to Auckland in,” Kevin says.

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34 | Truck & Driver

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OAD TRANSPORT VERSATILITY comes in many shapes and sizes and this Scania R 620 is one of the best examples of versatility I have tested to date.

With a Mills-Tui fifth wheel set-up and demountable tipper bin that sits over the turntable, this truck can do three different jobs on any day that requires it – also towing a MTC 3-axle transporter and a cement tanker.

The Earthworx unit is not only very versatile, but it also looks very smart with the bright blue cab set off with the Go In Style accessories. The boys from Broshmik

36 | Truck & Driver

didn’t just focus on the front, they also made the back of the cab look good with the work they did on the exhaust stacks.

My drive in the Scania is from the Earthworx yard at Ruakaka down SH1 to Wellsford and then a short distance to Port Albert Rd. We are delivering a 20t CAT grader to a road works site on the MTC trailer.

I have driven plenty of modern Scanias and the cab is a familiar workplace to me.

The common layout theme and functionality across the different model ranges makes the Swedish trucks very userfriendly.

Hayden Woolston With the logbook started and the drive function selected from the stalk, we roll out of the yard onto the busy Marsden

Point highway. It’s a short cruise back to the roundabout at State Highway 1 and we are heading south.

My first impression is the ride quality, and I would consider this unit among the best I have experienced. It has air suspension all round which helps a lot, but I also think the fifth wheel set- up must be very good to as you can barely feel the trailer with the 20t grader on the back.

The 16.4 litre V8 with 620hp engine makes light work of the load and the 14-speed G33 Opticruise just shifts through the gears with ease, and you barely notice most of the gear changes.

As soon as we are running down SH1 I pull the arm rest down and mention to Kevin – in the passenger seat – that it wouldn’t be right to drive an armchair truck and not use the arm rest.

The steering also helps with the refined driving experience. Any bad bumps aren’t felt through the wheel and it all just seems too easy. The best way I can explain the ride is that it is like you are floating along at 90kph.

Passing the Waipu turnoff we are soon at the bottom of the Brynderwyns, and the truck makes easy work of the climb. The truck just

cruises its way to the top of the hill with little complaint and at the steepest point we get down to 40kph in 10th gear.

The descent is what I am most looking forward to. With the road now fixed from many landslides and a bit more space added, I find the 3-axle MTC trailer gets through the tight bends with ease and by using the third stage of the retarder it holds a steady speed down the south side of the hill.

The run to Wellsford includes road surfaces ranging from new to poor condition but there’s nothing to upset the ride. The noise levels in the cab are great, you can still hear the exhaust stacks from behind the cab when the truck is really working but other than that there is no squeaks or wind noise at all. It all just seems to easy.

The only downside I can really find with this truck is the deep drop visor. It extends a little bit too low and restricts my vision a little bit.

I’m sure it wouldn’t change the look of the truck to much if it was sitting a little higher, but I guess it might come in handy when the sun is in your eyes too.

Once my drive is finished it all just seems Swede As with the new Earthworx multitasker.

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Truck & Driver | 37

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Driving the economy

The workforce challenge we can’t ignore

An overwhelming 79% of responders to the National Road Freight Survey believe that delays in replacing the Cook Strait ferries pose a major risk.

O

by Dom Kalasih Chief Executive Ia Ara Aotearoa Transporting New Zealand

NE OF THE MORE SOBERING FINDINGS IN the 2025 National Road Freight Industry Survey has to do with the people in our industry.

Almost half the businesses who did the survey said that within the next five years, up to a quarter of their drivers will retire or leave the industry.

In an industry already struggling to find new drivers, this is a looming issue we need to fix.

The survey, which is the largest survey done in more than a decade, also showed 78% of operators want more purpose-designed rest stops, and 72% highlighted the importance of drivers being able to maintain a healthy work-life balance.

The survey, which was run by Research NZ on behalf of Transporting New Zealand, and supported by the New Zealand Heavy Haulage Association and Groundspread NZ, had a number of timely issues to focus on.

As our Head of Policy and Advocacy, Billy Clemens, notes: “Transporting New Zealand will be highlighting these in our advocacy – especially as we push for better public facilities for drivers and policies that support the long-term sustainability of freight businesses.”

A significant number – 84% of respondents – believed that regional roads and bridges are neglected, and 79% believed that delays in replacing the Cook Strait ferries pose a major risk.

We also found out that business confidence and health, safety and wellbeing are major concerns.

A welcome surprise was the finding that although members of the industry believe they are viewed in a negative light, that was far from the truth. A side survey of 1000 members of the public showed truck drivers are viewed extremely positively.

That to me underscores the vital work our industry continues to do, supporting both local communities and the national economy.

Axing Fleet Saver a backwards move We have called on the government to reverse its decision to end the Fleet Saver ACC levy discount scheme for transport operators.

The scheme is scheduled to close to new entrants from July 1 this year and will end on June 20, 2029.

Responses to the National Road Freight Survey highlighted the importance of drivers being able to maintain a healthy work-life balance.

Truck & Driver | 39

Driving the economy

National Road Freight Survey responses highlighted retirement trends (left) and confirmed how often truck drivers are called on to assist at road incidents.

Fleet Saver can save up to 40% on the ACC portion of a firm’s annual motor vehicle license fees if they demonstrate their commitment to road and workplace safety.

We believe terminating that programme will jeopardise road safety and the government needs to make it easier for businesses to sign up by reducing barriers.

I find it even more puzzling that while ACC is shutting its Fleet Saver system down, NZTA is signalling its intent to reward transport operators with a variety of accredited management systems.

How one part of government can be closing down this approach just as another one starts off on that path is baffling.

Progress on multiple issues We can also advise progress on several roading issues • Higher speed limits of 110kph being introduced on the Christchurch Southern Motorway.

• NZTA’s latest plans for improvements to Dunedin’s SH1 one-way system no longer includes installing traffic lights at a key intersection on SH1 between Great King Street and Pine Hill Road.

• I was pleased to hear at the Auckland Transport Freight Reference Group that NZTA is stepping back from some of its proposed wire rope median installations. It’s now taking into consideration the inconvenience and additional travel impacts that the barriers can cause.

Ia Ara Aotearoa Transporting New Zealand’s team is available to asist our members around New Zealand Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877 info@transporting.nz Dom Kalasih, Chief Executive 04 471 8285 • 027 441 4309 Dom@transporting.nz

Vicki Harris, Membership Benefits Advisor 027 534 3848 • Vicki@transporting.nz Keith McGuire, Membership manager Upper North Island 027 445 5785 • keith@transporting.nz Odette Geyer, National Membership Manager 027 274 0792 • odette@transporting.nz

Lindsay Calvi-Freeman, Membership Manager, Lower North Island, Upper South Island 027 556 6099 • lindsay@transporting.nz Jim Crouchley, Membership Manager Lower South Island 027 261 0953 • Jim@transporting.nz

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Driving the economy

Responding to the truck driver shortage

By Rowan Everton

I

N RECENT YEARS, THE ROAD FREIGHT INDUSTRY has experienced a serious shortage of skilled drivers.

According to research commissioned by Transporting New Zealand, the sector was short an estimated 3449 drivers in 2022. This figure may be an underestimate, as a lack of drivers puts firms off from buying more trucks.

The government responded to industry advocacy by putting in place a temporary residence pathway to attract overseas drivers to New Zealand.

Announced in April 2023, the pathway allowed migrant drivers who primarily operate vehicles requiring Class 4/5 licenses to stay in the country permanently, rather than leave after two or three years as is usual under the Accredited Employer Work Visa (AEWV).

While Transporting New Zealand advocated for the pathway to be open to Class 2 and 3 drivers as well, it was acknowledged that the shortage of Class 4 and 5 holders was the most pressing.

In April 2024, Immigration Minister Erica Stanford announced immediate changes to the AEWV scheme, including the closure of the work-to-residence pathway for drivers. MBIE said the temporary measure had fulfilled its purpose as the demand for more truck drivers had been met.

There is now data from MBIE showing what happened over the residence pathway period, and what’s happened since it was closed.

Applications were already slowing; steeper decline after announcement MBIE’s figures show that after a peak at the beginning of 2024, applications to be a truck driver in New Zealand were slowing month by month.

Upon the announcement that migrant drivers on an AEWV would no

longer have a pathway to residency, there was a sharp fall in applications, down to a low of just 11 in June. Previously, “Truck Driver (General)” was the second largest occupation under the AEWV in 2023.

Significant number from India, Fiji and Philippines India was by far the most common country of origin for truck drivers entering New Zealand on an AEWV. Fiji and the Philippines also delivered significant numbers of drivers.

Migrant drivers are relatively young compared with the local workforce.

Most have been aged 31 to 40, closely followed by those aged 20 to 30.

Having younger people entering the industry is good news, particularly when much of the local workforce is nearing retirement within the next two decades. The average age of a truck driver is 54, according to available data.

Keeping migrant drivers safe One of the reasons the Immigration Minister said the pathway would end was due to concerns about worker exploitation. It is essential that all employers do their due diligence when hiring migrant drivers, particularly from labour hire agencies. Transporting New Zealand supported the transport sector agreement and the good work it did during acute postCovid shortages. We continue to advocate for the government to reactivate it in the event of any future shortages.

Prioritising diversity and inclusion can also help businesses attract more staff with a range of skills, among other benefits.

Check out our Diversity Toolbox which has free resources about recruiting a diverse local workforce.

Left: The majority of drivers working under the Accredited Employer Work Visa (AEWV) have come from India.

Right: The recent trend in Approved Truck Driver AEWV applications.

42 | Truck & Driver

Driving the economy

Sydney Sangster has her class 2 and class 4 and 5L licences.

By David Killick

Young and keen behind the wheel L UCAS MCGREGOR HAS always wanted to drive a truck.

“I’ve always been around trucks, says the 18-year-old who has joined Christchurchbased Conroy Removals.

“They’ve been in the family since I was born – most of them drive,” Lucas says.

“I went to the careers people [at Rolleston College] and said that’s what I wanted to do.”

The work is good, plus, he says: “You get to tour the whole country and get paid to look at views all day.”

Lucas currently holds his Class 2 licence and is doing linehaul work. He’s also training for his Class 4 and 5, practicing backing and loading up the trailer.

Sydney Sangster, who just turned 22, has also joined Conroys.

For her, truck driving is also in the blood.

“My dad used to drive trucks. I like driving and wanted to get into the industry,” she says.

Sydney holds a Class 2 licence, along with her Class 4 and 5L. She’s considering several future options, including linehaul and mining.

Conroy Group South Island Operations Manager, Mark Carter, says it’s crucial for the freight industry to support young talent.

“My belief is if we could get four to five a year, we are progressing the future,” says Mark.

“We can’t do it without the people we’ve got for training. It’s about our people [like senior driver Craig Aitchison] helping.”

He says if young people decide to move on, the company will support them.

“Give them the time. Give them a good grounding, they will come back.”

Lucas McGregor says trucks have always been in his family.

Truck & Driver | 43

Driving the economy

Cautious optimism as ferry plans announced

By David Killick

T

RANSPORTING NEW ZEALAND HAS WELCOMED Rail Minister Winston Peters’ announcement setting out the design brief for the replacement of the Interislander Cook Strait ferries.

While the move is a positive step, there are concerns over the prolonged delays in reaching this point. Key details – including the overall cost – remain unclear, leaving some uncertainty around the project’s future.

The new ferries are badly needed. KiwiRail’s existing Interislander fleet is nearing the end of its serviceable life, and in recent years, the ferries have been bedevilled by numerous problems.

Peters announced that two new ferries will be built, and that they would be rail-enabled. They will substantially larger than the existing ferries, which are approaching the end of their working life, but smaller than the previous designs commissioned under the iReX project.

Finance Minister Nicola Willis cancelled the iReX (Inter-Island Resilient Connection) project at the start of 2024, citing a budget blow out of $3 billion – up from $1 billion to $4 billion.

Willis said the cancellation would save money, despite a likely $300 million fee for breaking the contract with South Korean shipbuilders Hyundai. The reason for the saving is down to portside infrastructure costs. Originally, new facilities would have to have been built in both Wellington and Picton. Now, only the Picton side will need substantial upgrading.

Transporting New Zealand Head of Policy and Advocacy, Billy Clemens, says the infrastructure costs accounted for about 80% of the total project.

However, he points out that port facilities will still need upgrading, and members have identified the need for more parking space in Picton.

“The freight task is steadily increasing. Vehicles need to access Wellington and Picton more efficiently.”

After the iReX cancellation, it took until December for another announcement to be made – which turned out only to be that another announcement would not be made until March this year.

Originally, the iReX ferries were planned to be in operation by 2024-25, which was then extended to 2025-26. Peters said the new ferries will begin operations by Christmas 2029 – three to four years later than originally expected.

How much they will cost is uncertain because it is not known who will build them. Hyundai is likely to be in the mix again along with other shipbuilders 44 | Truck & Driver

A size comparison of the existing Aratere ferry, the cancelled iReX ferries, and the planned replacements. in Europe or Asia. We expect a decision will be made probably by the end of this year.

The decision to make the ferries rail-enabled makes sense and avoids double-handling at either end from rail to truck and back again.

It is not clear, however, how many trucks the new ferries will accommodate.

The announcement specified “2.4km of lanes for cars, trucks, and rail wagons”.

We understand that total commercial vehicle lane metres will increase from 4,380 vehicle lane metres to 4,800 vehicle lane metres.

It’s logical to assume the capacity will be between the current ferries and the iReX mega ferries.

“It is positive that the road freight industry has some certainty around the Cook Strait connection,” says Clemens.

“This includes a Christmas 2029 deadline for delivery of two new vessels, the fact they will be rail enabled, and that combined passenger and commercial vehicle lane metres will increase from 4,380 vehicle lane metres to 4,800 vehicle lane metres.

“However, it is frustrating for many of our road freight members that it’s taken so long to get to this point, and that scheduled delivery now sits close to the end of the current fleet’s natural design life.

“The government cannot afford further delays. This tight timeframe makes bipartisan support for the current project particularly important.”

Rail Minister Winston Peters has announced the design brief for the replacement Interislander ferries.

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46 | Truck & Driver

R E V O C UNDER N O I T A R E OP Story Brian Cowan racting d Ray Brown Cont an n so hn Jo e Jo Photos

The latest addition to the Ray Brown Contracting fleet, a Kenworth T 610SAR, heads out with another load from the batching plant.

Truck & Driver | 47

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HEN SOMEBODY SETS UP A TRUCKING COMPANY FROM scratch you’ll generally find they’ve had an early association with the industry that leads to a career in it, and eventually to the point of striking out for themselves.

Which made Ray Brown a bit of an exception when he bought his first truck in 1963, at the age of 26. He’d had no family connections in the game (his father worked with the Railways, and had plans for him to train as an engine driver) – nor, by all accounts, was he truck-mad as a youngster growing up in Garston, in northern Otago.

What he did have in common with many future transport entrepreneurs was a less than enthusiastic attitude to school, and a desire to get out and earning as soon as he could.

Initially, this took the form of fencing work on one of the local stations, progressing soon after (once he got a dog) to mustering.

For a time he worked at the famous Walter Peak Station on Lake Wakatipu before shifting to Makarora Station at the head of Lake Wanaka.

He was there for several years, eventually becoming head shepherd and a member of a specialist mustering team that serviced the several large holdings in the region.

So far, little involvement with trucks. But that changed, slightly, in the late 1950s with a career shift, to the Ministry of Works (MoW) and the beginning of the Benmore hydro dam project. There, Ray worked initially on the water supply system for Otematata, the staffing and service village for the project, but soon progressed to operating small crawler tractors towing scraper units.

This was followed a few months later by a move to the big time, in the shape of an International Harvester Model 495 motor scraper.

Because Benmore was an earth dam – as opposed to more normally-used concrete – scrapers were an integral part of the operation, spreading the core material delivered by monster haul trucks from the borrow site five kilometres away.

The three-axle 495 was International’s first scraper designed

in-house and had made its debut in 1958. It was powered by the company’s own 13.4-litre DT-817 six-cylinder, rated at 375hp and driving through a four-speed Allison auto transmission – though a nine-speed Eaton Fuller manual gearbox was also an option.

Fully loaded, it could carry 30 cubic metres and was capable of over 60kph on the flat. The 15 units imported in 1960 remained with the MoW, working on various later hydro projects, until finally being sold in 1974.

Ray Brown stayed driving scrapers at Benmore project almost to its completion, working initially for the Ministry but later with contractors. He drove a Euclid F18 for Jenna Howey, clocking up around 4000 hours on the dam site, before shifting to Egmont Land Development, for whom he drove an Allis Chalmers TS-360.

With the project winding down and the Egmont contract finished, he had the task of delivering that scraper to Taupo, a road trip with a difference that took three days and included using the Lyttelton-Wellington ferry.

Post-Benmore, he returned to Cromwell, married, and a short while later shifted to Christchurch and a job with the Paparua County Council. Initially he drove a CAT D4 dozer, but later ran the Council’s shingle crushing plant. One of the contractors carting away from the Council quarry, Fred Bloggs, was winding up his business and Ray bought Fred’s last truck, an ACCO four-wheeler tipper, for about 1500 pounds ($3000). Ray Brown Ltd was in business!

Bloggs had been a committed International fan, and Ray’s experience of the brand via the machinery at Benmore, plus admiring the 1940s-era Inter KBs of Mossburn Transport that he would see regularly while a youngster in Garston, made him equally a believer. As a result, for many years the Ray Brown fleet was largely International. Equally as consistent was the choice of engine – nothing but Cummins.

In Christchurch, Ray still contracted primarily with the MoW, carting shingle and the graded base material used for roading projects. Four years on, he was granted a licence for a second truck, and bought a brand-new ‘butterbox’ ACCO (so-called from Truck & Driver | 49

In the company’s growth years during the 1970s and ‘80s, International ACCOs were the truck of choice.

With a Bigfoot onboard you’ll monster any surface

the model’s squared-off bottom to the doors, later replaced by a deeper design that curved around the front wheel guard). The oldster, fully restored, is still owned by the company.

Almost coincident with the company starting up, the Brown’s first child, Trevor, was born. Today, he’s the general manager, while his son, Cody, also works for the firm. Post-retirement, Ray still turned up virtually every day at the company headquarters in Hornby, but died late last year. He was 87.

While shingle was the primary material carted by the company in its early years, Ray also developed a relationship with Road Carpets Asphalt, which operated a batching plant out of an adjoining site, and started carrying its products as well. The asphalt connection grew steadily along with the size of the fleet and over time became its primary activity.

Through the 1970s,’80s and ‘90s Ray Brown Ltd serviced Pavroc Contractors and British Pavements and eventually Fulton Hogan, after the latter company bought out the other two and absorbed them into its operations.

When Trevor left school he worked initially for Road Carpets, and later for Pavroc and then Fulton Hogan, during which time he helped out on projects as far afield as Fiji. But it was always ordained he was going to join the family company, and that duly happened when he was 19, and he took over the wheel of the old No.2 ACCO. He recalls that at the time Ray Brown Ltd had several clients: “We worked for quite a few builders and developers, putting in driveways and the like. But many of them

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weren’t good payers, meaning we spent a lot of time chasing up invoices.

“On the other hand, Fulton Hogan have been brilliant from day one, so over time we concentrated more on staying loyal to the big boys, who were loyal to us.

Nowadays the majority of our work is for Fulton Hogan, though in the past we’ve occasionally done stuff for other major contractors as well.”

That style of relationship might look risky on the surface, but Trevor explains the mutual trust at the heart of it means it works well: “Essentially, we have a fleet of trucks set up to handle hotmix and shingle, and they’re basically hired out at an hourly rate whenever they’re needed. We’re regularly on jobs all over the South Island and, more recently, Cody and another of our drivers have spent several months in the North Island working on several projects there.”

A key factor in making this business model work is the company’s lack of indebtedness, and the outstanding condition of the trucks, all of which are parked undercover when not working.

“We own the land and building, and the trucks are all paid up, so we’re not having to absorb interest and lease costs when the weather is bad and we cannot work. Granted, there are still wages, but they are not too much of an issue,” Trevor says.

“Ray was a smart businessman, canny enough to put money aside for quieter times when we were busy, and disciplined enough to only buy one truck at a time, always new, always top spec, and only after the one before had been fully paid off.

“We still follow that approach. That means if you’ve got no work

Ray Brown started his career as a high-country musterer and progressed through power-project scrapers to trucks. for a time and the trucks are sitting in the shed, all they’re costing you is rego and C.O.F., they’re not costing you thousands a month in interest payments, and because they’re so well looked after our R&M costs are minimal.

“Ray was passionate about having all the gear undercover, so you could hop into it in the morning and be ready to go. After a few years with the trucks parked up at night in the driveway of our home, he bought a 2000 square metre section in the emerging industrial area in South Hornby and built a shed, at around 800 square metres big enough to house not only the office and maintenance facility, but also provide overnight parking for the trucks.

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email. office@tes.co.nz Truck & Driver | 51

Main pic: It’s all hands on deck for runway resurfacing at Christchurch Airport.

This page, top: Western Star 4864 FX twins boast top of the line spec.

Opposite page: Second and third generations of the Brown family, Trevor (right) and son Cody with a pair of trucks separated by nearly a century.

“The site faced onto Mountview Place, off Shands Road. Our neighbours to the back were Shands Road Sawmills (now SRS New Zealand) who in the 1990s wanted to gain a back entrance off Mountview, so they made an offer for our site.

“During negotiations, Ray learned that SRS owned a similarlysized bare section a couple of blocks away in Klondyke Drive, so he offered a deal – you build us a shed the same as we have here on that site, and we’re happy to shift. The deal went through and we’ve been here since.”

In the time since, the shed has been extended three times, and now covers 1200 square metres. It comfortably handles the eight-strong fleet, a couple of four-axle trailers, a maintenance area, and two completed

restoration projects.

One is the ‘first-new’ 1967 ACCO, and the other is a 1926 International Model 63 which Ray had found derelict in long grass on a Christchurch suburban property in the 1990s.

Bringing the Model 63 back to life was a real labour of love for Roger Stewart, who used photos from its era to rebuild mudguards and the cab bodywork. Though previously the unit was fitted with a flat deck (there’s evidence it might have been a delivery truck for a brewery) it now sports a tipper body, operated by an eraaccurate shaft and cam mechanism, and displays the Ray Brown Ltd colour scheme.

Though the Model 63 is from an time before Ray set up in

Early ACCO 4x2s gave way to 6x4s as the company grew.

52 | Truck & Driver

Truck & Driver | 53

business, it and the ACCO speak eloquently of the company’s longtime association with International.

The workshop facilities are modest, but suffice for regular minor maintenance. Bigger work is handled by NZ Trucks. Trevor cannot speak too highly of the service offered by that company: “Any problems, and they’ll say, ‘Bring it straight down.’ If we have a breakdown at night, often they’ll be there within half an hour. We need that too, because if you’ve got a load of hotmix on you can’t afford to wait. You only have a handful of hours before it goes off and sets solid.”

The undercover parking, with a designated space for every unit, means that even the smallest oil leak can be spotted easily on the concrete floor, and quickly rectified. And in a luxury very few other fleets can boast, the wash bay is inside, covered by the most recent extension to the building.

54 | Truck & Driver

The staff room is a wonder, two big macrocarpa-topped benches in the middle, cabinets with a range of models of trucks and machinery, mainly International, and the high walls carrying framed photos of the company’s history and an assortment of memorabilia.

As Trevor explains: “In the early days, we had a pretty basic smoko room, so after we built this complex some 30 years ago Ray decided we needed something better, so we put in a wall and set this area up.

“Ray never got rid of anything. I’ve got an accounts book in the office from his first year in business, detailing the jobs he did, with what he got for them in pounds, shillings and pence, the costs of the fuel, everything.”

The current fleet includes two Ivecos, two Western Stars, three Internationals and the latest addition, a Kenworth T610SAR that joined the muster at the beginning of the year. It runs a 575hp X15 Cummins engine married to an 18-speed RoadRanger gearbox, and rides on Kenworth Airglide 460 rear suspension and Meritor axles.

The steel bin is from Adams and Currie, purpose-built for precision spreading and to hold hotmix bins for feeding road pavers. When needed, the truck will tow a new, MTC Equipment four-axle tipping trailer.

Clockwise from above: Old Inter was rescued from a suburban backyard, and finished in Ray Brown colours; Trevor Brown in one of the industry’s grandest smoko rooms; Cody Brown with the new Kenworth. ‘It’s a dream drive,’ he reckons.

Main pic: Lining up to feed the paver on the Otira viaduct. Insulated covers ensure hotmix from Christchurch plant can be delivered as far afield as the West Coast and still be workable.

At the other end of the age scale, a 1974 International tipper is still on the fleet line-up, and though it now does only a very limited amount of work, it’s still kept up to scratch and spotless.

The ongoing cosseting, allied with the modest distances run by the trucks (typically around 50,000km a year) means they’re incredibly long-lived. As an example, one of the other Internationals, a 9900i model bought new in 2009, has covered just 395,000km. Trevor reckons it’s still likely to be around, and in excellent nick, for another 10 years.

This unit is unusual in being the only Australian-built example of the model in New Zealand (others came from the USA). It was

Truck & Driver | 55

bought by Ray through Straun Syme, of Iveco NZ. On the rare occasions a Ray Brown truck is sold on, it always finds buyers happy to pay a premium price.

Given that the trucks regularly cart hotmix you’d think keeping the bins clean would be a real challenge, but Trevor reckons it’s not too bad: “Fulton Hogan have a spray product, a type of soap, that does a good job. Previously, they used cooking oil. That worked all right too, but you’d come in of a morning and the place would smell like a fish and chip shop!

“All our bins have been made since day one by Adams and Currie, the later ones in Hardox, and they never seem to wear

out. Tipping gear is Edbro across the fleet, again with next to no performance issues. About the only hassle we’ve had was when a little while back the deck on our old Inter wouldn’t come down because of some rubbish in the piston of the hydraulic pump. The truck’s close to 20 years old, which means the deck must have been up and down tens of thousands of times, so that’s pretty good going.”

The bins on all trucks except the new Kenworth have a simple pull-across cover system to keep the hotmix warm. With the addition of a subsidiary under-cover, the brew can remain workable even after a trip to the West Coast, says Cody.

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Opposite page: Details of restoration work on the 1926 International. The truck still sports the original vehicle designation plate on the firewall.

This page: Internationals are still dominant in this fleet shot from the early 2010s.

At the Christchurch batching plant, the other drivers use a gantry to climb up and pull the covers over a new load, but with the T610 Kenworth, Cody can perform the operation from the ground, courtesy of a clever roller and handle cover system designed in-house.

This sports a detachable handle that when not being used clips neatly out of harm’s way to the side of the bin. A short length of hydraulic hose houses the link between handle and roller, and is flexible enough to be clipped against the bin when not in use itself.

The fleet colour scheme is simple but effective. It’s based on

Carnation Red, with gold signwriting and accent lines and silver front guards, and was set up by Ray from the early days. The only variation since then has been to drop an original silver stripe through the middle of the doors and introduce the silver guards.

New trucks come in ready painted, the decks are painted by Baird’s Collision Centre, and signwriting is done by Paul Davis of Dimension 7, who also fashions the unique bonnet deflectors.

Where typically such items proclaim a favoured name for a truck, the Ray Brown ones show panoramic photo spreads of various South Island mountain ranges.

Trevor comments that they’re a real attention-getter: “Often,

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when one of our trucks is stopped at a pedestrian crossing, people will notice and smile, and rush to take a photo.

“Originally, we had an Army unit badge in the middle, with a bit of scrollwork either side. After he did his military training in the late ‘50s, Ray stayed very much involved with the Territorials for the best part of 30 years. He was with the 3/2 Artillery Battery, based in Addington, and the trucks carried that badge, but after he retired from the TF he decided on the mountain vistas, which reflected his beginnings as a musterer in the South Island high country.”

In common with nearly every fleet, the Browns struggle to find drivers when they need them. In their case, the problem is intensified by the fact all but the two Ivecos use RoadRanger manual gearboxes, which a dwindling number of drivers are now familiar with. Another stumbling block for many, says Trevor, is the need to work at night on many central-city roading projects.

The limited clients model means admin and accounts work is minimal, meaning Trevor can handle routine office tasks with the help of financial consultant Max Alexander, and still do regular driving.

Cody’s career has almost mirrored his father’s, in that on leaving

school he worked for Fulton Hogan for eight years, ending up as a foreman in a paving crew, before 15 years ago joining the family firm.

As he points out, the time with Fulton Hogan was a perfect background to his career now: “I’ve come right through every aspect of handling asphalt, can even set up a paving machine if need be. If I’m delivering a load and the gang on the paver need a hand I’ll jump in and help. I’ve grown up with a lot of the guys who have since moved on to senior positions in the office, so there’s still a good relationship.”

Cody believes that the work Ray Brown Ltd drivers do is generally covered by the very high safety standards of Fulton Hogan, and tends to rub off on their performance at home base as well.

“When you’re on their jobs, the deal is you’re either part of the safety system, or you’re not there at all,” he says.

He finds the big Kenworth is a dream drive, and can’t imagine being in a better space: “I’ve grown up with trucks around me, and I’ve always known this would be my life, so to be part of it, and driving gear like this, is a privilege.”

Top: Bonneted trio are the latest additions to the fleet (though one of the Western Stars is eight years old).

Modest mileage and constant cleaning ensure all the fleet are immaculate.

Bonnet deflectors feature South Island mountain panoramas, reflect Ray Brown’s beginnings as a high-country musterer.

Left: Old ACCO was the first new truck bought by Ray Brown and has been restored as a memory of the early days.

58 | Truck & Driver

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National Road Carriers

Freight finally front and centre F

OR TOO LONG, FREIGHT – THE ESSENTIAL ENGINE ROOM OF our economy – has been overlooked in New Zealand’s transport planning. However, Transport Minister Chris Bishop made clear in NRC’s recent On Schedule podcast that change is underway. Freight is now front and centre in government policy, a vital shift if New Zealand is to unlock its full economic potential.

The Tauriko West project in the western Bay of Plenty exemplifies this new focus. NZTA has approved a multi-billion-dollar investment case to upgrade key freight corridors, alongside $97.2 million for route protection. Tauriko West has also been designated one of 17 Roads of National Significance (RoNS), sending a clear message: freight matters.

The $2.8 to $3.3 billion Tauriko West upgrade will deliver major improvements to State Highway 29, currently burdened by capacity constraints. These upgrades aim to ease congestion, support the Tauriko Business Estate, and enable up to 30,000 new homes by 2063. Improved travel times and safety benefits are also expected, delivering productivity gains well beyond the region.

Minister Bishop emphasised that freight has long been invisible in the transport system. Ordinary Kiwis rarely consider how goods arrive at supermarkets or stores – they simply expect them to be there. COVID-19 briefly raised public awareness of supply chains, but attention quickly faded. The Minister’s efforts to shift that narrative are timely and critical.

Importantly, freight is not just receiving lip service. The government’s latest Government Policy Statement on Land Transport directs NZTA to prioritise projects boosting freight efficiency, particularly through the RoNS programme. Investment in key corridors – such as the golden quadrangle linking Auckland, Hamilton, Tauranga, and Whangārei – is a core part of the plan. From Northland’s expressway improvements to Christchurch’s freight links, the commitment to moving freight smarter and faster is evident.

A key advantage is having a Minister who also holds the Housing, Infrastructure, RMA Reform, and Associate Finance portfolios. This allows transport, land use, planning approvals, and funding to be considered together at a systems level. Such a joined-up approach is crucial for overcoming the silos that have slowed progress and is already delivering more integrated, future-proofed outcomes.

Moreover, the Minister’s open attitude is encouraging. He

Justin Tighe-Umbers, CEO, National Road Carriers Association acknowledges that improvements are needed not just in infrastructure, but in how freight productivity is measured and managed. He welcomes ideas to embed freight more explicitly into transport agency priorities. "The importance of freight has been underemphasised for quite some time," he said. "From a system point of view, I'm open to any improvements needed to elevate freight within the policy setting process."

For the freight sector, this represents a critical opportunity.

Measuring the freight task, setting clear goals for improvement, and tracking performance are basic yet powerful steps to drive national productivity.

The conversation around funding and resilience was also revealing. With New Zealand facing a $120 billion infrastructure need but only $55-60 billion in revenue, smarter funding models are essential.

The Minister emphasised the importance of planning ahead, stating: "We have to face up to the long-term revenue challenges in transport. That means considering new funding tools like tolling and ensuring we sequence and prioritise projects properly to get the best value for New Zealanders."

His willingness to consider tolling for projects like Tauriko West (with a benefit-cost ratio of 1.7 if tolled) reflects a pragmatic approach. Public-private partnerships (PPPs) and the upcoming National Infrastructure Plan should help secure long-term support for critical freight routes.

This marks a genuine turning point. Freight is no longer an afterthought in transport discussions but is being recognised as the lifeblood of the economy. With 93% of goods moved by road, any inefficiency in the freight network impacts every New Zealander, whether they realise it or not.

There is still much work ahead. Embedding freight at the centre of policymaking, agency planning, and infrastructure investment will require persistence. The freight sector must continue to advocate strongly and offer constructive, system-level solutions.

But the direction is clear – and it is the right one. Thanks to strong leadership and a renewed focus, New Zealand is poised to move faster, more efficiently, and more productively than ever before.

Freight is finally on the radar – and our future prosperity depends on keeping it there.

Truck & Driver | 61

National Road Carriers

Complacency has delivered, let’s learn from yesterday’s mistakes.

James Smith, GM Policy & Advocacy, National Road Carriers

A

S I LOOK AT THE RAFT OF CHALLENGES NEW ZEALAND IS facing as we climb out of one of the deepest recessions seen in generations, they all pin back to years – or decades in some cases – of complacency. Too many cases of “we will worry about that later”, in an attempt to avoid facing the reality of ageing infrastructure, population, systems and regulatory frameworks.

2024 and the first quarter of 2025 has seen numerous realisation moments and subsequent difficult conversations as solutions were sought.

All aspects of the economy are impacted and most importantly for our members it is the freight generating sectors of manufacturing and civil construction that appear to be hardest hit.

This Government is however making hard decisions and facing up to some of the consequences of past Governments complacency.

Meaningful changes to Resource Management Act are underway to reduce compliance costs and timelines. Changes to the Health and Safety Act have been signalled returning the focus to preventing serious harm and away from tick box perceived risk mitigation.

The growing gap between the revenue collected in the National Land Transport Fund and the demands of the fund are being addressed as part of the move away from fuel excise duties to road user charges.

Major infrastructure projects in roading, health, energy and water management are all in fast-track process.

Regulatory reform across agencies is underway with a very clear

NRC is advocating for infrastructure investments to improve productivity.

62 | Truck & Driver

aim of reducing red tape.

What National Road Carriers is continuing to call for is an increased focus on improving productivity across agencies and answers to long term workforce challenges the aging population combined with a return to economic growth will bring.

We are also looking to lock in the principal of continuous evolution of our regulatory settings and the infrastructure, both physical (roads etc) and systemic so that complacency can never again take hold. New Zealand Governments both central and local cannot be allowed to ignore the need to address the unpopular or costly in favour of kicking the can down the political road.

You can play your part by pointing out your frustrations, what is holding your business back? If it’s already on the list, we can give it another nudge and if it needs adding to someone’s list we will do that.

Don’t let complacency win.

As transport infrastructure underinvestment is addressed, we will see increased disruption. A great example is the replacement of the Cook Strait rail link span at Picton. This vital piece of infrastructure has been decaying for decades but until a firm decision was made on the future of rail enabled ferries any upgrade was potentially money wasted.

With the decision now made the link span and berth needs replacing with urgency if we want to avoid the risk of the new ferries not being able to dock when they arrive in 2029. You only need to look across to Tasmania to see what not aligning port infrastructure with ship builds can do.

On our roads there are bridge decks that need replacing or upgrading and these will require full closures. These disruptions will only receive industry support if the disruptions deliver a better network.

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FEATURE

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Wderful wheels

n wo

Enthusiasts from around New Zealand and overseas converged at Easter for the biennial Wheels at Wanaka extravaganza. David Kinch reports from the huge weekend which drew record crowds.

WHEELS AT WANAKA OFFERS SOMETHING FOR EVERYONE. It’s not just your everyday truck show, or a run of the mill machinery show. It’s a bit like the best meal you’ve ever had that comes with a free dessert!

The Wheels at Wanaka show was started back in 2019 by Allan Dippie and a group of individuals with similar interests. I remember attending that event, watching the earthmoving equipment up close for the first time and thinking “wow this is pretty damn cool!”

Once the first show had been completed, word began to spread about the experiences people enjoyed at the event. The show has since grown to four times the size with entries increasing from 1,500 to 5,000 while visitor numbers have multiplied – from 15,000 in 2019 to an incredible record-breaking attendance of 65,000 in 2025.

Held over three days at the 60-acre ThreeParks site on Easter Friday, Saturday and Sunday, Wheels at Wanaka is now Australasia’s largest all-vehicle show, bringing visitors from all over the world to the picturesque Central Otago region.

With 2025 billed as the final Wheels at Wanaka event, planning for this show began two years ago. And not just for the organisers, but also for many of the entrants.

Callan Day (from New Plymouth) and Bevan Satherley (from Napier) were at the 2023 show with their restored Mack SuperLiners. Upon returning to New Plymouth, Callan acquired a Mack Ultra-Liner which was originally owned by Ray King in Tokoroa. With only 820,000 original kilometres on the clock, the truck, although not in good condition, was worth saving.

Callan, who is the Managing Director of PACE Engineering in New Plymouth, started work on this project with the aim of having it

ready for Wheels at Wanaka 2025.

Meanwhile in Napier, Bevan Satherley unfortunately had his Series 1 Mack Super-Liner destroyed in a fire. Eventually Bevan purchased the ex-Jamiesons Super-Liner tow truck and took it to the team at PACE Engineering who started by removing the tow unit.

“We got it to a point where we could restore it. That became project number one for the Wanaka trip,” Callan says.

And as the planning continued for the trip south, more enthusiasts joined this group with their own special trucks.

Bevan’s brother, Hayden Satherley, had purchased a day cab Mack Ultra-Liner from Taupo, which got a good mechanical going Above: The main truck parking area was so full it overflowed into other parts of the venue.

Below: The Volvo Little Diggers sandpit was a huge hit with young enthusiasts. Photos: David Kinch

Truck & Driver | 65

Brett Hamilton’s 1980 Bedford powered with a 3208 Caterpillar engine was a show stopper.

Photo: David Kinch

over and tidy up along with a new paint job. The signwriting on this truck was finished the day before the group left for Wanaka!

A fleet of seven trucks eventually made the voyage south, departing New Plymouth and Napier respectively, meeting in Wellington, crossing on the 1pm sailing to Picton and staying at the Riverlands Roadhouse in Blenheim overnight.

The group then departed for the South Island’s West Coast travelling to Franz Joesph where they parked up for the night. Along the way Callan Day’s Ultra-Liner broke a head bolt and started leaking water quite badly north of Hokitika.

“An extremely helpful gentleman who owned a diesel workshop just out of town helped us fix it with a piece of threaded bar, nuts and good old kiwi ingenuity,” Callan says.

The next day the ‘Macknificent’ seven left on their final leg of the trip to Wanaka. Bevan Satherley experienced an issue with an accelerator linkage, which was fixed by none other than the trusty cable ties.

“We enjoyed the Wheels at Wanaka show for the weekend which is a fantastic event. It’s well run and arguably the best show that

Dean Pearson is always keen to hook his Kenworth up for the truck pull competition.

Photo: David Kinch

New Zealand has ever seen in my opinion,” says Callan.

“We attended the Saturday night function, and I was extremely humbled to win the Best Classic award for my Mack Ultra-Liner that I restored. There was some tough competition there and it was great to come away with some recognition for that.”

After the show the group travelled further south to Invercargill and Bluff and were joined by Charlie Bailey and Michelle Wilson in The Bandit tribute Kenworth.

“It was a fantastic trip with a great group of friends and allaround great group of people including some new people that we met at the show in Wanaka,” Callan says.

This is just one example of many journeys to Wheels at Wanaka which inspires people from all over the country and the world to come to this wonderful event.

Young American visitor Marcellus Harvey travelled from Elkader, Iowa and drove some of the machinery in the pit and also participated in the Caterpillar world record attempt.

“This has been one of, if not the greatest experience so far in my 20 years of living,” Marcellus says.

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Aaron Ferguson, an enthusiast for anything with wheels or a motor, finally made it to the event after missing the previous three and was overcome by emotion at the sheer scale of the show.

The variety of attractions is such that you almost need a clone to get around everything. Because, once you stop to watch, whether it be the Terra Cat Earthmoving Extravaganza, the extensive parade ground programme or the Tractor and Truck Pull competition (among others) you get sucked in and next thing you know you’ve been there watching for hours.

The extended forecast for the weekend wasn’t fantastic, but Saturday looked like it would be the best day to attend,

68 | Truck & Driver

Opposite page, top: The Dynes Transport K124 Blue Baron transporting their latest restoration, Blue Knight, to the venue.

Centre: HHA owner Jon Kelly and Gold Digger Mack Super-Liner made the trip from Australia to the delight of many.

Bottom: Part of the world record attempt for Caterpillar machines in a parade.

Above: Taranaki and Hawke’s Bay crew added a trip to Bluff as part of their South island adventure.

Right: Marcellus Harvey made the trip out from Elkader Iowa USA for Wheels at Wanaka.

Below: Like straight out of a Hollywood movie. Charlie Bailey and Michelle Wilson’s Smokey and the Bandit tribute Kenworth and Pontiac Trans Am were a star attraction.

Photos: David Kinch

Truck & Driver | 69

and the public turned out in their thousands. The venue was humming with the sounds of machines of all shapes and sizes entertaining the crowds and the food vendors were run off their feet.

Among all of special attractions was the celebration of 100 years of Caterpillar which was marked with a world record attempt – the most Caterpillar machines in a parade which was achieved with 242 machines officially taking part and encircling the venue. The sight and sound of this was something I’ll never forget with dozers, scrapers, graders, dump trucks and others taking over the venue.

Other attractions that were part of the weekend included the Enduro X Motorbike Competition plus Snowmobile, Rally and ATV demonstrations from motorsport legends Greg Murphy and Hayden Paddon. The first ever CAT Global Operator Challenge event held in New Zealand was won

by Mark Morley from Greymouth based MBD Contracting.

Wheels at Wanaka is a well organised event which has hundreds of volunteers helping throughout the weekend who do an amazing job.

As a charitable event it also gives back to the community. Final figures are still being tallied, but organisers expect that donations and funds raised will reach into the tens of thousands of dollars and will be distributed to the various Wanaka organisations in the coming weeks.

The financial spinoffs from this event are felt far and wide and I hope, like many others, that this won’t be the last Wheels at Wanaka event.

Wheels at Wanaka 2025 Prize-winning trucks Best In Show Veteran Truck: Ryan Dewes 1913 International Harvester Auto Buggy Best In Show Pre-War Truck: Solly’s Transport, Chevrolet Best In Show Classic Trucks: Pace Contracting NZ Mack Super-Liner, VE Walsh ERF, Alan Harrington, J Bedford 1955 Best In Show Japanese Truck: Foodstuffs Ford N Series Best In Show British Truck: Transpac Foden Best In Show American Truck: Mitchell’s Transport 07PETE Best In Show International Truck: Maxwell Bros. T-Line Best In Show Kenworth Truck: Tahmac Haulage Best In Show Mack Truck: Steve Murphy Ultra-Liner

Caterpillar celebrates at Wanaka

Wheel loader skills were tested as part of the Global Operator Challenge. Photo: Inshot Studio.

70 | Truck & Driver

GREYMOUTH CONTRACTOR MARK MORLEY HAS SUCCESSFULLY beaten 23 of the country’s best heavy machinery operators, to be crowned the New Zealand champion of the Caterpillar Global Operator Challenge.

A record-breaking 65,000 spectators attended this year’s Wheels at Wanaka. Despite having to perform in front of a huge audience, 34-year-old Morley skilfully manoeuvred a Caterpillar excavator, wheel loader and a compact track loader around a series of obstacle courses and time-based challenges to claim the title.

“I think the most nerve-wracking part was having three times the population of Greymouth watching me work,” the MBD Contracting supervisor laughs.

“The nerves were at an all-time high, but I just tried to focus on doing the best I could, staying smooth and finishing each of the challenges within the tight time limits.”

Despite having limited experience driving wheel-loaders and compact track loaders, Morley impressed the judges with his deft skills and accuracy, and after two days of competition was announced the champion.

“When they called my name out, I was absolutely gobsmacked.

I didn’t know what to think or how to react as I wasn’t expecting to win,” Morley recalls.

“I thought I’d done OK at Saturday’s finals, but it was hard

The Oceania Gold CAT D10 T2 Bulldozer was a extremely popular with young and old.

Photo: David Kinch

to know how you compared to the other operators as they were competing on different machinery at the same time.”

Second and third places were awarded to Manawatu’s Allister Dransfield (Dransfield Contracting) and Cambridge’s Jamie Ashby (C & R Developments).

Terra Cat Chief Executive Officer Chris Heaton says Morley’s success at the final Wheels at Wanaka event as a testament to the high skill level of operators in New Zealand.

“The level of competition at this first-ever Global Operator Challenge was incredibly high, and all contestants represented their companies and themselves exceptionally well, while showcasing the versatility of Caterpillar machines,” says Mr Heaton.

“Caterpillar staff helped with the management of the GOC and commented that the hydraulic excavator skills of the Kiwi competitors were the best they’d seen.

“The GOC was a resounding success, and we wish Mark the very best as he progresses to the next stage of the competition.”

As the champion of Caterpillar’s first-ever New Zealand Global Operator Challenge, Morley will head to Japan in October to take on the best operators in the Asia-Pacific. If he wins there, he’ll progress to the world finals in Las Vegas in March 2026.

“I’m super-excited but also a bit anxious about heading to Japan,” Morley admits.

“I really want to do my best for myself, for MBD and for Terra Cat. “I also feel like I need to perform at my best for all the competitors I went up against at Wanaka. This is a great chance to represent New Zealand on the other side of the world.”

Above: Global Operator Challange winner Mark Morley will represent New Zealand at the Asia-Pacific final in Japan later this year. Photo: Tom Buchanan.

Below: Competition in the Compact Loader section.

Photo: Tom Buchanan.

Truck & Driver | 71

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FEATURE

The Anaheim Convention Centre hosted the 2025 ACT Expo with more than 200 vehicles on show and 12,000 attendees.

Technology in ACTion THE ANNUAL ADVANCED CLEAN TRANSPORTATION (ACT) EXPO continues to evolve as North America’s showcase for new transport technologies.

Celebrating its 15th year, the 2025 venue was the Anaheim Convention Centre – the showing moving back to Los Angeles this year after being hosted in Las Vegas in 2024.

Interest in the ACT Expo continues to grow rapidly. With 12,000 attendees, more than 500 exhibitors and sponsors, and more than 200 clean vehicles on display, the event was 40% bigger than in 2024 and the exhibit space was twice the size of the previous Anaheim event two years ago.

This year’s expo showcased not only zero-emission vehicles and infrastructure but also reflects a broadened focus on low-carbon fuels such as renewable natural gas, propane, and biodiesel. With regulatory landscapes shifting, especially after California eased exclusive zero-tailpipe emission requirements, fleets now have expanded fuel and technology options to meet sustainability goals.

Truck makers Kenworth, Mack, International, Isuzu, Volvo, and Peterbilt all revealed new electric model plans during the April 28-30 event while Hyundai and Honda updated their hydrogen fuel cell programmes.

Kenworth unveiled its Next Generation T680E battery-electric truck, designed for short and regional-haul, and drayage operations.

It’s the latest addition to Kenworth’s lineup of powertrain offerings and will be available as a day cab tractor or straight truck in a 6x4 axle configuration. Customer deliveries in the U.S. and Canada are scheduled for late-2025.

A newly developed PACCAR-integrated ePowertrain system with between 365-470hp continuous power output – and up to 605hp peak – with 1850 lb-ft of torque powers the T680E.

According to Joe Adams, Kenworth’s chief engineer, the central drive eMotor and updated vehicle architecture allows for increased battery capacity, charging speeds, wheelbase flexibility, and drivability.

Three battery configurations are available, allowing for customisable range, horsepower ratings, and vehicle weight to fit customer requirements. The largest battery configuration features a 500kWh battery pack that delivers a range of 300km- plus at weights up to 37.2t GCM. The T680E uses a CCS1 DC fast charger, and with an industryleading 350kW peak charge rate, the T680E can charge up to 90% in approximately two hours.

A complete exterior redesign for the T680E incorporates aerodynamic refinements. Standard LED headlights with blue accents complement the blue Kenworth badge – a signature of all Kenworth zero-emission vehicles.

Inside the cab, an upgraded digital interface provides drivers with BEV-specific insights into range, regenerative braking, and performance. Additionally, Kenworth’s new DriverConnect display

Truck & Driver | 73

Left: Kenworth announced upgraded T880E (top) and T680E (bottom) battery electric models.

Right: A battery electric version of the new Mack Pioneer was announced at the ACT Expo.

integrates a 15-inch digital touchscreen to enhance operation of the battery-electric truck.

The T680E is also offered with Kenworth ADAS packages including DigitalVision Mirrors, Bendix Fusion and Lane Keeping Assist.

Kenworth’s second BEV model announcement at ACT Expo 2025 was the new T880E, billed as the industry’s first Class 8 vocational batteryelectric truck for the North American truck market. Customer deliveries are scheduled to begin later this year.

For the T880E the PACCAR ePowertrain delivers 365-470hp continuous power and 605hp peak outputs with 1850 lb-ft. of torque.

Four battery options offer a customisable range between 160 and 400km, with wheelbase and vehicle configurations to fit a variety of customer needs.

The largest battery configuration features 625kWh of energy storage that delivers 400km of range.

The central drive eMotor allows for wheelbase flexibility, lift axle installations, and makes for a vocational-friendly BEV integration.

Additionally, the T880E will feature factory-installed options for high and low-voltage ePTO ports, which can be utilised to power equipment, a mechanical ePTO, or body configurations in conjunction with aftermarket body upfitters.

Kenworth also showcased a T680 powered by the Cummins X15N 15-litre natural gas engine, part of the Cummins HELM engine platform, and announced a CARB (California Air Resources Board) compliant version of the PACCAR MX-13.

The Kenworth BEV launches were largely mirrored by sister-brand Peterbilt, which showcased the Next-Generation Model 579EV and the All-New Model 567EV, an electric heavy duty conventional vocational truck.

The Next-Generation Model 579EV is designed for drayage and regional haul applications, featuring updated styling, the new PACCAR ePowertrain and the latest in safety and connectivity technology.

Two versions of the updated Model 567EV were on display. One was fitted with a Rogue 15-yard dump body. The Model 567EV also features the new PACCAR ePowertrain and can be configured into vocational body applications such as dump trucks, equipment haulers, utility trucks and refuse pickup.

There was also 567EV in a max range tractor configuration with 625kWh of battery capacity – ideal for vocational tractor and extended regional haul applications. This truck can travel up to 400km on a single charge and re-charge in as little as two hours.

Mack Trucks also made a BEV announcement, confirming it will soon offer an electric version of the recently launched Pioneer.

The BEV version of the new Pioneer will be the first delivery of a completely in-house electric platform with Mack’s proprietary e-axle and Proterra batteries.

The Mack Pioneer Electric will be available as a Day Cab or 44-inch Short Sleeper, and is intended for Regional Haul, Drayage, Hub-andspoke operations. The new Proprietary Mack e-axle incorporates the most recent electric propulsion technologies and will be powered by the latest generation Proterra batteries.

Proterra is part of the Volvo Group, with offices in California and South Carolina, and its products are designed, engineered, and assembled in the U.S. The Proterra H2-23 battery has been rigorously tested in-house to ensure the batteries can withstand the most demanding of environments, along with ensuring that the batteries charge quickly.

The compact battery pack is designed with advanced active and passive safety features to mitigate risks and ensure optimal on-road performance.

“Mack is proud that we not only introduced the Mack Pioneer, our most fuel-efficient and aerodynamic highway truck, but just three weeks later we are now also announcing that we will produce a Mack Pioneer battery-electric vehicle (BEV),” says Jonathan Randall, president, Mack Trucks North America.

“Mack has never rested on its laurels. We are celebrating our 125th anniversary this year, so we have both the legacy of Mack behind us, as well as the historical proven innovation that Mack has contributed to the trucking industry. We are proud to be leaders in sustainable transportation solutions,” says Randall.

The Pioneer BEV will be based off the diesel-powered Mack Pioneer, the most fuel-efficient truck offered by Mack. The aerodynamics of the Pioneer combined with engine and transmission upgrades can deliver up to an 11% improvement in fuel efficiency compared with the equivalent prior model from Mack.

The Mack Pioneer features an aggressive windshield angle, a streamlined chassis design and an optional innovative digital mirror system that replaces traditional mirrors with cameras. The design team started with the driver’s position, building everything around the driver, including the windscreen and the door architecture, to ensure both optimal visibility and aerodynamics.

A battery electric version of the International RH Series also made its debut at the ACT Expo.

The new eRH Series is available in 4x2 and 6x4 configurations, and offers a range of up to 480km, depending on the configuration, battery capacity, and use.

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Built on the proven foundation of the diesel-powered RH Series, the eRH is optimised for productivity in local and regional haul applications. It features a 113-inch bumper to back of cab (BBC) measurement for optimised forward visibility, as well as industry leading wheelbases for tight turning radius.

The Bendix Fusion integrated driver assistance system, provides for safer road operations and the ergonomic cab design provides ample space and conveniently grouped switches for ease of use.

The eRH comes with lithium nickel manganese cobalt (NMC) battery configuration options ranging from 300kWh to 500kWh usable battery capacity, providing high energy density in a compact space. This also allows the eRH to come packaged with low kerb weight to maximise payload.

The tandem and single eAxle configurations reduce the complexity and maximise efficiency of the vehicle drivetrain. This results in lower total operating costs while providing peak and continuous power with optimal performance. The eRH offers three levels of driver-selectable regenerative braking, extending range while allowing drivers to best suit their needs.

Production of the International eRH will start in the first half of 2026.

Among several ACT Expo announcements from Accelera by Cummins, the zero-emissions business segment of Cummins, were further details regarding the battery electric powertrain which is set to power a future version of the Isuzu F-Series medium duty truck.

Scheduled for production in 2027, the fully integrated powertrain will feature Accelera’s next-generation battery, eAxle, accessories and controls, and offer customers an innovative and versatile solution to fleet decarbonisation.

“For our customers in the US and Canada, we are very excited to expand our product offering in class 6 and 7 to include an F-Series BEV zero-emissions truck starting in 2027 in collaboration with Accelera,” says Shaun Skinner, President and CEO of Isuzu Commercial Truck of America.

“This addition to Isuzu’s portfolio assists us in providing customers more options to meet their medium-duty truck needs and maximise operational efficiencies. Additionally, creating a localised supply chain and assembly capabilities adds to our ability to meet customer demand.”

An electric version of the Isuzu F-Series will use battery and powertrain components supplied by Accelera by Cummins.

Accelera has partnered with Isuzu to develop the powertrain specifically for the F-series in the North American market. This innovative product will integrate key battery electric powertrain components including advanced lithium iron phosphate (LFP) tiered platform batteries. This battery technology was chosen for its cyclelife capability and cost-effectiveness.

The Isuzu BEV will also feature the 14Xe eAxle and the Power Controls and Accessory Systems (PCAS) 3.0 from Accelera by Cummins.

“Introducing the new battery electric powertrain for Isuzu’s F-series medium-duty truck is a significant milestone in the journey toward a future of zero-emissions commercial transportation,” says Amy Davis, President of Accelera.

The electric International eRH will go on sale in North America next year.

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“The integration of Accelera’s advanced components into this truck showcases our expertise as a leader in zero-emissions powertrain technology and our commitment to delivering innovative solutions tailored to our customers’ needs.”

The battery electric F-series will feature a newly designed low-cab forward chassis, providing enhanced manoeuvrability and driver comfort while meeting a wide range of fleet demands, from shorter city and final-mile duty cycles to longer-range regional hauls.

The components and integration are suitable for a wide range of applications, from school and transit buses to heavy-duty and vocational vehicles.

The main announcement from Volvo Trucks North America was its plan to apply for certification of a CARB-24 Omnibus compliant engine that it expects will meet the California Air Resources Board’s 2024 emissions standards and be available to order in the near future.

The engine is designed to obtain a certification at the 0.05g NOx rating with reduced particulate matter (PM) emissions. This new engine

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Hyundai gathered the media and delegates to update its hydrogen programmes.

continues Volvo’s ambition towards zero emissions in heavy-duty transportation by 2040.

The engine will be built on the new Volvo D13 VGT (Variable Geometry Turbo) engine platform, including a 24-volt electrical architecture.

Once certified, customers will be able to order the CARB-24 Omnibus compliant engine in the all-new Volvo VNL and VNR models, with expected available configurations of 425hp/1750 lb-ft torque or 455hp/1850 lb-ft. torque.

In addition to less NOx and PM, the new D13 VGT engine will enhance fuel efficiency through several innovations: a shorter seven-wave piston for improved combustion, a longer connecting rod to reduce friction, a precision needle control valve for optimized fuel flow, and a variable displacement oil pump to minimize parasitic losses. The improvement in fuel efficiency also is expected to have a direct and significant impact on CO2 reduction.

Volvo Trucks’ new engine will feature an advanced emission control system, including a fully serviceable linear exhaust aftertreatment system (EATS) and an integrated 48-volt heater used during startup and low-load situations to achieve the stringent ultra-low NOx targets.

This new engine complements Volvo Trucks’ earlier CARB-24 engine launch for the legacy VNL and VNR models. CARB’s Omnibus regulations aim to reduce NOx emissions by 75% and PM by 50% from heavy-duty on-road engines for engine model years 2024 through 2026—compared to current U.S. Environmental Protection Agency (EPA) standards.

Deliveries of trucks with the new engine are expected to begin in the fourth quarter of 2025.

The main hydrogen fuel cell product news to break at the ACT Expo was the announcement of upgrades to the Hyundai XCIENT Fuel Cell heavy truck and Honda’s launch of a new generation fuel cell.

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North America gets a tractor version of the Hyundai XCIENT powered by a 180kW hydrogen fuel cell system (2 x 90kW stacks) and a 72kWh battery.

A 350kW e-motor can deliver up to 2237Nm of torque and the 10 hydrogen tanks have a combined capacity of about 68kg, delivering a driving range of 750km in optimal conditions. The tractor unit can work at up to 37.2t GCM. Hyundai has also updated the XCIENT with new safety and connectivity features. The Advanced Driver Assistance Systems (ADAS) suite now includes Forward Collison Avoidance Assist (FCA), Lane Departure Warning (LDW), Smart Cruise Control (SCC), Blind-spot Collision Warning (BCW) and Blind-spot Collision Warning-Near (BCWNear), and Forward Collision Warning-Near (FCW-NEAR) functions.

Interior enhancements include a 12.3-inch fully digital instrument cluster and a 12.3-inch touchscreen infotainment system featuring physical buttons integrated into the centre console for driver convenience and ergonomics.

Hyundai also announced a collaboration with Plus to equip the XCIENT Fuel Cell truck with the Plus SuperDrive autonomous driving software, a step towards establishing an Autonomous Hydrogen Freight Ecosystem The collaboration pairs Hyundai Motor’s hydrogen-powered XCIENT Fuel Cell truck with Plus’s AI-based autonomous driving software, SuperDrive, proposing a scalable and cost-effective solution to longhaul freight that aims to reduce the carbon footprint of commercial transportation.

“Hyundai Motor believes in a sustainable future powered by advanced fuel cell technologies”, said Jim Park, Senior Vice President of Commercial Vehicle and Hydrogen Business Development at Hyundai Motor North America.

“We hope to continue our partnership with Plus to add autonomous driving capabilities to XCIENT Fuel Cell trucks in the future and provide our fleet operator customers with additional solutions that improve road safety and freight efficiency.”

David Liu, CEO and Co-Founder of Plus told the ACT Expo audience that autonomous hydrogen fuel cell trucks are a transformative step forward in sustainable freight.

“By combining self-driving and zero-tailpipe emission technologies, we are laying the groundwork for a cleaner, more efficient transportation system that meets the demands of today and the needs of tomorrow.

Honda announced a 2027 production debut for its new fuel cell module, which offers significant benefits over its existing technology.

The new module with a 150kW output rating will reduce production

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Honda’s new generation fuel cell will offer an increased power-to-weight density. It can be deployed to power heavy commercial vehicles. costs by half while doubling durability and tripling volumetric power density, as compared to the Honda Fuel Cell (FC) module currently in use. The module weighs 250kg giving a power-to-weight density of 0.6kW/Kg. Honda has identified four core domains for the initial utilisation of its new fuel cell module: fuel cell electric vehicles (FCEVs), commercial fuel cell vehicles, stationary power stations and construction machinery.

The new module was launched at the International Hydrogen & Fuel Cell Expo in Japan and made its first appearance in North America at the ACT Expo.

Honda is seeking new business collaborations as the company expands its hydrogen business to achieve its global goal of zero environmental impact, including carbon neutrality for all products and corporate activities by 2050.

“Honda hydrogen is open for business in North America with the fuel cell technology, the expertise and the supply chain to power a variety of zero-emissions products, including commercial trucking and stationary power generation,” says David Perzynski, assistant manager of Hydrogen Solutions Development at American Honda Motor Co. “Our production plan for the next generation Honda fuel cell module demonstrates our continued commitment to support hydrogen as an enabler for decarbonisation.”

Honda has already developed a Class 8 Hydrogen Fuel Cell Truck Concept which debuted at ACT Expo 2024, followed by real-world testing on California roads. The truck concept is powered by three Honda FC Modules, utilising the system that also powers the CR-V e:FCEV passenger vehicle.

The truck has a GCM of 37.2t and carries 82kg of hydrogen stored at 700-bar pressure to provide a range in excess of 800km. The three cells have a combined output of 324kW and the fuel cells are paired with an 82kWh battery to power the electric motors.

For 2026 the ACT Expo will return to Las Vegas, confirmed for the Las Vegas Convention Centre from May 4-7.

Hyundai and Plus are collaborating to develop an autonomous version of the Hyundai XCIENT Fuel Cell truck.

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Truck & Driver | 77

LEGENDS

Let’s ‘Have a Chat’ Stephen Segetin: May 4th, 1950 - 21st April 2025

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TEPHEN ARTHUR LESLIE SEGETIN, AFFECTIONATELY known as “Segee” or “Have a Chat,” was a beloved husband, father, grandfather, friend, mate, fisherman and respected figure in the New Zealand transport and farming industries. He was larger than life, always up for a yarn and co-created Aztec Forestry Transport Developments Ltd – in other words, a Southpac Legend.

Born on May 4, 1950, in Devonport, Auckland, earning him the moniker of a ‘Star Wars baby’ (May the fourth be with you). Steve was the eldest son of a Brady bunch of six children, a role that demanded resilience and instilled in him a lifetime of resourcefulness and humour.

His early years were shaped in Coromandel, where he thrived on the simple, hardworking lifestyle. School held little appeal; his favourite subjects were lunchtime and mischief, often leading to creative solutions to soften disciplinary blows.

“He copped the strap more than a few times, so often that he used to line his pants with newspaper and sometimes wear up to 3 pairs of shorts just to soften the blows,” says close friend (and Sales Representative at Southpac Trucks) Mark Tucker.

Despite the cheekiness, Steve showed promise as a runner, earning a pair of running shoes from the famous Arthur Lydiard and he got

78 | Truck & Driver

to run with Peter Snell. By age 12, Steve was already working on his father’s longline fishing boat, developing the strong work ethic and self-reliance that defined his life. He and his brother Bob also engaged in eel fishing, helping the family generate extra income.

“He also had chores to do, including the not so glamorous job of digging a hole each day to empty the poo bucket in the veggie garden.

Tough job, but he did it. That was Steve. Get in. Get it done and have a laugh after”, says Mark.

In 1965, the Segetin family moved to Auckland. Steve cycled through a series of jobs, including house re-blocking and working at the Onehunga Woolen Mill, but a fateful glance introduced him to Kathy in 1968, whom he married in 1969.

“He knew she was the one,” says Mark. “And they married on January 11, 1969, at the Revell family farm in Matakana.”

Their married life was marked by moves across the region, a growing family, Brent, Michelle, Leanne, and Shawn, and Steve’s ongoing search for his true calling. Settling in Wellsford in 1977 marked a turning point. Steve bought his first house on Davies Road, which became a family hub for over two decades, before moving to Tomas Street.

“Steve had tried a few different jobs over the years, he was always

searching for what would be a fit, and then when he found it trucking, he loved it,” says Mark.

Initially working with R & O Transport (Rodney & Otamatea Livestock), his dedication led him to obtain his transport service license and launch Segetin Cartage as an owner-driver in 1983. Steve was known for his relentless work ethic and for involving his family in the business.

“Sunday was always the family day. But the family day meant heading to the meat works and after, Steve washed the truck, while the family sat and waited inside the truck,” Mark says.

“But he always bribed them with the promise of an ice cream in Albany or Orewa. That was Steve’s way, work hard, make it fun, and include family.”

A serious bout of leptospirosis in 1990 forced Steve to step away from livestock transport. Adapting with characteristic grit, he transitioned into the logging industry, converting his truck to serve in this new sector. His entrepreneurial spirit continued as he co-founded Aztec Forestry Transport Development in 1998 alongside Ken Angus and Peter Phillips, building the company into a respected industry player.

Aztec Forestry Transport Developments was established in response to a call from Carter Holt Harvey for key suppliers.

Drawing on over a century of combined expertise, the trio aimed to create a unique brand, choosing the name “Aztec” to reflect both ambition and a desire for distinctiveness.

Plus, the name would be at the front of the telephone book – back in 1998 people still used the telephone book. The company began with just four trucks and has since expanded to a fleet of over 100 trucks, primarily Kenworths, operated by both directors and subcontractors.

Today, Aztec operates from two offices: one in Rotorua (serving Central and Hauraki) and the other in Ruakaka, continuing its commitment to innovation, quality, safety, and service in forestry transport.

“Steve’s pride in his work was evident; he owned seven trucks at the time of his passing and remained actively engaged with his team and peers,” says Mark.

In addition to his trucking career, Steve maintained a passion for farming, leasing blocks for cattle and sheep before eventually purchasing his own farm. He had a particular fondness for his Charolais cows “big solid beasts just like him”. Steve was also an adventurous outdoorsman, enjoying diving, fishing trips, and spirited games of social pool among mates.

“Social pool was a favourite pastime, win or lose, it was about the mates and a bit of banter,” recalls Mark.

Truck & Driver | 79

Steve’s personal attributes left a deep impression on all who knew him: a sharp tongue paired with a big heart, unwavering loyalty, infectious humour, and a steadfast readiness to help family, friends, and fellow drivers alike. Even in the face of adversity or change, Steve approached life with resilience and gratitude, encouraging those around him to laugh, work hard, and include family in all pursuits.

His impact resonated beyond his work, he was legendary for his storytelling, notorious for extending meetings with tales of fishing trips, and always present early for every gathering.

Known as “Have a Chat,” Steve’s stories would only grow taller with each telling, adding to the folklore of his life. He was candid, honest, and could be counted on to get the job done, setting a standard for reliability and camaraderie in the New Zealand trucking community.

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Steve Segetin’s legacy is one of hard work, innovation, loyalty, and laughter. He is remembered with pride and affection by his wife Kathy, his children and daughter in law and grandchild, colleagues, and the many whose lives he enriched. In the words of his eulogists, Steve’s story, much like his favourite truck, rolls on in all those who knew him.

For Steve it wasn’t always about work and no play he did enjoy holidays on cruise boats, trips overseas especially his trip to Europe and Melbourne which was sponsored by Southpac.

Steve was farewelled with a high trucking convoy for which his family says would have really touched his heart and made him feel humbled.

His daughters Michelle and Leanne say that their father taught them good principles and work ethics.

“He was a hard man, but a fair man and he loved life, his family and friends. He was straight up, and he meant what he said. He was cheeky and loved to have fun and have a good laugh. It’ll be quiet without him.”

Mark pondered one last thing, if Steve meets the Pope on his celestial journey, what would the conversation be, and will the Pope take up fishing?

“Rest easy Steve, the roads are smooth now, the tides are calm, and your story rolls on in all of us,” Mark ends.

New Zealand Heavy Haulage Association

Nationwide Housemovers moving a pre-built house north through Johnstone’s Hill Tunnel.

Advocating for access

By Jonathan Bhana-Thomson – Chief Executive, New Zealand Heavy Haulage Association

A

KEY AIM OF THE NZHHA IS TO ENSURE THERE IS ACCESS TO existing major routes when there are roading upgrades or safety improvements – and to gain access to new Roads of National Significance.

We were pleased to recently obtain approval for oversize loads to travel on the Northern Gateway Toll Road from Silverdale to Puhoi, after working with the Transport Agency to identify and resolve some operational matters.

On behalf of the sector, we have been determined to get this more efficient and safer route opened up – rather than having to travel through the built-up areas of Red Beach and Orewa.

Until now, oversize loads could travel on the toll road, but only by exemption, and it has been our aim to replicate the access we achieved to the Tauranga Eastern Link Toll Road, on this key section of SH1 between Auckland and Northland.

An important aspect of the approval is the fact that the Northern Gateway route travels through the Johnstone’s Hill tunnels, and there is a dimension limit of 8.5m width and 5.4m height to protect the infrastructure in the tunnels.

We also needed to assure the agency that traffic following the oversize loads would be managed safely and we have expanded our Good Practice Guide for Piloting to ensure there are procedures that the industry utilises to manage other road users. For larger loads we also suggest advising ATOC when you are travelling on the route, so they are aware you are there.

We conservatively estimate this will save the oversize transport industry and our clients about $400,000 annually and will have a marked improvement in safety profile compared to the alternate route.

Another recent win for the Association was to gain access on the Auckland Southern Motorway at Drury while the new Drury Interchange is being constructed. We had already been working with NZTA and the project team to identify an alternate route when the Bremner Rd bridge is demolished, to allow oversize loads to

Jonathan Bhana-Thomson

continue to be moved.

The detour through the Fitzgerald/Waihoehoe/Maketu route we identified needed some changes and improvements – such as the lifting of low wires, removal of lights poles, and cutting back of trees – and this is now available for operators to use.

However, the Association also identified an opportunity to access the Motorway southbound at Drury (rather than at Ramarama as per the VDAM Rule). After working with NZTA, we gained an Approval to utilise this quicker route for south-bound loads. In addition, for smaller and lower loads to be able to access through to Papakura.

We acknowledge the willing engagement by NZTA to make this happen for our industry.

With the large number of new Roads of National and Regional Significance, in general the Association maintains that these new roads would be the best and safest routes for transporting oversize loads. The Government has indicated it is likely that all these roads will be considered for tolling, and that is why we met with the Minister of Transport late last year to make the case for the restriction of oversize loads on Toll Roads in VDAM be removed. We received a good hearing and will continue to advocate for this with the new Minister and the Ministry of Transport.

The second key advocacy role for the Association with these new RoNS is to ensure the design caters for oversize loads along the main alignment, and at any interchanges with local roads and connections with the existing roading network. We have already contacted the project teams for the Northland Corridor, Hawke’s Bay 4-laning, and Woodend Bypass to ensure the requirements for oversize freight are considered at the early stages of the project.

While some of these projects will be some time away, others are getting underway now with early concepts and routes that in our view need to allow suitable dimension height and widths that will impact on the design and land requirements. Our aim is to get an improved network for oversize freight that will have greater efficiency and safety benefits for our members.

Truck & Driver | 81

Community

Spirit

WHEN RODNEY AND DARYL KEMPTHORNE established Heavy Metal Haulage back in 2000, their home at Te Kowhai was a small rural Waikato village.

Things have changed significantly in the past 25 years and as the Hamilton region has expanded, the population at Te Kowhai has grown rapidly.

They now find themselves surrounded by many houses and lifestyle blocks. The growth in the area prompted the idea it would be a

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good opportunity to hold a Heavy Metal Haulage Open Day, and invite locals into their yard to view the operation and take a ride in a truck.

Rodney says a small part of the inspiration for the event came from a clear memory he carries from his primary school days at the Ngahinapouri School.

“My father was the local carrier with three trucks. I remember Dad showing my class around the yard back in the day. I would have

FEATURE

been five or six at the time,” says Rodney.

The idea developed further and came to fruition on March 22 with invitations extended via the local Te Kowhai School and Kindergarten. Approximately 300 people turned up on a Saturday to find out more about the trucks they regularly see working on the local roads.

Eight of the Heavy Metal Haulage trucks were kept busy taking children and quite a few adults on a trip around the block (a 9km loop) while back at the depot there was free T-shirt for all children who attended, a quiz with spot prizes, BBQ sausage sizzle, ice cream truck and a little digger for kids to have a go on.

Rodney says the day was very successful and created a strong level of community involvement.

“For many this was their first time riding in a truck. They enjoyed the experience and a lot commented on what lovely guys the drivers were,” Rodney says.

“We were happy to explain that truck drivers are just everyday people going about their job, they certainly don’t deserve the criticism the industry gets at times.

“A lot of our drivers are very passionate operators and take great pride in their truck and their occupation.

“This was also a great opportunity to showcase our industry to the younger generation.

“The children were thrilled with their ride in a big rig and their free T Shirt. The local school was a sea of black and orange Heavy Metal T-shirts on

Monday morning,” Rodney says.

Rodney was very pleasantly surprised at the great turnout on the day. He wasn’t sure what type of response the open day would generate and also says he was aware of a small amount of negativity prior to the event regarding having children in a work place.

“We took extra care with Health & Safety, having areas coned off and people monitoring all moving vehicle areas. All in all it was a hugely successful day,” he says.

The locals turned out in force at the Heavy Metal Haulage open day to enjoy a mix of the past and present at the Te Kowhai fleet.

Truck & Driver | 83

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John `Harry’ Harris is driving a new Isuzu EXY 530 6x4 tractor unit for Bascik Transport on a general freight run between Christchurch, Timaru and Central Otago. The 530hp engine is paired with Isuzu’s MJX 16-speed automated transmission. The truck works from the Riccarton depot with a 3-axle Roadmaster 14-metre curtainsider semi. Sold by Blackwells Isuzu.

Sales on a slow down

THE NEW ZEALAND NEW TRUCK MARKET CONTINUES to show signs of slowing, with April registrations well behind 2024 levels.

NZ Transport Agency data shows 270 new trucks (with a GVM of 4.5 tonnes or more) were registered for the month, taking the total sales for the first four months of the year to 1187 units. The total for the JanuaryApril period last year was 1940 registrations.

It’s a similar story in the trailer market with 65 registrations in April – the lowest monthly total since 2020’s Covid lows. The YTD total at the end of April stands at 321, again a similar number to the 2020 YTD total of 318 and well behind the 541 registrations during the first four months of 2024.

In the overall 4.5t to maximum GVM new truck market, Isuzu is the April leader with 52 registrations – taking its 2025 total to 208, which is a long way off where it was at the same time last year with 416 registrations.

Hino remains in second place with 36 registrations for the month of April and 169 YTD. Hino’s performance remains close to its YTD last year of 177, when it ranked in fourth position.

Meanwhile third-placed Fuso achieved 34 registrations for April and 165 YTD which again is less than half its sales last year of 334.

Scania (YTD 141/April 31) remains in fourth position ahead of Kenworth (83/18) in fifth followed by Iveco (78/16), Volvo (70/20), DAF (47/9), Mercedes-Benz (45/9) and UD (40/11) to round out the top 10 brands.

There were no surprises in the crossover 3.5-4.5t GVM segment, with LDV (100/22) and Fiat (91/29) being the clear segment leaders ahead of

Mercedes-Benz (47/12).

In the 4.5-7.5t GVM class, Isuzu (77/17) continues to build a significant lead ahead of second-placed Fuso (50/12) and Iveco (46/10) in third.

The 7.5-15t GVM category sees Isuzu (76/20) leading ahead of Hino (62/14) and Fuso (54/9).

Strong April sales by Hino (24/8) consolidates the number one ranking in the 15-20.5t GVM division ahead of second-placed Fuso (10/2) while UD (4/0) holds third.

In the tiny 20.5-23t segment, Hino (4/0) continues to hold the top spot with just four registrations while Iveco joined this segment in April with the only registration in the segment.

Registrations in the premium 23t-to-maximum GVM segment see a continuation of Scania’s leadership with 31 registrations in April, boosting its YTD total to 138 units.

Kenworth (83/18) retains second place ahead of Volvo (70/20), while Isuzu (54/14) edges ahead of Hino (53/9). Fuso (50/11) remains in sixth ahead of DAF (47/9), and UD (35/11) while Iveco (19/5) moves ahead of Mercedes-Benz (15/1) to round out the top 10 positions.

In the trailer market Fruehauf (48/8) retains the lead with Transport Trailers (29/6) moving into second place ahead of Patchell (25/1).

Domett (23/3) is fourth while Roadmaster (20/5) remains in fifth.

Both TMC (15/5) and MTE (13/4) move ahead of TES (12/1) and Transfleet (12/2) now tied in eighth ahead of Lowes (11/4) to round out the top 10 trailer manufacturers for April 2025.

Truck & Driver | 85

Fury Road is a new Scania S 770 B8x4NB 9-axle curtainsider unit for AWE McNicol (trading as Central Wool Transport) which is carting wool bales around the North Island driven by Brett Ingham. The powertrain combines a 770hp Euro 6 DC16, Opticruise GRSO926R 12-speed AMT with 4100D retarder, RB735 hub reduction rear end, and air suspension front and rear. ABS/EBS disc brakes plus AEB Advanced Emergency Braking and Adaptive Cruise Control are fitted. The Jackson Enterprises curtainsider body and 5-axle trailer are both new. Features include scales, Dura-bright alloys, drop visor, light bar, and custom Jackson toolboxes and battery box covers. The sleeper cab is fitted out with V8 leather trim, fridge, coffee machine, and microwave.

Signage by Caulfield signs Rotorua and sold by Mark Nurse.

4501kg-max GVM Brand ISUZU HINO FUSO SCANIA KENWORTH IVECO VOLVO DAF MERCEDES-BENZ UD FOTON HYUNDAI VOLKSWAGEN FIAT MAN SINOTRUK JAC FREIGHTLINER INTERNATIONAL MACK SHACMAN SANY FAW OTHER Total

Vol 208 169 165 141 83 78 70 47 45 40 38 28 19 10 8 7 6 6 5 4 4 1 1 4 1187

2025

% 17.5 14.2 13.9 11.9 7.0 6.6 5.9 4.0 3.8 3.4 3.2 2.4 1.6 0.8 0.7 0.6 0.5 0.5 0.4 0.3 0.3 0.1 0.1 0.3 100

Vol 52 36 34 31 18 16 20 9 9 11 9 12 1 2 6 0 1 1 1 0 0 0 0 1 270

3501-4500kg GVM Brand LDV FIAT MERCEDES-BENZ FORD VOLKSWAGEN IVECO RENAULT RAM PEUGEOT Total

Vol 100 91 47 28 24 15 7 5 1 318

2025

% 31.4 28.6 14.8 8.8 7.5 4.7 2.2 1.6 0.3 100

Vol 22 29 12 7 4 9 0 1 0 84

4501-7500kg GVM Brand ISUZU FUSO IVECO FOTON MERCEDES-BENZ HINO VOLKSWAGEN HYUNDAI FIAT JAC RAM Total 86 | Truck & Driver

Vol 77 50 46 27 27 26 19 16 10 6 4 308

2025

% 25.0 16.2 14.9 8.8 8.8 8.4 6.2 5.2 3.2 1.9 1.3 100.0

Vol 17 12 10 7 8 5 1 8 2 1 1 72

April

April

April

% 19.3 13.3 12.6 11.5 6.7 5.9 7.4 3.3 3.3 4.1 3.3 4.4 0.4 0.7 2.2 0.0 0.4 0.4 0.4 0.0 0.0 0.0 0.0 0.4 100

% 26.2 34.5 14.3 8.3 4.8 10.7 0.0 1.2 0.0 100

% 23.6 16.7 13.9 9.7 11.1 6.9 1.4 11.1 2.8 1.4 1.4 100

Fruehauf out in front of trailer market 7501-15,000kg GVM Brand ISUZU HINO FUSO IVECO FOTON HYUNDAI MERCEDES-BENZ SHACMAN SCANIA UD Total

Vol 76 62 54 11 11 11 3 3 1 1 233

2025

% 32.6 26.6 23.2 4.7 4.7 4.7 1.3 1.3 0.4 0.4 100

Vol 20 14 9 0 2 4 0 0 0 0 49

15,001-20,500kg GVM Brand HINO FUSO UD MAN IVECO SCANIA FREIGHTLINER SHACMAN ISUZU Total

Vol 24 10 4 2 1 1 1 1 1 45

2025

% 53.3 22.2 8.9 4.4 2.2 2.2 2.2 2.2 2.2 100

Vol 8 2 0 1 0 0 0 0 1 12

20,501-23,000kg GVM Brand HINO FUSO SCANIA IVECO Total

Vol 4 1 1 1 7

2025

% 57.1 14.3 14.3 14.3 100

Vol 0 0 0 1 1

April

April

April

% 40.8 28.6 18.4 0.0 4.1 8.2 0.0 0.0 0.0 0.0 100

% 66.7 16.7 0.0 8.3 0.0 0.0 0.0 0.0 8.3 100

% 0.0 0.0 0.0 100.0 100

23,001kg-max GVM Brand SCANIA KENWORTH VOLVO ISUZU HINO FUSO DAF UD IVECO MERCEDES-BENZ SINOTRUK MAN FREIGHTLINER INTERNATIONAL MACK SANY FAW HYUNDAI Total

Vol 138 83 70 54 53 50 47 35 19 15 7 6 5 5 4 1 1 1 594

2025

% 23.2 14.0 11.8 9.1 8.9 8.4 7.9 5.9 3.2 2.5 1.2 1.0 0.8 0.8 0.7 0.2 0.2 0.2 100

Vol 31 18 20 14 9 11 9 11 5 1 0 5 1 1 0 0 0 0 136

Trailers Brand Vol FRUEHAUF 48 TRANSPORT TRAILERS 29 25 PATCHELL 23 DOMETT ROADMASTER 20 TMC 15 M.T.E. 13 TES 12 TRANSFLEET 12 11 LOWES JACKSON 9 TANKER 9 7 KRAFT CWS 6 FAIRFAX 5 MD ENGINEERING 5 MILLS TUI 5 TRT 4 4 SEC STEELBRO 3 TEO 3 MTC EQUIPMENT 3 LUSK 3 WARREN 3 EVANS 3 LILLEY 2 2 HAMMAR HTS 1 OTHER 36 Total 321

2025

% 15.0 9.0 7.8 7.2 6.2 4.7 4.0 3.7 3.7 3.4 2.8 2.8 2.2 1.9 1.6 1.6 1.6 1.2 1.2 1.0 0.9 0.9 0.9 0.9 0.9 0.6 0.6 0.3 11.2 100

Vol 8 6 1 3 5 5 4 1 2 4 1 4 1 0 0 1 1 0 0 0 0 0 0 1 1 0 1 0 15 65

April

April

% 22.8 13.2 14.7 10.3 6.6 8.1 6.6 8.1 3.7 0.7 0.0 3.7 0.7 0.7 0.0 0.0 0.0 0.0 100

% 12.3 9.2 1.5 4.6 7.7 7.7 6.2 1.5 3.1 6.2 1.5 6.2 1.5 0.0 0.0 1.5 1.5 0.0 0.0 0.0 0.0 0.0 0.0 1.5 1.5 0.0 1.5 0.0 23.1 100

Gisborne is home to one of the last International 9870s assembled in New Zealand by Intertruck Distributors. The 8x4 livestock unit has joined the Harvest Matawhero Transport fleet and is being driven by Mick Gardner. Powered by a 615hp Cummins X15 with 2050 lb-ft of torque, the 9870 has a Roadranger 18-speed manual, Meritor 46,000lb rear end and features include stainless package, stone guard, tinted windows, under bunk fridge, and 9-inch offset wheels. Factory paint by Intertruck and sold by Hugh Green.

Khush Warinder from Dilreet Transport is driving a new Scania R 620 B8x4NA 9-axle logger on a Wairoa to Napier run contracted to AWE McNicol. The DC16 16-litre V8 with 620hp drives to an Opticruise GRSO905R 12-speed AMT with 4100D retarder and RB735 hub reduction rear end. The R 620 rides on front spring suspension and air suspension at the rear with ABS/EBS disc brakes, adaptive cruise control and autonomous emergency braking. It’s equipped with a Mills-Tui shorts unit and tows a new MillsTui 5 axle trailer. Features include CTI, fridge, Dura-bright alloys, toolboxes and a microwave. Sold by Callan Short.

A new Mercedes-Benz Arocs 3258L 8x4 with ThermoKing hard freezer/fridge box has been handed over the Turk’s Poultry. Established in the Kapiti-Horowhenua area in 1966, Turk’s Poultry started out as an egg producer and transitioned to broiler chicken production in 1996.

The Arocs is the second Mercedes-Benz truck to join the growing Turk’s fleet and is dedicated in the memory company founder Johannes Turk. Sold by Shaun Matena.

Truck & Driver | 87

Truck number 48 for the Vowles Transport fleet is the third new factory ordered Kenworth K220 8x4 with Christchurch-based John Crofts behind the wheel. Powered by a 600.615hp Cummins X15 the K220 has an Eaton RTLO 20918B manual 18-speed Roadranger, Meritor 46160 rear axles with full X-locks, load share front suspension and Airglide 460 rear suspension. The cab features a fridge and smart TV with the exterior highlights including two rows of five roof marker lights, stainless sun visor and step infills. The Roadmaster body and 5-axle trailer are equipped with ThermoKing chiller units. Sold by Adam McIntosh.

New for Taranaki’s Sandford Bros Concrete is this Isuzu FYJ350S Auto 8x4 based at their Hawera plant to replace another trusty 30-year-old Isuzu. Power comes a Euro V spec 9.8-litre 6UZ1-TCN engine with 350hp and 1422Nm of torque mated to a 6-speed Allison 4430 automatic. Paint by Fleet Image NZ (Te Awamutu) and mixer set up by Mimico Takanini. Sold by Richard Lalich at McCurdy Trucks.

88 | Truck & Driver

Damian Edwards (DS Edwards Ltd) in Hawke’s Bay has another new DAF CF530 FAT 6x4. The tipper with sleeper cab is working throughout Hawke’s Bay fitted with a 5000mm steel tipping body which was custom built locally. The PACCAR MX-13 with 530hp is Euro 6 spec teamed with a 16-speed TraXon automated transmission, SR364 tandem axles on air suspension, disc brakes, alloy wheels and the full safety and driver assist package.

T

Auckland operator Ronson Transport is working for DHL Freight with a new Hino 500 Series. The 260hp 4x2 curtain sider is an FE 1426 model with 6-speed automatic transmission and spring suspension. The Hino SmartSafe active safety system is fitted to the new 500 Series.

A standard-spec DHL curtainsider was built and fitted by Elite Truck Specialists.

A new Fuso Fighter FU2328U handed over last month is the newest addition to the ChemCouriers fleet. Formed within the Freightways group in the late 1980s, ChemCouriers needed a reliable partner to safely deliver their products to their end-use customers. The 6x2 curtainsider unit is Euro 6 standard with a 6-speed Allison automatic, ensuring the truck meets stringent emissions regulations to reduce their environmental impact of transporting hazardous goods to Christchurch-based customers. Handover by Wayne Byrnes at Keith Andrews Trucks in Christchurch.

Insurance Solutions – from Owner Drivers to Large Fleets Drawing on a wealth of experience in Heavy Transport, Civil Contracting & Forestry, Di Dixon & Kim Oettli combine more than 50 years of collective insurance knowledge. They deliver independent, expert advice, guidance and extensive claims experience to ensure the right outcomes for their clients.

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Truck & Driver | 89

Ike Brown is driving the Taranaki-Auckland run and to other North Island destinations with the new Kenworth K220 for Eltham-based Dennis Brown Transport. Powered by a 600.615hp Cummins X15 with 2050 lb-ft of torque, the K220 has an Eaton RTLO 20918 manual 18-speed Roadranger, Meritor 46-160 rear axles with full X locks, load share front suspension, Airglide 460 rear suspension and disc brakes. It has a Fruehauf curtainsider body and matching 5-axle trailer. Exterior detailing includes alloy step infills and rolled front quarter guards, stainless visor, fuel tank step light panel, Southpac slim line air intake and 10 grill bars. The new unit runs the personalised plate DBT220 and is named Simply The Best. Sold by Adam McIntosh.

Williams & Wilshier Transport has taken delivery of a second new Scania R 660 B8x4NA logger. Power is provided by a Euro 6 DC16 with 660hp and 3300Nm of torque matched to an Opticruise G33 14-speed AMT with 4700D retarder. The R 660 has an RB735 hub reduction rear end, spring suspension at the front with air rear suspension, ABS/ EBS disc brakes plus ESP, AEB and ACC. Features include scales, fridge, Dura-bright alloys, CTI and ExTe chain tensioners. A new Patchell Shorts unit set up is fitted with a refurbished Patchell 5-axle multi trailer. Signs by Haddock Spray Painters and sold by Callan Short.

90 | Truck & Driver

A new Kenworth T909 tractor unit has joined the Coastal Digger Services fleet of Paraparaumu’s Peter and Brendon Coulson.

Rated at 97t GCM, the tractor unit has a 600hp Cummins X15 developing 2050 lb-ft of torque with a manual 18-speed RTLO22918B transmission, MFS73 front axle on 385/65 super single tyres, MT21-165 rear axles with dual axle locks and Airglide 460 air suspension. Features include Dura-bright alloys with 11R drive tyres, Kentweld alloy custom bumper, dual 450-litre fuel tanks. raised intakes, drop visor, and 6-inch dual exhausts. Cab hydraulic setup and rigging done by D.A. McGovern Engineering in Masterton plus custom toolboxes, custom stainless rear bumper and LED lighting. The T909 tows a 3-rows-of-8 low loader or a 3-axle tipulator bathtub trailer. Sold by Mark O’Hara.

Carterton’s Mark `Pompom’ Thomas (SEM Haulage) has a new Kenworth T659 logger contracted to HP Transport in Lower Hutt. Powered by a 600hp Cummins X15 with 2050 lb-ft of torque, the T659 has a Roadranger RTLO20981B manual gearbox, MT12-166 dual axle locks, Airglide 460 suspension, Dura-bright alloys and Meritor disc brakes with ABS/EBS. Patchell Industries fitted out the logging gear and built the 5-axle step deck trailer. The Cherry Red paintwork is by Fleet Image with signs and stripes by Caulfield Signs. Features include SI Lodec scales, Red Dot roof air con unit, stainless drop visor, extra grill bars and roof lights, stainless raised intakes and 6-inch exhausts, auto greasing system, gold gauges, and crimson interior trim.

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Truck & Driver | 91

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WHEEL SEALS WHEEL WHEEL WHEELSEALS SEALS SEALS Four outside diameter seal points to ensure Four Four outside Four outside outside diameter diameter diameter sealseal points seal points points to ensure to ensure to ensure Four outside diameter seal points to ensure Unique multi-zone labyrinth design provides the best protection andlabyrinth thedesign lowest friction Unique Unique Unique multi-zone multi-zone multi-zone labyrinth labyrinth design design provides provides provides multi-zone design provides theUnique the best the best protection best protection protection andlabyrinth and the and the lowest the lowest lowest friction friction friction the best protection and the lowest friction

Roadranger Rebuilt and or Factory New + Spicer Clutch to suit – $POA Rubber front face protects from brake heat Rubber Rubber Rubber front front face front face protects face protects protects from from brake from brake brake heat heat heat Rubber front face protects from brake heat reduces run-in period, reduces required torque andreduces keeps the seal cool from therequired outset reduces reduces run-in run-in run-in period, period, period, reduces reduces reduces required required torque torque torque run-in period, reduces required torque andreduces and keeps and keeps keeps the the seal the seal cool seal cool from cool from the from the outset the outset outset and the seal cool from theprevents outset Largekeeps crumple zone/safety gap internal damage Large Large Large crumple crumple crumple zone/safety zone/safety zone/safety gapgap prevents gap prevents prevents Large crumple zone/safety gap prevents internal internal damage damage damage 2ND HAND internal internal damage Wide inside diameter with three rubber-ribbed points toinside ensure proper sealing capability Rebuilt Wide Wide inside Wide inside diameter diameter diameter with with three with three rubber-ribbed three rubber-ribbed rubber-ribbed Wide diameter with three rubber-ribbed points points toinside ensure to ensure to ensure proper proper proper sealing sealing sealing capability capability capability Rebuilt points points to ensure proper sealing capability

Core Change may apply RTLO14918 RTLO16919 RTLO18918 RTLO20918

Rebuilt RTLO18918AS3 FO-18E318BMXP Rebuilt FO-20E318BMSP Rebuilt Factory New & RebuiltSEAL RANGE MERITOR WHEEL MERITOR MERITOR MERITOR WHEEL WHEEL WHEEL SEAL SEAL RANGE RANGE RANGE RTLO22918 WHEEL RebuiltSEAL MERITOR SEAL RANGE SKF Part No. INDUSTRY CODE E-BARRIER RTLO18918AS3 Rebuilt CLASSIC SKF SKF SKF Part Part No. Part No.No. INDUSTRY INDUSTRY INDUSTRY CODE CODE CODEE-BARRIER E-BARRIER E-BARRIER Part No. INDUSTRY CODE E-BARRIER

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808 808808808 808 801 801801801 801 804 804804804 804 805 805805805 805 809 809809809 809

Part No. INDUSTRY CODE E-BARRIER Part Part No. Part No.No. INDUSTRY INDUSTRY INDUSTRY CODE CODE CODEE-BARRIER E-BARRIER E-BARRIER Part No. INDUSTRY CODE E-BARRIER

EASY-FIT & TOUGH DESIGN FOR SUPERIOR EASY-FIT EASY-FIT EASY-FIT && &TOUGH TOUGH DESIGN DESIGN DESIGN FOR FOR FOR SUPERIOR SUPERIOR SUPERIOR PROTECTION & OPTIMUM PERFORMANCE. EASY-FIT &TOUGH TOUGH DESIGN FOR SUPERIOR PROTECTION PROTECTION PROTECTION & & OPTIMUM & OPTIMUM OPTIMUM PERFORMANCE. PERFORMANCE. PERFORMANCE. PROTECTION & OPTIMUM PERFORMANCE.

STEMCO NATIONAL 37 VOYAGER STEMCO STEMCO STEMCO NATIONAL NATIONAL NATIONAL 37 37 37 SKF STEMCO CLASSIC CLASSIC CLASSIC VOYAGER VOYAGER VOYAGER NATIONAL 37 CLASSIC VOYAGER 40136 370036A 373-0113 40136 40136 40136 40136 42623 42623 42623 42623 42623 35066 35066 35066 35066 35066 46305 46305 46305 46305 46305 437643 437643 437643 437643 437643 47697 47697 47697 47697 47697 SKF

370036A 370036A 370036A 370036A 370065A 370065A 370065A 370065A 370065A 370048A 370048A 370048A 370048A 370048A 370025A 370025A 370025A 370025A 370025A 370048A 370048A 370048A 370048A 370048A 370003A 370003A 370003A 370003A 370003A NATIONAL

373-0113 373-0113 373-0113 373-0113 373-0123 373-0123 373-0123 373-0123 373-0123 383-0136 383-0136 383-0136 383-0136 383-0136 373-0143 373-0143 373-0143 373-0143 373-0143 383-0164 383-0164 383-0164 383-0164 383-0164 393-0173 393-0173 393-0173 393-0173 393-0173 STEMCO

APPLICATION APPLICATION APPLICATION APPLICATION APPLICATION

TRAILER - STANDARD FORGE, DANA TRAILER TRAILER TRAILER - STANDARD - STANDARD - STANDARD FORGE, FORGE, FORGE, DANA DANA DANA TRAILER - STANDARD FORGE, DANA TRAILER - FRUEHAUF PROPAR TRAILER TRAILER TRAILER - FRUEHAUF - FRUEHAUF - FRUEHAUF PROPAR PROPAR PROPAR TRAILER PROPAR STEER -- FRUEHAUF MERITOR, EATON STEER STEER STEER - MERITOR, - MERITOR, - MERITOR, EATON EATON EATON - MERITOR, EATON TRAILERSTEER - MERITOR GENERAL PURPOSE TRAILER TRAILER TRAILER - MERITOR - MERITOR - MERITOR GENERAL GENERAL GENERAL PURPOSE PURPOSE PURPOSE TRAILER MERITOR GENERAL STEER - MERITOR FL941 -PURPOSE MFS STEER STEER STEER - MERITOR - MERITOR - MERITOR FL941 FL941 FL941 - MFS - MFS - MFS STEER - MERITOR FL941 - MFS DRIVE - MERITOR, DANA DRIVE DRIVE DRIVE - MERITOR, - MERITOR, - MERITOR, DANA DANA DANA DRIVE - MERITOR, DANA

APPLICATION APPLICATION APPLICATION APPLICATION APPLICATION

Factory New EATON FS-8309A Transmission – ONE ONLY. Needs to be moved, Priced to sell.

PLUS XL SKF SKF SKF SKF PLUS PLUS PLUS XLXLXL PLUS XL 40129 40129 40129 40129 40129 42627 42627 42627 42627 42627 35058 35058 35058 35058 35058 43761 43761 43761 43761 43761 47692 47692 47692 47692 47692

5NATIONAL STAR NATIONAL NATIONAL 5NATIONAL STAR 5 STAR 5 STAR 5 STAR 380036A 380036A 380036A 380036A 380036A 380065A 380065A 380065A 380065A 380065A 380001A 380001A 380001A 380001A 380001A 380048A 380048A 380048A 380048A 380048A 380003A 380003A 380003A 380003A 380003A

DISCOVER STEMCO STEMCO STEMCO STEMCO DISCOVER DISCOVER DISCOVER DISCOVER 373-0213

TRAILER - STANDARD FORGE, DANA 373-0213 373-0213 373-0213 TRAILER TRAILER TRAILER - STANDARD - STANDARD - STANDARD FORGE, FORGE, FORGE, DANA DANA DANA 373-0213 TRAILER - STANDARD FORGE, DANA 373-0223 TRAILER - FRUEHAUF PROPAR 373-0223 373-0223 373-0223 TRAILER TRAILER TRAILER - FRUEHAUF - FRUEHAUF - FRUEHAUF PROPAR PROPAR PROPAR 373-0223 TRAILER PROPAR 383-0236 STEER -- FRUEHAUF MERITOR, EATON 383-0236 383-0236 383-0236 STEER STEER STEER - MERITOR, - MERITOR, - MERITOR, EATON EATON EATON 383-0236 STEER - MERITOR, EATON 383-0264 STEER - MERITOR FL941 - MFS 383-0264 383-0264 383-0264 STEER STEER STEER - MERITOR - MERITOR - MERITOR FL941 FL941 FL941 - MFS - MFS - MFS 383-0264 STEER - MERITOR FL941 -UNITISED MFS 393-0273 DRIVE - MERITOR, DANA, K-HITCH AXLE 393-0273 393-0273 393-0273 DRIVE DRIVE DRIVE - MERITOR, - MERITOR, - MERITOR, DANA, DANA, DANA, K-HITCH K-HITCH K-HITCH UNITISED UNITISED UNITISED AXLE AXLE AXLE 393-0273 DRIVE - MERITOR, DANA, K-HITCH UNITISED AXLE

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TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS TRUCK TRUCK TRUCK AND AND AND TRAILER TRAILER TRAILER PARTS PARTS PARTS FOR FOR FOR ALL ALL ALL MAKES MAKES MAKES AND AND AND MODELS MODELS TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS MODELS

TD34616

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Mills-Tui steel tippers are built tough, manufactured from high-wear resistant Hardox steel. We’re ready to help build New Zealand’s infrastructure. So give us a call now on 0800 MILLS-TUI.

mills-tui.co.nz Mills-Tui Limited 16–38 Pururu Street, Mangakakahi, Rotorua 3015 P 07 348 8039 T 0800 MILLS -TUI (645 578) SALES Garth Paton 027 289 0300

Mills-Tui A4 Tipper Advert 2025-05.indd 1

13/05/2025 17:09