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JUST A THOUGHT PUBLISHED BY Prime Creative Media Pty Ltd ABN 51 127 239 212 11-15 Buckhurst Street, South Melbourne VIC 3205 Australia Telephone: 03 9690 8766 Fax: 03 9682 0044 Email: enquiries@primecreative.com.au Publisher and Managing Editor: John Murphy Editor: Tim Giles Contributors: Paul Matthei Correspondents: Will Shiers (UK), Steve Sturgess (US) Subeditor: Amy Morison Advertising Manager: Trevor Herkess: 0411 411 352, trevor.herkess@primecreative.com.au Client Success Manager: Justine Nardone, justine.nardone@primecreative.com.au Production Manager: Michelle Weston Circulation & Subscriptions Manager: Gordon Watson Designers: Michelle Weston, Blake Storey, Kerry Pert, Madeline McCarty REGISTERED BY Australia Post - ISSN 1445-1158 SUBSCRIPTION 03 9690 8766 subscriptions@primecreative.com.au

Diesel Magazine is available by subscription from the publisher.

The right of refusal is reserved by the publisher.

Annual rates: AUS $45.00 (inc GST). For overseas subscriptions, airmail postage should be added to the subscription rate.

DISCLAIMER Diesel Magazine is owned and published by Prime Creative Media.

All material in Diesel Magazine is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher.

The Editor welcomes contributions but reserves the right to accept or reject any material.

While every effort has been made to ensure the accuracy of information, Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published.

The opinions expressed in Diesel Magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

COMING HOME TO ROOST

O

ver the years, commentating on the trials and travails of the trucking industry has been an enjoyable, but frustrating time for me. Having worked in trucking since 1977, I have seen many changes and incredible improvements in the industry and it is these leaps and bounds which have enabled me to keep my optimism about the industry’s future.

Let’s look at a simple example like truck rego, which has always been and will always be contentious. The federal government have also played fast and loose with trucking in recent years on this issue. Every year the National Transport Commission came up with a number for road funding for trucking, using a flawed formula. As a result the conceit that the amount raised would just cover the wear and tear on roads caused by trucks was trotted out.

The revelation that the calculation over-estimated the costs and over-charged the trucking industry did not stop them and it took a long campaign to corner the powers that be into freezing the current charges for the last three years. This is an improvement on a possible scenario but still inequitable over-charging.

There is a solution in the wings, but not one which will please everyone. The breaucrats in Canberra have been flying the mass/distance/ location charging kite for nearly twenty years, but now we are close to having the technology to levy such a charge in most trucks. Any such charge will still probably end up being inequitable in some instances, but the logic of the trucks travelling furthest on the better roads paying most, does seem rational.

Regulation of truck maintenance and accreditation has also seen some movement towards a sensible solution. It was 20 years ago that the states decided to take control of truck accreditation with the National Heavy Vehicle Accreditation Scheme (NHVAS) and cut out viable alternatives like Trucksafe, by taking away concessions on truck testing from them.

The issue has been a battleground ever since with state interests and federal ones diverging. As a result, no single nationally consistent system emerged.

Again, there is some light at the end of the tunnel. The Mona Vale tanker incident provoked a knee jerk response, but this was followed by a more considered approach which has resulted in a project for nationally consistent and effective truck accreditation.

One of the biggest bugbears is also one which seems to have a solution at hand for the beleaguered truckie. State-to-state inconsistency and sheer bloody mindedness made truckie’s life a misery twenty years ago.

There are still niggling issues, but the roll-out of NHVR roadside crews, first in SA and Tassie, but on the agenda in Victoria and NSW, with Queensland waiting in the wings, is now now visible. When this comes to fruition, one of trucking’s most consistent problems should be minimised.

Is it all sweetness and light? Of course not. Is there a glimpse of a better future for trucking? Absolutely! a positive result.

It’s about time a pragmatic approach to safety in the trucking industry got a good run.

EDITOR

www.dieselnews.com.au

5

ISSUE 109

18

Contents A QUESTION OF SCALE

Handling fuel supplies to vast rural areas like north west NSW requires a specific kind of operation, Tim Giles speaks to an operator handling this job out of a Toowoomba base.

28

48

THE LOWDOWN ON CUMMINS DOWN-SPEEDING

MIDDLE-WEIGHT CONTENDER

Cummins is continuing its pursuit of the best possible fuel economy harnessed with optimum driveability and performance from its X15 engine in both the current Euro-5 and future Euro-6 guises. Paul Matthei reports.

The New Generation Scania G450 has ideal size and specs to fulfil the roles of intra and interstate single trailer or truck and dog applications. It does this effortlessly while returning excellent fuel economy.

44

56

COMPLIANCE FROM THE DRIVER’S SEAT

As the world of road transport becomes more complex and new laws tighten up around compliance, the truck driver is still the key component in any compliance strategy for a trucking operation.

SA COUNCIL USES OLD TYRES TO MAKE BETTER ROADS

The City of Mitcham, in South Australia, is the latest local council to work with Tyre Stewardship Australia on testing the use of crumbed rubber in asphalt that will deliver better roads.

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NEWS

In the news this issue: a New Kenworth Cabin, a Highway Hero, no more Stamp Duty, new Nikola for Australia, cutting the Road Toll, TCA Now Part of Austroads.

60

A LITTLE BIT OF EVERYTHING

A small diesel workshop in Melbourne’s east has to do a little bit of everything for their customers, but also maintain the kind of standards any trucking operator would need, to keep their trucks efficient and compliant. Diesel Workshop meets up with the team at Nota Motors.

70

HERE’S LOOKING AT YOU KID

The new Mercedes-Benz Actros features no less than four world firsts, but according to Going Global’s man in Europe Will Shiers, it’s the MirrorCam system that has attracted the most attention.

73

ELECTRIC HEAVY DUTY TRUCKS GAIN MOMENTUM

Electric cars are a hot topic globally, but electric heavy duty trucks are appearing in the portfolios of all of the major players, plus some newcomers, on the North American truck scene, US Correspondent, Steve Sturgess, reports.

80 FIAT’S DASHING DUCATO After a recent road test of a fully loaded Fiat Ducato van, POD came away with a healthy respect for this heavy-duty hauler.

70

36 FLEXIBILITY FROM CONNECTIVITY Connectivity in trucks is helping businesses in a number of different ways. For Scania, connectivity is making tailored truck servicing for each individual truck possible.

www.dieselnews.com.au

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NEWS & VIEWS

NIKOLA ELECTRIC TRUCK MAY BE HEADING FOR AUSTRALIA Diesel News US Correspondent, Steve Sturgess, reports the Nikola electric truck may be heading for Australia. At the unveiling of a new cabover truck from the pioneering Nikola brand in the US, the company stated the truck was aimed squarely at the European and Asia Pacific truck markets.

Not content with wowing the North American truck market with plans and a prototype electric highway prime mover for North America, entrepreneur CEO and Nikola founder, Trevor Milton, plans to put his brand on a cabover model for Europe and the Asia Pacific region that includes Australia, New Zealand and Japan.

But where the company’s first model, Nikola One, is a from-the-ground-up new heavy-duty truck creation that is part conventional (bonneted) truck and cabover, the new model is unabashedly a cabover that is designed very much in the European mode, done in-house but with European design support, said Milton in an interview exclusive to Diesel.

Like the Nikola One long-haul sleeper prime mover and the Nikola Two regional day cab, the newly announced Nicola Tre will use a battery-electrictraction powertrain with a hydrogen powered fuel-cell electric generator range extender whose only emission is pure water.

The rollout of the new models with see the Nikola One and Two in North

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DIESEL March-April 2019

America by 2021 to 2022 and the cabover variants available in production in the same timeframe. The location of the plant has yet to be determined, wrote Milton in an e-mail response to questions.

In the interim, Nikola is working with NEL Hydrogen of Oslo, Norway, to have a fuelling infrastructure to supply the hydrogen fuel for the range extension electrical generator subsystem by the time the trucks roll out to the different marketplaces.

TECHNICAL There is little detail as yet about the Nikola Tre, which is Norwegian for three.

Following the North American product concept, the truck will use a battery pack, electric motor and controller system for traction. The range extender is a 120kW fuel cell. It will be available as a 6x4 and 6x2 though initial prototype photography is of a more Euro-centric 4x2.

The Nikola Tre has 500 to 1,000hp and up to 2,700Nm (2000 ft lb) of torque. The range will be 300 to 750 miles (500 to 1,200 km) depending on options. The Tre will fit within the current size and length restrictions for Europe.

Drivetrain will be the Nikola proprietary independent electric motor suspension system with integrated e-axles. The running gear is derived from the Nikola One, with fully independent suspen-

sion at every wheel position. According to Milton there is much commonality between the two models, though because of the restrictive length regulations in export markets such as Europe and Asia-Pacific, the cabover Tre will have less maximum range because there is less room to accommodate the hydrogen pressure tanks. The hydrogen is stored at 10,000 psi (700 bar) and can be refuelled in as little as 20 minutes.

The Tre has been conceived as a fully autonomous, level 5 platform with automated steering and braking. As with the Nikola One and Two, braking is predominantly regenerative, returning kinetic energy back to the batteries during stopping events.

“This truck is a real stunner and long overdue for Europe,” said Nikola CEO Milton. “It will be the first European zero-emission commercial truck to be delivered with redundant braking, redundant steering, redundant 800V DC batteries and a redundant 120 kW hydrogen fuel cell, all necessary for true level 5 autonomy. Expect our production to begin around the same time as our USA version in 2022-2023.”

“European testing is projected to begin in Norway around 2020,” wrote Milton.

“Nikola is also in the preliminary planning stages to identify the proper location for its European manufacturing facility. We believe we will have the same success in Europe that we have in USA. Both markets are emerging into zero emission markets. The fueling infrastructure will be much the same as the North American model.

“It will be the same station design as we have here in the USA, so it should be easier to deploy (the fuel station designs) since we don’t have to ship it.

We plan on starting in Norway as the country is very friendly to zero emissions and our station partner is in Norway.”

By 2028, Nikola is planning on having more than 700 hydrogen stations across the USA and Canada. Each station is capable of 2,000 to 8,000 kg of daily hydrogen production. Nikola’s European stations are planned to come online around 2022 and are projected to cover most of the European market by 2030.

NEWS & VIEWS

END STAMP DUTY ON TRUCK REGO NatRoad are calling for the government to end stamp duty on truck rego, after a recent report found it is has a negative economic effect. The recent release of the Grattan Institute’s policy priorities research shows that stamp duty is a drag on the community and a bad tax from a transport business perspective, according to NatRoad.

“The finding that replacing taxes on insurance and motor vehicle registrations with a broad-based property tax could make Australians up to $1.5 billion a year better off, adds to the other compelling reasons to get the stamp duty monkey off industry’s back,” said Warren Clark, CEO of NatRoad. “Stamp duty should be abolished as it is an inefficient tax and is antiquated and out-of-step with a modern revenue system. This message has been underlined in all major taxation inquiries, including the Henry Tax Review, but has gone unheeded for too many years.

“There are unique and perverse reasons that heavy vehicles are already more expensive in this country than elsewhere in the world. For example, to meet current Australian regulations, heavy freight vehicles must be 50 to 100mm (2-4 per cent) less in width than vehicles in other major markets. This costs manufacturers $15–30 million per year to redesign their vehicles, and in some cases reduces the availability of safer, cleaner models. The Government

Warren Clark, NatRoad CEO.

has announced that this issue will be addressed, but when you add to this poorly thought out regulatory issues, the stamp duty costs of around another three per cent of the vehicle’s value on registration, you are looking at a situation that must be rectified.

“If the States are not going to abolish stamp duty then at the least there must be a cap on or a reduction in the percentage rate for stamp duty on heavy vehicle registrations.

Alternatively, the stamp duty regime for heavy vehicles could be better designed to give incentives to purchase newer, safer vehicles, as is currently the case with the NSW exemption for registration of new

heavy trailers. Reform might also mean that stamp duty raised from imposts on heavy vehicles could be allocated to infrastructure spending that would benefit the heavy vehicle industry like the improvement of bridges to allow high productivity vehicles better road access.

“The message is clear: stamp duty reform is long overdue. The heavy vehicle industry already pays too much by way of vehicle registration charges and the stamp duty impost adds salt to that wound. Heavy vehicle charges must be fair, transparent and sustainable and be stamp duty free.

Abolition of stamp duty or its radical overhaul must be a priority.”

NEWS & VIEWS

CUT THE ROAD TOLL

The way to cut the road toll is to invest in research that helps the heavy vehicle industry to improve the fatality rate, says NatRoad in a call for the Government to act.

Figures released show that articulated truck fatalities reduced by 2.2 per cent per annum in the three years to September 2018 but increased by an average of 0.3 per cent per year over the same period for rigid trucks.

Fatalities involving all heavy trucks decreased by 10.1 per cent compared with the corresponding period one year

earlier (from 169 to 152 crashes).

“We recently set out an ambitious plan with the aim of having zero road fatalities by 2050”, said Warren Clark, NatRoad CEO. “The path to this goal is paved by evidence-based research and we need to know a lot more about the causes of heavy vehicle fatal crashes and in particular why the rigid truck fatality rate is rising. The overall trend is in the right direction but there is a long way to go to reach zero.

“A government agency should be given power to promptly and fully investigate

serious truck accidents and to share the results and recommendations publicly so that all industry participants can take the appropriate action to reduce the road toll. That role should also encompass better research on trends and causal factors. Currently, both data and research are inadequate to formulate benchmarks other than the trend data that was published today.

“Now that Chain of Responsibility laws have been enhanced and have been in operation since October 1 this year, we hope that their enforcement will bring about changes that will translate to lower fatalities involving heavy vehicles. We have asked the National Heavy Vehicle Regulator to establish a register of COR prosecutions so that we are able to monitor the levels of enforcement across Australia, an important element of evidence-based research into the effects of the new laws.

“NatRoad has a deep commitment to improving road safety. Reaching a target of zero harm from road trauma should be a goal which the community embraces and which Government endorses and pro-motes. Measures which will help the community achieve that goal must be introduced and they must be based on proper analysis and a deeper understanding of what is behind the trends the recent statistics highlight.”

FATAL TRUCK CRASHES ARE DOWN The latest statistics released show that safety levels in the trucking industry are improving and fatal truck crashes are down.

The figures were released by the Bureau of Infrastructure, Transport and Regional Economics (BITRE) recently and were welcomed by the industry with the proviso, we could do better.

The Australian Trucking Association appeared before a Senate committee and pointed out the massive safety benefits of mandating autonomous emergency braking for new trucks. It also called for stability control to be mandated for new rigid trucks, as well as new prime movers and heavy trailers, and stronger truck driver licensing standards.

The deaths on the road in crashes involving articulated trucks came to 93 in all. Of

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DIESEL March-April 2019

these, 75 were involved in multi-vehicle crashes and 14 were in single vehicle incidents. The remaining four were pedestrians. Of the 93, 64 of those killed were drivers, either of the truck or any other vehicle involved.

Unfortunately, the BITRE figures do not attribute blame in the statistics published, but research carried out by NTI does consistently show that, in a fatal accident with a truck, the light vehicle is to blame in 93 per cent of the cases.

During the 12 months to the end of September 2018, 169 people died from 152 fatal crashes involving heavy trucks.

These included 93 deaths from 84 crashes involving articulated trucks, 86 deaths from 76 crashes involving heavy rigid trucks and 10 deaths from 8 crashes involving both a

heavy rigid truck and an articulated truck.

Fatal crashes involving heavy trucks: decreased by 10.1 per cent compared with the corresponding period one year earlier (from 169 to 152 crashes) and decreased by an average of 2.2 per cent per year over the three years to September 2018.

Fatal crashes involving articulated trucks: decreased by 16 per cent compared with the corresponding period one year earlier (from 100 to 84 crashes) and decreased by an average of 1.6 per cent per year over the three years to September 2018.

Fatal crashes involving heavy rigid trucks: were unchanged compared with the corresponding period one year earlier (from 76 crashes) and increased by an average of 0.3 per cent per year over the three years to September 2018.

NEWS & VIEWS

T610 AERO SLEEPER LAUNCHED incurred by road damage.

“With more head room, the new sleeper provides comfortable resting facilities to aid in managing driver fatigue, and offers a great option for those doing shuttle work.

It really is an efficient, safe and productive alternative”.

Designed specifically for the Australian road transport market and centred around the needs of the driver, the T610 has delivered improved space, visibility and ergonomics. The design of the cabin makes it easier for the driver to move around in and rest during breaks. The new 600mm aero roof sleeper offers left and right hand sleeper vents, open shelving, foam mattress with hinged pan for under bunk storage, a windscreen privacy curtain and sleeper blackout curtain. An optional under-bunk storage drawer and 42L fridge are also available.

The result of more than 100,000 Australian design hours and more than ten million kilometres of testing and validation, the

Kenworth has added flexibility to its range with the T610 Aero Sleeper launched onto the market for 2019. The 600mm aero roof sleeper cab complements the existing daycab, 760mm mid-roof and 860mm sleeper cab options.

The most compact sleeper in the T610 range, the 600mm offers improved fuel efficiency and payload capacity up to 26m B-double configurations The new sleeper cab option is suitable for a variety of applications, including tippers, tankers and refrigerated trailers.

“As a conventional model, the T610 with 600mm sleeper option is unique in its ability to offer both a sleeper and a bullbar in combination with full-length 34 pallet trailer sets and still fit within the 26m B-double envelope,” said Brad May, Paccar Australia’s Director Sales and Marketing. “The new sleeper option provides maximum productivity, optimal fuel efficiency supported by the T610’s aerodynamic lines, while reducing costs

T610 program was the single largest investment in product development Kenworth has ever made in Australia. From idea to reality, this significant investment in new technologies and design is specifically for the Australian road transport market.

Connecting our communities

24/7 truck restrictions on Beach Road Port Melbourne to Mordialloc Truck restrictions on Beach Road area now running 24/7.

This means trucks travelling between Port Melbourne and Mordialloc will need to avoid local roads, and use freight routes such as Nepean Highway instead.

Trucks making local deliveries, loading or unloading goods, or with no other route to their destination can still use Beach Road or other local roads.

Trucks play a crucial role in contributing to Victoria’s economy.

We want to improve traffic flow for truck drivers, make freight routes safer and more connected.

Throughout these restrictions, we’ll be collecting data to better understand how trucks use the Nepean Highway and improve how we plan and manage the freight network.

To learn more, or for more information on alternative routes visit the VicRoads website.

NEWS & VIEWS

HIGHWAY HERO HONOURED Moama based truck driver, Brett Hood is the latest highway hero to be honoured, becoming the fourth recipient for 2018 of the Australian Trucking Association’s (ATA) Bridgestone Bandag Highway Guardian honour after saving a woman’s life through his prompt actions at a crash site in mid-October.

The McColl’s Transport driver was on a delivery to Brisbane when he came across a man laying by the side of the road outside of Warwick. Brett stopped to assist, and discovered the man had lost control of his vehicle, ending up over an embankment injuring both occupants.

Brett immediately alerted emergency services and tended to the man’s girlfriend who was still trapped in the vehicle, applying pressure to a severe laceration on her leg in a bid to prevent blood loss before the ambulance arrived and she was subsequently airlifted to hospital.

Emergency services praised Brett’s efforts and believe the accident would have been a fatality without his intervention.

Brett was nominated for the Bridgestone Bandag Highway Guardian Award by McColl’s Transport National Work Health & Safety Manager, Joe Boras, describing him as a model team member.

“Brett is an asset to our company. Our work requires flexibility of us all, due to changes in customers’ requirements that occur in the dairy industry, but Brett is one of those drivers that is happy to do any

job anytime,” said Joe. According to ATA Chairman, Geoff Crouch, Brett’s actions were well beyond the call of duty.

“Brett Hood displayed all the characteristics of a true hero. He was selfless in the way he came to the aid of the couple and saved the life of this woman. There is no doubt he deserves the title of Bridgestone Bandag Highway Guardian,” said Geoff. “It is stories like Brett’s that demonstrate the importance of first aid training and is another example of how the Australian trucking industry steps up in times of need.”

Bridgestone Australia and New Zealand

Managing Director, Stephen Roche, echoed Geoff’s thoughts.

“We take great pride in joining with the Australian Trucking Association in recognising incredible people such as Brett Hood. The Bridgestone Bandag Highway Guardian award is our way of recognising his prompt, lifesaving actions,” said Stephen. “Bridgestone Bandag Highway Guardians are a true asset to the trucking community and deserve to be praised for the way they respond to adversity.”

To nominate a Bridgestone Bandag Highway Guardian, visit the ATA website. www.truck.net.au

INDEPENDENT AGENCY ENDS

Chris Koniditsiotis, TCA CEO, is stepping down from his role.

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DIESEL March-April 2019

Life for the organisation as an independent agency ends when Transport Certification Australia (TCA) status is changed and it is folded in with Austroads. This is a logical step as Austroads is the umbrella organisation of road transport and traffic agencies in Australia and New Zealand, is based in Sydney and funded by the federal Australian government.

The decision to fold TCA in with Austroads was made by the Transport and Infrastructure Council (TIC) following a recent review of national transport bodies.

“It is important to emphasise that the decision made by Council to fold TCA in with Austroads does not change TCA’s role and function,” said Chris Koniditsiotis, TCA CEO. “TCA will operate

as a separate organisation reporting through its Board to the Austroads Board.”

Coinciding with the fold-in process is significant work already underway by TCA with Australia’s road transport agencies and the transport and technology sectors to implement 16 initiatives contained in the approved business case, including: • New applications of the National Telematics Framework, including the Road Infrastructure Man-agement (RIM) application and ‘IAP Lite’ application • New features which can be used across applications of the National Telematics Framework (such as turn-by-turn navigation and real-time alerts) • Enhancements to existing Level 3 applications to improve efficiency and reduce costs.

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NATROAD NEWS

No Time to Rest With the recent release of the Austroads’ Guidelines for the Provision of Heavy Vehicle Rest Area Facilities (National Guidelines), it is time to take stock of the current state of heavy vehicle rest areas around Australia.

T

he National Guidelines on Heavy Vehicle Rest Area Facilities are the result of a review of a similar set of guidelines produced by the National Transport Commission in 2005 (2005 Guidelines). Whilst both sets of guidelines are well-intentioned and welcomed by NatRoad, the simple fact is they are ‘guidelines’ which means that the governments responsible for building and maintaining heavy vehicle rest areas are free to ignore them.

Some 14 years after the inception of the 2005 Guidelines, there are still jurisdictions that do not: • have documented strategies for providing heavy vehicle rest areas • provide heavy vehicle rest areas that conform to either of the guidelines • include consideration of heavy vehicle rest areas in road development planning.

Which is why there are still heavy vehicle drivers that do not have suitable places to rest or take care of basic bodily needs while doing their job.

NatRoad has been hard at work advocating for an adequate quantity and quality of heavy vehicle rest areas – including providing advice to both the Tasmanian and ACT governments in recent months. We have also approached every local government association asking them to promote the new National Guidelines amongst their members and encourage councils to be heavy vehicle friendly.

It is time for state and territory governments to: • Review their heavy vehicle rest area strategy if they have one, or develop one if they do not. This should include the availability of commercial centres and town facilities that may provide

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DIESEL March-April 2019

opportunities for rest breaks.

• Audit their existing heavy vehicle rest areas to determine their categorisation according to the National Guidelines.

• Compile and publish a readily accessible database of heavy vehicle rest areas, their locations and the type of facilities available. Information about rest areas is vital to help heavy vehicle drivers in scheduling their journeys, including planning for their rest breaks.

• Include funding for heavy vehicle rest areas in all road planning along with industry consultation.

Proper design and planning for heavy vehicle rest areas is important. More so, is actually providing these essential facilities to enable heavy vehicle drivers to effectively manage their fatigue and comply with their legal work and rest obligations. The launch of the new National Guidelines should mark a time for action, not a time to rest.

Chief Executive Officer, Warren Clark.

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OPERATOR PROFILE

A Question 18

DIESEL March-April 2019

OPERATOR PROFILE

Of Scale Handling fuel supplies to vast rural areas like northwestern NSW requires a specific kind of operation. Tim Giles speaks to an operator handling this job out of a Toowoomba base. www.dieselnews.com.au

19

OPERATOR PROFILE

N

orthwestern New South Wales and southwest Queensland covers a considerable amount of ground. A small fuel distribution operation, Maktrans, does this task from a small unassuming yard on the western side of Toowoomba. From here, a small fleet of B-doubles haul fuel in tankers from depots in Brisbane in QLD and Newcastle in NSW. Rob Hannemann started the Maktrans operation 13 years ago after he took over from an existing fuel carting business.

“Before I went out on my own, I was working in a local fuel depot, I was managing trucks, deliveries and depots,” says Rob. “My first job out of school had been working in an Amoco fuel depot at 14 or 15 years old. BP took over the depot, so I went off to do a butcher’s apprenticeship, of all things. My Mum and Dad told me I had to do an apprenticeship.

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DIESEL March-April 2019

My dad was a truck mechanic and even though I wanted to work with trucks, he said I was too young to drive them.

“The idea was, when I had done my trade, I could go off and do what I wanted as I would always have a trade to fall back on. I eventually started driving for an independent fuel distributor in Toowoomba and then I worked for the Petro group. They went on to be the Caltex distributors, so I went and worked for them. I had a good understanding of what it was all about when I took over the business.”

When Rob originally bought the business it comprised of two trucks, but that quickly became three. When it grew further, Rob could no longer drive because there was so much other work to do, especially with compliance, a major priority. When he married, his wife helped with the paperwork and he

continued to grow the business, much the same way as many smaller Australian fleets have grown.

At the start of the business 13 years ago, the initial two trucks were part of a contract with BP to distribute fuel to the distributors in rural NSW, in areas such as Inverell, Moree and Goondiwindi.

The original business had been located in Ipswich but Rob relocated it to his hometown, Toowoomba.

As work increased, a third truck joined the fleet. Then a fourth and fifth when distributors called. This process continued and developed to the point where now, Maktrans work for all of the major oil companies.

“It all happened when the Cootes thing happened,” says Rob. “There was a shortage of contractors and so they brought in operators they could trust. It was a bit surprising to me that we got

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OPERATOR PROFILE

the call, because there are a lot of bigger companies than ours. It was the foot in the door for us, we were audited and passed to be able to carry their fuel.

“As these contracts have changed hands, we have usually been used as a backup. At that time, BP only had three companies contract to haul their fuel. This meant there was plenty of work for us at the time. Since then other companies have come in and taken some of those contracts. Our growth comes with me kicking and screaming, I don’t want to grow too much. I always ask, is there another way of doing this without buying another truck?”

While Rob explains that the likes of Toll and Linfox pick up the major contracts because they have the ‘national scale’ it requires a lot of resources.

Also, when it comes to doing the job,

the larger companies can fall down from inefficiencies.

“We are line-haul, mostly, so we load out of the terminals,” says Rob. “We are going to a depot, a service station or an end user. That side of it is pretty basic, we want the driver to follow the rules, act safely and put the right product in the right holes.

“Over the years, we have had a massive increase in the amount of paperwork that goes with the job. We get some drivers who are overwhelmed with the paperwork and then forget how to do the basics properly. We spend a lot of time trying to get it back to the basics.”

GETTING COMPLIANCE RIGHT The company has to deal with regular audits by the majors. Auditors point out the flaws they find in procedures and

Rob Hannemann started the Maktrans operation 13 years ago

22

DIESEL March-April 2019

this inevitably leads to the need to add another step in the procedure. For Rob, the advantage of it is when it comes to the chain of responsibility, his operation is already as close to compliance as possible.

“We have been to some seminars that the Queensland Trucking Association have put on and seen that some of the operators in more general freight tasks are at greater risk,” says Rob. “They are not forced to have their procedures written down, and now they’re going to have to do it. They are probably able do the job correctly every time, but, by the letter of the law, it has to be written down as a set of procedures.”

The office staff now includes Brett, who, until last year, was a driver for the company. He now works as a scheduler managing the fleet, which consists of eight trucks, seven Freightliner Coronado 114s and one Mercedes-Benz 2663 cabover prime mover. The Benz is the latest addition to the fleet, intended to pull a 26m PBS A-double set, when approved.

“We are probably a little different from the oil companies, because we don’t run 24/7,” says Rob. “We have a five-day rolling roster with the trucks, with trucks operating seven days a week. The driver will leave here and, more often than not, stay away for five days, then they get five days off. We work under Basic Fatigue Management, so the drivers can work five full days. Each truck is shared by two drivers.”

“Scheduling has to be done on a dayto-day basis, the company will only know today where the deliveries are required tomorrow. There is plenty of variation in the routes taken, one run could be to Cunnamulla and the next could be a simple Brisbane to Toowoomba run.”

“We can’t fully utilise our trucks 24 hours a day and we give our drivers flexibility in deciding when they will drive. some like to start in the early hours of the morning others will start around five or six, it depends. Usually the deliveries are required within something like a sixhour window, which gives us the kind of flexibility which works in the areas we service.”

Some of the trips are scheduled by the oil companies while others are set up by the end user. For the scheduler, it is a balancing act, making sure long-term customers are being serviced correctly

OPERATOR PROFILE

while fitting in other jobs around these trips. With a fluctuating fuel price, demand can go up and down daily. The team has to be quick on their feet and able to react when things change quickly.

In the BP loading system, Maktrans have to supply the specific dimensions of each truck and the company’s scheduling software will allocate specific loads to specific trucks. The email commissioning the trip will tell the driver what the load is, where it is going, and which compartment each product will be loaded into.

On the other hand, the Caltex system simply tells the transport company what the dip levels are at the destination’s fuel storage and leaves it to the operator to decide which product goes where and on which truck.

KEEPING TRACK Currently, all of the trailers in the fleet run as B-doubles on Higher Mass Limits. The company has been part of the NHVAS mass and maintenance accreditation program from its outset. All of the trucks are fitted with GPS tracking and monitored from the office.

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DIESEL March-April 2019

“We have just changed over to MT Data for our tracking,” says Rob. “It’s got a lot of data that we can use. We began to use it for tracking, but now we are putting other things like permits into the system. We are also using the logbook tracking system. It’s not an electronic work diary yet, but it will be at some point. It just complements what the logbook does, at the moment.

“When it is working properly it will be fantastic, because we have a lady here who is checking log books, making sure it is right all the time. Now, when it is all on the computer, you can just pull up the logbook and see if there is any non-conformance.”

It’s good for the driver’s as well. The system will tell them how long they can drive and then how much break they need to take afterwards. It makes it easier for the drivers to be aware of exactly where they stand.

“It’s always been a bugbear of mine,” says Rob. “You can be so close, and you can think you’re going to pull up at this good parking bay, which will be good for the night. Then when you arrive and you’ll find it’s grain season and full of tippers or caravan season and you can’t get a park.

Then you have to drive on. What do you do? Of course, you have to go and find somewhere else down the road. Then, all of a sudden, your book’s looking shabby.”

Rob is looking for some form of leeway from the authorities when all of the exact locations and times are laid out in the electronic work diary. He feels they should make allowances because they do know precisely where the driver was and when.

The authorities can see that a driver has driven for an extra 11 minutes precisely.

The driver is not looking to deceive, they are simply looking for a parking space.

THE MODERN WORLD “The new Mercedes Benz has put some of the driver’s off a little, they don’t want to drive an automatic,” says Rob. “The guy who drives it has got no problems with it, and a couple of the other drivers are saying they wouldn’t mind having a go with it.

“It is better on fuel. It is a 16-litre Detroit engine, for the sake of argument, and everything else in the fleet is a 15-litre Detroit DD15. In terms of fuel consumption, at this stage, we are comparing about 1.75

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OPERATOR PROFILE

km/l with 1.95 km/l. That equates to about $20,000 per year. So, we are looking forward to the Cascadia, it’s a bonneted truck with the same running gear as the Benz and a bit more space in the cabin.”

Rob is a dyed-in-the-wool Detroit Diesel fan. His first truck was a Sterling fitted with a Series 60 engine and he has been running with the Detroit brand ever since. When the Sterling brand disappeared, Rob went over to buying Freightliner Century Class prime movers, then he moved on to the 122 Coronado until the 114 Coronado came out, and this has been the standard fleet vehicle for the last few years.

All of the trailers in the Maktrans fleet are made by Holmwood, out of Brisbane.

Rob has had a good run with their tankers and the specifications they supply appear to suit the task for which Maktrans are using them.

Both trucks and trailers are all on drum brakes, with the new Mercedes-Benz coming fitted with disc braking. Stability control is fitted to all of the vehicles in the fleet. The decision by NSW to mandate stability control on all vehicles carrying dangerous goods meant Rob began to specify all vehicles with stability control as soon as it was announced and he has had to retrofit the system on a couple of

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DIESEL March-April 2019

items to ensure compliance.

“I have put the Mercedes Benz on a maintenance contract, because I don’t really understand it as a truck,” says Rob. “You pay so much a month and just take it back to Daimler. For the rest of the trucks we have a road transport specialist on the corner who does most of the basic maintenance work and then the bigger work and the warranty stuff goes back to the dealership.”

BUSINESS PHILOSOPHY “I want to do everything right and run a consistent business. I think the drivers are the same; they want to be happy in their work. That’s why I stayed away from working 24/7. Everyone could make more money if we went 24/7, I just don’t want to do that, it’s going up whole other level.

“I think we have a good place to work for the drivers. We don’t turn over drivers, hardly at all. I haven’t had any trouble with drivers, although I have to admit that last year we did have some issues. We always have a big number of applicants for jobs. I have outsourced that to an employment company who will whittle the number down and give us a shortlist.

“I am very fussy about who I am after, mainly because of what we do. We don’t see the drivers when they’re on the road.

If you are the type of person who can manage themselves it’s happy days for you and it’s happy days for me.”

Maktrans drivers have got to be able to follow the rules and follow the procedures. These procedures have been developed over many years of carting fuel. Rob reckons if a driver thinks there’s a better way to do the job, it will rebound on them.

“All of our drivers are in their 50s, the eldest is in his early 60s,” says Rob. “It’s not an issue at the moment, because we have replaced drivers with others in their early 50s. We also have a couple of young drivers who started recently and are doing very well. They have restored my faith in younger operators.”

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TRUCKS ON TEST

The Low

on Cummins D

Cummins is continuing in its pursuit of the best possible fuel economy harnessed with optimum driveability and performance from its X15 engine in both the current Euro-5 and future Euro-6 guises. Paul Matthei was invited to experience the downspeeding of each engine variant from the driver’s chair on a return run from Coffs Harbour to Newcastle.

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DIESEL March-April 2019

TRUCKS ON TEST

down

own-Speeding I t’s a fairly simple and predictable equation: within reason the lower the rpm of an engine the better the fuel economy. And this is precisely the basis of eco-driving, keeping the engine operating within the peak torque band as much as possible.

However, as noble a cause as ecodriving is, the benefits must be balanced with the practical implications of running a time-sensitive freight haulage business, and there’s none more time-sensitive than those running east coast inter-capital B-double operations.

As the age-old saying goes, time is money and saving a few litres of fuel at the expense of half an hour of trip time often

doesn’t cut the mustard in these types of operations. It’s virtually an unwritten law that these drivers must strive to maintain the velocity of their machines at close to the legal speed limits at all times to ensure they arrive at their destinations on time.

As the sole vendor engine supplier to Kenworth, Australia’s most popular heavy-duty truck brand, Cummins knows only too well that the enduring popularity of its engines amongst truck operators is due in a large part to their reliability and durability. But the way in which the company backs up its products in terms of maintenance and servicing procedures also factors in to the equation.

Put simply, these engines do the job

well and they continue to do it well, usually for the projected life of the truck, provided they are furnished with the required levels of maintenance, both scheduled and preventative.

In common with every other truck engine producer, Cummins must comply with stringent exhaust emissions regulations that in this country are currently set at the Euro-5 level. However, Euro-6 is already on the distant horizon with the smart money suggesting an implementation date of around 2022.

As such, Cummins has decided to go on the front foot and prepare its engines for the stringent new standard ahead of time. Not only that, it is also applying the

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TRUCKS ON TEST

principles of down-speeding to its current Euro-5 products in order to not only provide a comparison base for its Euro-6 engine development, but also to give customers the opportunity to gain the best possible fuel economy from the current power plants.

Key to refining and optimising performance parameters and fuel efficiency of its engines is Cummins’ close collaboration with Eaton in developing the Cummins Integrated Powertrain package consisting of the Cummins X15 engine and Eaton UltraShift Plus 18-speed double-overdrive automated manual transmission (AMT).

The electronic controls are what Cummins calls ADEPT (Advanced Dynamic Efficient Powertrain Technology), with the latest version known as Cummins Integrated Powertrain. This system provides an unprecedented synergy between the two powertrain components that ensures harmonious operation for maximised performance and fuel economy under various operating conditions.

Like anything though, optimum results don’t come easy and exhaustive testing and re-testing is required with different

“APART FROM THE HORSEPOWER, THE MAIN DIFFERENCES BETWEEN THE TWO CALIBRATIONS ARE THAT WHILE THEY PRODUCE THE SAME 2050LBFT, IT NOW COMES IN AT 1,000RPM COMPARED TO 1,200RPM WITH THE STANDARD CALIBRATION.” parameters such as rear axle ratios to come up with the best solution for particular applications.

COFFS CRUISIN’ And so it was that I met up with Mike Fowler, Cummins’ On-Highway Engine Director, at Coffs Harbour, which is roughly half way between Brisbane and Sydney.

Mike is the man charged with overseeing the Cummins Integrated Powertrain program to ensure optimum results are achieved for Cummins’ customers. His prowess as a multicombination driver means he is often behind the wheel of test trucks wired with fuel consumption meters and other testing paraphernalia while running up

The engines are fitted in Kenworth K200 Aerodyne prime movers operated by AJM Transport

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DIESEL March-April 2019

and down the highways.

Along with the Hume Highway that links Sydney with Melbourne, the Pacific is amongst the busiest freight routes in Australia with thousands of trucks treading its tarmac on a daily basis.

The stretch between Coffs and Newcastle is particularly tough going for trucks with a plethora of peaks and troughs of varying degrees. What better route to conduct testing on Cummins’ latest and greatest engines?

The engines are fitted in Kenworth K200 Aerodyne prime movers operated by, express freight specialist, AJM Transport based at Beresfield near Newcastle. This company also owns the curtain-sided B-double set loaded with concrete blocks

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March-April 2019 DIESEL

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TRUCKS ON TEST

providing a gross combination mass of 62 tonnes. As you would expect, AJM Transport is a strong supporter of the red engine company and currently owns 46 Cumminspowered Kennys.

Mike has driven the Euro-5 example from Newcastle to Coffs so it’s my turn to pilot it back to the coal city. Turning the key brings the X15, boasting 550hp and 2050ftlb (2779Nm) of torque, quickly to life and it settles into a smooth idle before D is selected and we are underway.

This unit is fitted with tall 3.73 diffs and once at full highway clip the tacho needle hovers just above 1,400rpm, well below the magic 1,550 mark above which peak torque starts to taper off. To me, the final drive gearing seems spot-on for this weight and route as the computer allows the engine to lug back to 1,200rpm on the steeper climbs before dropping two gears simultaneously, which raises the revs to 1,600, at which point it really digs deep and hunkers into the pull like a locomotive.

This is a point that Mike is keen to elaborate on, explaining that Cummins has been using six K200s for testing purposes, including the two featured in this report, over the past few years.

“When these trucks were new, before the Cummins Integrated Powertrain calibration was introduced, they had the standard ADEPT calibration of 600hp/ 2050lbft while they now have the fuel efficiency optimised calibration which is 550hp/ 2050ftlb,” he says.

“Apart from the horsepower, the main differences between the two calibrations are that while they produce the same 2050lbft, it now comes in at 1,000rpm compared to 1,200rpm with the standard calibration. At the other end of the scale the new calibration limits maximum engine speed under power to 1,800rpm whereas the standard version is limited to 2,000rpm.

“With the earlier down-sped ADEPT calibration the trucks were geared really tall and getting great fuel figures on flat running and the drivers were able to change gears manually and still getting 600hp at 1,800rpm on the hills.

“So after switching over to the efficiency calibration the guys doing lighter B-double work at around 50 tonnes are getting terrific fuel economy and don’t have any issues on the hills but the ones running at 62.5 tonnes or heavier under mass management are finding they just don’t perform on the hills like the 600hp/ 2050lbft versions. And

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Mike Fowler, Cummins’ On-Highway Engine Director.

“A FURTHER DEVELOPMENT OF ADEPT IS WHAT CUMMINS HAS DUBBED ROUTE PARAMETER MANAGER (RPM), OTHERWISE KNOWN AS PREDICTIVE CRUISE CONTROL.” that shouldn’t come as a surprise to anyone because we’re in the fuel economy race not the horsepower race.”

Mike goes on to stress there is an optimum point of balance in terms of finding the right gearing for a specific application, taking into account weight and terrain, and that the as the name suggests the new calibration is being developed to optimise fuel efficiency in east coast linehaul B-double applications at typically around 60 tonnes.

“It’s not optimised for performance,” he asserts, “so customers with time-sensitive freight or those with mass management who could be grossing 68 tonnes have other options for better gradeability like using 3.9 diffs or the original 600hp/ 2050lbft ADEPT calibration.”

As we travel, Mike reiterates that achieving the best possible fuel efficiency in real-world conditions is the objective of the current testing regime. However, he stresses that the truck needs to be driven at the speed limit to ensure a good average trip time reflecting that of a typical express freight operator.

Therefore, I set the SmartCoast-enabled adaptive cruise control to 100km/h and that is the speed the truck maintains where road

and traffic conditions allow.

By way of explanation, SmartCoast is the Cummins version of eco-roll whereby the computer senses when the vehicle is on a downgrade sufficient to maintain the preset cruise speed without any engine input and shifts the transmission into neutral. As the grade diminishes, the computer senses the loss in velocity, engages top gear and re-applies the appropriate level of engine urge to resume 100km/h.

Another feature of ADEPT that’s very useful in hilly terrain is SmartTorque II. This varies the peak torque output of the engine depending on load and road conditions.

For example, as the computer senses the crest of a hill approaching it enables the torque to ease back without the driver even realising this is happening. This makes no difference to performance in real terms but has the potential to provide small gains in fuel economy. On the other side of the coin, when the maximum torque of 2050lbft (2779Nm) is required on sharp climbs SmartTorque II ensures every skerrick is available when and where it’s needed most.

A further development of ADEPT is what Cummins has dubbed Route Parameter Manager (RPM), otherwise known as predictive cruise control. Yet to

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TRUCKS ON TEST

be released to the market, RPM draws on a set of on-board topography maps to preview the road ahead and adjust engine performance and transmission shift points to maximise coasting potential up to 100km/h when running off hills. This is a development that once perfected and used appropriately, should provide significant fuel economy gains. However, as Mike touched on previously, not every operator has maximum fuel efficiency as the number one priority.

I have a sneaking suspicion that many express freight runners are not going to appreciate the truck slowing prematurely as it approaches the crest of a hill in order to maximise SmartCoasting time down the other side. Sure, it will save fuel but it will also cost time and as previously mentioned, time is an elusive and highly-prized commodity in the express freight world.

I’ve never driven express freight and my natural driving style tends towards eco-driving. Therefore, during the drive to Newcastle I need to keep reminding myself not to back off too early before the summits so as not to adversely affect our trip time. As a result, while the SmartCoast does come into play frequently there are equal periods where a subdued bark

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DIESEL March-April 2019

emanates from the exhaust as the Jake Brake is automatically triggered to help keep speed at 100km/h.

On average, each decline is accompanied by one transmission downshift to keep revs up around the 1,600 to 1,700rpm mark for enhanced retardation. On steeper declines two downshifts are initiated with engine

speed rising as high as 2,000rpm.

The remainder of the trip passes uneventfully. It’s been a while since I’ve driven a K200 and this example impresses with excellent ride quality and a relatively quiet interior at highway speed. The engine note is never intrusive but also not too quiet that you can’t tell what’s going on. It’s certainly a touch less refined compared to the latest European engines, which is another feature of North American engines that a lot of drivers tend to like.

The next morning sees us up before sparrow’s fart to chase the rising sun heading north like a Capricorn Dancer in the Euro-6 Cummins powered K200.

Hauling the same loaded curtainsider set, this unit has identical power and torque settings as its Euro-5 twin, but features a taller 3.58 final drive ratio.

As I mention earlier in the story, the Euro-5 version with its 3.73 diffs feels to me to be ideally geared for the trip from Coffs to Newcastle so I’m curious to see if the taller diffs diminish the hill-climbing ability of the Euro-6 version on the return journey.

Essentially, if the answer is no then it’s all power to the prodigious flat-topped torque band of the X15 engine that enables a comfortably lower cruising rpm of just over 1,300 for better fuel economy without impacting trip times by being slower on hills. Interestingly, Mike says there are units under test with 1,100rpm cruise but obviously they wouldn’t be suitable for this application.

The relatively flat running between Beresfield and Bulahdelah gives me time to appreciate the noticeably quieter cab

TRUCKS ON TEST

“AFTER SAMPLING BOTH EURO-5 AND EURO-6 VERSIONS OF CUMMINS’ DOWN-SPEED X15, I CAN SAY FROM A DRIVER’S POINT OF VIEW THAT THE EXTRA TECHNOLOGY ADDED TO MEET THE EURO-6 STANDARD MAKES LITTLE TO NO DIFFERENCE TO THE DRIVING EXPERIENCE. ” interior at 100km/h, which I put down to the engine and transmission both operating at slower speeds. There also seems to be a tad more refinement and congeniality between engine and transmission, perhaps suggesting operating slower at cruise speed suits this powertrain’s style.

That said, it seems unlikely there would be any merit in using a taller ratio than 3.58, even for a truck running across the paddock to Perth. Indeed, driving a truck that needs to be pushing close to 100km/h before upshifting to 18th gear on a flat stretch of road is something I’ve never experienced before.

As we approach the steep climb out of

Coolongolook, Mike advises me to “give it the gun” as we clear the 80km/h zone.

“Try to get as close as possible to 100km/h before the grade starts,” he says.

I manage to coax it to 95km/h in 17th gear before the grade takes hold and four successive skip shifts see the truck hang onto 9th gear at 1,500rpm to the top.

Mike seems happy with the result and says it is close to what he achieved with the identically loaded Euro-5 version running the shorter diff ratio the previous day.

We arrive at Coffs Harbour just over four hours after leaving Beresfield, having taken one short break for a photo opportunity.

At the end of the trip, after sampling

both Euro-5 and Euro-6 versions of Cummins’ down-sped X15, I can say from a driver’s point of view that the extra technology added to meet the Euro-6 standard makes little to no difference to the driving experience.

It demonstrates that the wide, peak torque band starting at 1,000rpm can accommodate the taller diff ratio to improve fuel efficiency at cruise without unduly compromising gradeability of the fully loaded B-double.

All up, this puts Cummins in good stead in the lead-up to the introduction of Euro-6 equivalent standards in Australia.

Meanwhile, Mike Fowler says the testing and tweaking will continue along with the education of truck dealer sales reps to ensure they can interpret the exact requirements of their customers and therefore suggest the optimum specifications for their particular applications.

Getting this right, Mike maintains, is key to the success of Cummins, the truck dealers and their customers, moving towards Euro-6 and beyond.

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CONNECTED TRUCKS

FLEXIBILITY FROM CONNECTIVITY Connectivity in trucks is helping businesses in a number of different ways. For Scania, connectivity is making tailored truck servicing for each individual truck possible.

W

hen we think about connected trucks the features that come to mind are: location data, delivery times, truck routing and safety concerns.

These are vital functions, but Scania have introduced a new flexible maintenance scheme which uses the data coming out of the connected truck to schedule servicing more precisely and rationally.

The principle behind this concept is straightforward. The harder a truck works, the more often it needs to be checked and serviced. In a modern truck, there is enough data from the electronics to establish a smart maintenance system, one that determines what specific job needs to be done and at what specific time.

This is the essence of the system that Scania have been fitting into their trucks for the last 4 years. The level of electronic monitoring within the truck has been very sophisticated for quite some time. It is now being utilised by a system officially called ‘Scania Maintenance with Flexible Plans’, and this flexible maintenance is being sold by Scania in conjunction with contract maintenance.

As of January 1st 2019, new Scania trucks include five years maintenance in their purchase price. In effect, this means the flexible maintenance program is available to anyone who buys a Scania truck.

The system simply uses electronics already fitted in the truck to do its work. The real smarts behind the system are sitting in the servers at Scania headquarters in Sweden. This is where the algorithms process all of the data flowing in from trucks across the world and analyse what is going on in each individual truck to come up with a constantly changing but tailored maintenance schedule for each truck.

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DIESEL March-April 2019

Sean Corby, Regional Executive Manager for Scania NSW.

“Flexible maintenance really looks at how the vehicle is performing, its loads, its operation, how it is being driven, there’s lots of different factors there,” says Sean Corby, formerly Director of Aftersales for Scania and now Regional Executive Manager for Scania NSW. “It

will not only adjust the intervals, but the work which is performed when the truck comes in. In the system there are now around 30 smaller modules, which are adjusted on an ongoing basis, depending on how the vehicle is being driven.

“It is possible to modify our contract

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CONNECTED TRUCKS

maintenance plan and go back to periodic servicing. Before we introduced these flexible plans, we were running the same module modular periodic servicing plans we had used for over 25 years.

“We would look at a vehicle and the operation and we would come back and suggest small medium and large services at particular intervals. This calculation is not really specific to the vehicle and if you get it wrong you can either over service or under service the truck.”

The new flexible plans take all of these calculations to a new level. If you take the example of something like the retarder in the transmission, under the old system it would be checked and maintained at periodic maintenance.

However, now, if the truck is working in flat country, the intervals at which the retarder will be checked and reconditioned will be extended. If the

“THE ALGORITHMS RUNNING ON THE SERVERS IN SWEDEN WILL CALCULATE PRECISELY WHAT THAT PARTICULAR TRUCK NEEDS TO HAVE DONE TO IT AT WHAT POINT, IN TERMS OF THE RETARDER.” truck is working in hilly country and the retarder is holding back high masses on long downhill grades, the system will pick up on this and reduce the time between maintenance of the retarder.

The system will be monitoring how long the retarder is engaged and at what temperature it runs, as well as recording the topography of the country in which it is working. Heat, mass and speed will also be brought into the equation. The system knows precisely how hard the fluid in the retarder is working over a period of time.

People working in the call centre alert their customers in advance of when they need a service.

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The algorithms running on the servers in Sweden will calculate precisely what that particular truck needs to have done to it at what point, in terms of the retarder. As it lays out the flexible service schedule into the future it will ensure the retarder is examined at the correct points.

This same calculation will be being made individually about all of the components that need to be monitored in each individual truck. The historical data that Scania is pulling in from the 4,160 trucks running around in Australia that are

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March-April 2019 DIESEL

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CONNECTED TRUCKS

Caption

fitted with this system, as well as all of the global data from trucks running with the Scania connect system, are harnessed to make these calculations. This level of data

means flexible maintenance scheduling can become very precise.

The system is measuring ambient temperature, plus the temperature of

many components on the truck itself, mass, driving time and speed are all included as well. There is also data being collected on the drivers themselves and their driving behaviours. Idle time, road conditions, in terms of topography are in there. Various facets are collated and analysed against the algorithms in the central computer network.

All new Scania trucks are fitted with this system, generating data, which is being monitored and sent back, on a weekly basis to the Swedish computers.

The operator doesn’t have to do anything, the system just automatically uploads the data.

VARIABLE SERVICING “The difference with this system is that it has changed the process from customers calling us and telling us they are due to come in for a service” says Sean. “Now we are calling our customers about two or three weeks out from a service and telling them they will need to bring the truck in. We will be able to tell them how long the service will take and we can be flexible about when they bring it in

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DIESEL March-April 2019

CONNECTED TRUCKS

March-April 2019 DIESEL

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CONNECTED TRUCKS

“WE HAVE FOUR PEOPLE WHO WORK IN A CALL CENTRE THAT CONSTANTLY RUN THE SERVICE SCHEDULING AND ARE LOOKING TWO WEEKS AHEAD, AND SPEAK TO THE CUSTOMER TELLING THEM A SERVICE IS DUE AND HOW LONG IT WILL TAKE.” it would give you more uptime as well, because instead of coming in for a 10 hour service, the truck only come in for a six hour service on a longer interval.”

Sean does admit there can be some

nervousness among customers when the system starts to extend service intervals out for the first time. There are fleets which run relatively light and high mileages which could see intervals

extend, but Scania will reassure the operator the trucks will be brought in to be inspected at least three times each year. A simple safety inspection is needed at regular intervals, even if major servicing is done less regularly.

“The tool which comes back to us from the central server allows us a lot of flexibility,” says Sean. “We can insert other activities into the maintenance plan so we can still put some of our other local logic into it and it will apply that for us.

“We have four people who work in a call centre that constantly run the service scheduling and are looking two weeks ahead, and speak to the customer telling them a service is due and how long it will take. They then find out which dealer would be the most convenient to use.

“The dealer management system interfaces with the servicing scheduling, so when we do the work and close the work order out, it will automatically update the service scheduling system.

Then it starts to recalculate again for the next service.”

WHERE TO NEXT? This kind of in-depth analysis is going to enable Scania to take the concept even further. The amount of data being collected every year is likely to enable the precise targeting of replacement points for more components. There are components like water pumps, batteries and starter motors which will inevitably need to be swapped out, but the high level of data being gathered should enable the system to precisely identify the point at which reliability may become an issue.

The system has been introduced into Australia and is becoming ubiquitous.

Only a handful of trucks getting serviced

by Scania dealerships across the country are still on strict prescribed interval servicing regimes. The current generation of truck owners seem to have accepted the concept of this more flexible algorithm-driven maintenance with a certain amount of trust.

There is also an increasing awareness of reducing downtime and that spending more on upfront maintenance will reduce breakdown and repair costs. The nature of modern transport contracts make unexpected delays difficult to manage.

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DIESEL March-April 2019

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March-April 2019 DIESEL

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DRIVER BEHAVIOUR

Brought to you by

Compliance from the driver’s seat As the world of road transport becomes more complex and new laws tighten up around compliance, the truck driver is still the key component in any compliance strategy for a trucking operation.

S

ince 1 October 2018, amendments to Australia’s Heavy Vehicle National Law (HVNL) mean that every party in the heavy vehicle transport supply chain of responsibility (CoR) now has a duty to ensure the safety of their transport activities.

More than ever, individual drivers need correct and up-to-date knowledge, skills to utilise new technologies, and commitment to the compliance process, taking responsibility for their equipment, environment and actions.

Stuart Williams from EziComply says he has been auditing compliance systems for the best part of two decades and has seen many different systems and many different ways to meet compliance obligations. As a result of the recent changes to CoR regulations the nature of compliance systems is changing quite radically, and these changes together with CoR requirements greatly impact drivers.

One aspect that all compliance systems have in common is the necessary interaction between the driver and company policies, procedures and records. In the last few years there has been a major shift from traditional paper-based systems to electronic systems. This change brings many benefits.

In a paper-based environment the compliance process can take a long time for a driver to return and submit paperwork, for administration to process/bill customers, for compliance officers to monitor what is happening and then action tasks or improvements in order to gain management efficiencies.

Electronic record keeping, however,

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DIESEL March-April 2019

MORE THAN EVER, INDIVIDUAL DRIVERS NEED CORRECT AND UP-TO-DATE KNOWLEDGE, SKILLS TO UTILISE NEW TECHNOLOGIES, AND COMMITMENT TO THE COMPLIANCE PROCESS, TAKING RESPONSIBILITY FOR THEIR EQUIPMENT, ENVIRONMENT AND ACTIONS. allows for information to be collected in real time and data to be entered into the online system at the coalface. It saves drivers time and gives them greater control over their working environment

with respect to their individual compliance obligations.

EziComply has developed an electronic recording system that records the data and in particular manages the

DRIVER BEHAVIOUR

Brought to you by

vehicle details for the driver. Vehicle information is entered into the system.

When the driver does the daily check, a calculation is made identifying the vehicles in the combination and returning the known tare weights for each vehicle.

The driver is then given the maximum payload based on the vehicle combination they are operating. Load information can be entered into the system and the driver will know in real time if the vehicle is loaded legally. This gives the driver the opportunity to adjust the load before leaving site.

Besides meeting legal obligations more easily, administration time and costs for the company are also significantly

reduced, and compliance officers have access to up to date data at all times.

RADICAL CHANGE Such a radical change impacts drivers and there have been mixed responses.

The most common negative responses stem from a fear or mistrust of technology, or the fact that drivers don’t always have the necessary skills to feel comfortable with new technologies.

The average age of truck drivers continues to rise and many came into the industry when it was only loosely regulated. There is a resistance to ever increasing direct monitoring of the driver and their activities.

There can also be a problem in the

correct information filtering down to the drivers in an operation, especially if those tasked with managing the drivers also have little real information about how the compliance system has to work.

Knowledge and training are key as in many cases the driver is operating hundreds of kilometres from the depot and under minimal supervision. The driver needs to be clear on the exact procedures to follow and how to react to changing circumstances out there on the road.

Managing drivers is a complex task and companies would do well to provide well prepared induction processes and regular refresher training to ensure drivers are confident and clear about what they have to do in order to keep

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DRIVER BEHAVIOUR

themselves and their company compliant.

Many operators have also installed in-cab monitoring devices in their vehicles with good results. These cameras have a two-fold effect on driver behaviour.

Firstly, drivers tend to be more cautious and follow the rules better.

Secondly, they gain an advantage when confronted by bad driving behaviour of other road users operating around their heavy vehicles. In the event of an incident, in-cab monitoring provides video footage which in many cases help protect a driver from false accusations.

Safety and compliance are vitally important for today’s transport industry.

Throughout the transition to new industry codes of practice and ever smarter electronic record-keeping, driver interaction will remain a critical component for success.

Some insights to compliance: • Training of staff is crucial • Monitor the flow of records from the driver through online administrative processes and into the review of collated data • Manage data effectively • Review the system regularly • Find the source of problems. Don’t ‘band-aid’ fix them

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DIESEL March-April 2019

Brought to you by

KNOWLEDGE AND TRAINING ARE KEY AS IN MANY CASES THE DRIVER IS OPERATING HUNDREDS OF KILOMETRES FROM THE DEPOT AND UNDER MINIMAL SUPERVISION. THE DRIVER NEEDS TO BE CLEAR ON THE EXACT PROCEDURES TO FOLLOW AND HOW TO REACT TO CHANGING CIRCUMSTANCES OUT THERE ON THE ROAD.

DRIVER BEHAVIOUR

Brought to you by

Driver Health Issues An ongoing problem within the trucking industry is truck drivers not seeking help when living with untreated medical issues. A recent study illustrates the problem of under-reported health problems in the workforce.

A

Linfox-funded study by Monash University revealed that Australian truck drivers suffering mental illness are less likely than any other workers to seek appropriate medical help, and that when they do, treatment is delayed.

The results also show that truck drivers have significantly more GP consultations and are more likely to undergo surgery than any other workers following work-related injury or disease.

The results form part of the third report in Monash University’s Driving Health Study which is a collaborative initiative supported by Linfox, Transport Workers Union and the NSW Centre for Workplace Health and Safety.

The study aims to provide insights that help keep drivers safe at work and ensure they are accessing the treatment they need when injuries occur. The study analysed 88,285 accepted Victorian workers’ compensation claims between July

2004 and June 2013.

The report identifies four different profiles of health service use among truck drivers. About half (55 per cent) of drivers use only a few services, some (10 per cent) use a lot, a quarter (25 per cent) use mainly physical therapy and another group (10 per cent) seek treatment for mental health.

The 10 per cent of drivers accessing mental health services were more likely to be over 24, be from the lowest socio-economic band and be employed by smaller employers.

These drivers showed a different pattern of health care use compared to other drivers.

The study found that 92 percent of mental health services were provided more than 14 weeks after acceptance of a workers compensation claim, potentially reflecting a missed opportunity for early intervention.

This is in contrast with other health care services such as GP visits and physiotherapy, where peak service use occurred within the first three months after injury.

High health service users tended to be between the age of 45 and 64, live in major cities and have musculoskeletal conditions.

Drivers using only a few services were more likely to be younger, have an injury that did not result in time off work and have conditions other than a musculoskeletal injury.

Dr Ross Iles from the School of Public Health and Preventive Medicine at Monash University said a concerning pattern was noted amongst truck drivers suffering mental health injuries, with 92 per cent waiting more than three months to access appropriate treatment.

“This report shows that truck drivers receive the majority of health care more than three months after an injury, but this delay was particularly apparent in mental health cases,” says Ross. “Prior studies show that drivers are at increased risk of suicide.

Combined with our findings, this suggests a need to provide earlier access to mental health care in this group of workers.”

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TRUCKS ON TEST

MIDDLE- WEI CONTENDER The New Generation Scania G450 has the ideal size and specs to fulfil the roles of intra and interstate single trailer or truck and dog applications.

It does this effortlessly while returning excellent fuel economy. That’s the conclusion Paul Matthei came to after a recent road test.

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GHT

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TRUCKS ON TEST

Ian Butler, who manages pre-sales and vehicle specs for Scania Australia.

O

ver the last three to four decades horsepower ratings in prime movers have gradually crept up to the point where nowadays 500hp is considered fairly average. However, in the pre-B-double era back in the early to mid 80s, 350hp was considered ‘big banger’ territory for single trailer roles, while 400 to 450hp engines were the norm for road trains and heavy haulage applications.

Let’s go on a bit of a time warp back to 1982. This was the year Michael Jackson released his smash hit album Thriller, the first CD player was sold in Japan, and Rocky III was acing it at the cinemas.

It’s interesting to compare the stark differences between a 450hp truck engine of that era and one of today, such as that powering the Scania G450 in this test.

In the early 80s Caterpillar was touting its 3408 V8 engine as an ideal power plant for heavy haulage and road train applications.

Make no mistake this was one serious lump of an engine with a displacement of 18 litres and a dry weight of close to 1.7 tonnes. According to Caterpillar’s specifications, it produced a modest

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DIESEL March-April 2019

“FROM THE OUTSIDE IT LOOKS FAMILIAR AND THE SAME GOES FOR THE INTERIOR – IT HAS CERTAINLY BEEN MODERNISED AND UPDATED WITH SUBTLE STYLING TWEAKS AND IMPROVEMENTS TO THE DRIVER’S CONTROLS.” 450hp (331kW) at 2100rpm and an even more modest for its size 1830Nm (1350lbft) of torque at 1500rpm.

The 3408 featured a 60 degree ‘V’ configuration rather than the traditional 90 degrees which gave it a narrower beam, making it easier to shoe-horn between the chassis rails of highway trucks.

To enable even firing, this design requires a split journal crankshaft which means adjacent big-end journals are offset in relation to each other. Due to the smaller surface area connecting the journals, this design tends to be inherently less robust compared to an equivalent conventional crank.

The inline six-cylinder 3406 Cat engine proved far more popular, with later iterations producing more power and torque than the 3408 in a much lighter package.

MODERN TRUCK SPECS Anyhow, back to the future and the subject of this test, the Scania G450, which features an engine at the cutting edge of technological development.

The Scania DC 13 143 13-litre inline six produces 450hp (331kW) at 1,900rpm and a healthy 2,350Nm (1,733lbft) of torque between 1,000 and 1,300rpm. The engine features Scania XPI electronic fuel injection, a fixed geometry turbocharger and selective catalytic reduction (SCR) emissions control system making it Euro5 compliant.

Power is fed through a Scania Opticruise 12-speed automated manual transmission (AMT) with a 0.8:1 overdrive top ratio. A hydraulic retarder and oil cooler are part of the package.

From there, the power is delivered to a pair of Scania differentials featuring a super tall 3.42 ratio and diff locks. Brakes

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TRUCKS ON TEST

are electronically controlled (EBS) disc items on all axles.

The drive axles are supported by Scania two-bag air suspension while the steer axle has three-leaf parabolic springs with anti-roll bar providing a 7,100kg maximum load capacity. Left and right-hand mounted oblong fuel tanks have a combined capacity of 700 litres and the right-hand mounted AdBlue tank holds 105 litres.

The sleeper cab has a four-point air suspended mounting and complies with the ECE R29 cab strength standard. On the inside is a premium driver’s seat with black velour upholstery and armrests.

Behind the seats is an 800mm wide pocket-sprung mattress, below which resides a decent sized slide-out fridge.

The instrument panel is well-arranged and easy to read at a glance with a coloured display featuring rear axle group weight and hour meter as well as service and vehicle information. There is also bluetooth phone connection enabling hands-free operation. Other cab features include a 12-volt power outlet, power windows, manual climate

The instrument panel is well-arranged and easy to read.

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control air conditioning, protective rubber floor mats and a rear wall roof shelf.

On the safety front, lane departure warning, active cruise control, advanced emergency braking and driver and passenger side curtain airbags are all standard features.

As for exterior equipment, aerodynamically optimised main and spotter mirrors are all heated and electrically adjustable and there’s an additional close-up mirror on the passenger side as well as a reversing alarm.

Lighting consists of H7 headlights incorporating LED daytime running lights (DRL), separate driving lights and LED tail lamps. A bonus for safe cab entry or egress at night are boarding lights located in the step wells.

SADDLE UP The test drive was a fairly typical intrastate run between Melbourne and Ballarat, with the route providing more than a few hills to test out the G450. The prime mover was hitched to a curtain-

sided semi with the rig grossing close to 40 tonnes.

But before I set off, Ian Butler, who manages pre-sales and vehicle specs for Scania Australia, was on hand to provide me with some of the finer points of the New Generation Scania range. He started by explaining that the new P and G series models are now closely aligned, unlike the previous versions where the G and R series had more in common.

“The new P and G trucks are basically from the same mould and are derivatives of each other whereas in the previous models the G and R trucks were derivatives of each other,” Ian elaborated, adding that the new R and top-of-the-line S series trucks are derivatives of each other too, although the S series is unlikely to sell in big numbers in this country.

“We have some S series trucks coming through as order only,” he said.

“Operators who buy this model usually want the biggest engine and other equipment that adds weight over the steer so it can become a challenge to keep them under Australia’s current

TRUCKS ON TEST

steer axle limit of 6.5 tonnes.

“So we will see some S Series trucks but the high end volume seller will be the R Series in both normal and high roof iterations.”

As the conversation continued, Ian was keen to talk about emissions compliance and specifically how Scania is leveraging the benefits of its Euro6 technology even though it is still undecided when it will be mandated in this country.

He pointed out that while the high horsepower versions come standard as Euro-5 compliant, they can be ordered with Euro-6 compliance as a reasonably priced optional extra.

“The lower horsepower units such as the seven-, nine- and 13-litre P trucks that are used mainly in city or urban environments we have specified with Euro-6 as standard,” he explained.

He went on to say that the new G series is available with the 13-litre engine in all ratings up to 500hp but that the majority will be furnished with 450

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TRUCKS ON TEST

and 500hp ratings. It can also be fitted with the five-cylinder nine-litre engine “The P series will also be available with the 13-litre engine with ratings up to 450hp and we may even do some 500hp R series units for operators doing single trailer interstate work who want the extra cab space. The 500hp version is no slouch from a torque perspective with its 2,550Nm (1881ftlb),” Ian added.

Speaking about the New Generation upgrade, Ian described it as a modernisation rather than a wholesale change.

“From the outside it looks familiar and the same goes for the interior – it has certainly been modernised and updated with subtle styling tweaks and improvements to the driver’s controls, for example.”

Sitting behind the wheel it was easy to see what he means, particularly as I have spent a number of years behind the wheel of a prior generation Scania P440 in a previous role.

INTERIOR STYLING Ian pointed out the larger display in the middle of the dash with additional information as well as the newly designed three-dimensional speedo and tacho, respectively incorporating fuel level and

coolant temperature gauges at the bottom.

In the centre of each dial are displays including odometer and tripmeter, clock and an average fuel economy readout.

In short, everything the driver needs to know during normal driving has been clearly and cleverly clustered right in the forward line of sight.

Another upgrade can be seen in the centre of the dash with a larger infotainment screen incorporating satellite navigation. The steering wheel controls have also come in for attention and are now larger and easier to use, while the on/off switch for cruise control has been relocated to the top of the wand whereas it used to be underneath and out of sight.

Interestingly, a button is provided for ‘tug’ testing after hooking up to a trailer as there is no trailer brake lever that is normally used for this procedure.

DRIVE TIME After hitching up and successfully using the aforementioned tug test button, it was time to head for the hills enroute to Ballarat from Scania headquarters at Campbellfield.

While the previous series Scanias were seriously impressive in terms of quietness, comfort and fuel economy, the New Generation versions appear to have raised the bar, again.

The G450 felt right at home amidst the ebb and flow of congested Melbourne traffic. The ample torque from the 13-litre engine worked in harmony with the Opticruise automated transmission to smartly accelerate the vehicle away from the lights. This was done in a quiet and fuss-free way that belied the fact it was moving 40 tonnes from a standstill.

Having 2,350Nm of torque on tap between 1,000 and 1,300rpm is a huge advantage in heavy traffic and even down as low as 900rpm the engine kept pulling strong and smooth. This is even more impressive considering the long-legged nature of the 3.42 rear axle ratio. Importantly, the shift points of the Opticruise transmission are calibrated to keep the engine within the fuel saving torque band.

Once on the freeway the G450 really hit its straps, cruising quietly – an almost eerie quiet – at 100km/h with the tacho needle resting on 1400rpm. Scania engineers did a lot of work improving the aerodynamics of the New Generation series. As a result, the external sun visor above the windscreen that graced the previous series has been deleted and the cab roof features a more pronounced curve above the windscreen. These along with the streamlined mirrors have resulted

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TRUCKS ON TEST

in a noticeable drop in wind noise at highway speeds.

There are a number of decent climbs between Melbourne and Ballarat but none of them bothered the G450. On the steepest climb it held 60km/h at 1300rpm to the summit. With similar performances on other climbs it became apparent that 1300rpm, where peak torque is produced, is the sweet spot and the transmission shift point calibration has been well programmed to take advantage of this.

Another surprise was how intuitively the active cruise control operated. In addition to keeping a pre-set gap between it and the preceding vehicle, it also has the smarts to sense when the crest of a hill is approaching, wherein it gradually reduces the power to bring the vehicle’s speed back to 90km/h after which it neutralises the transmission as a fuelsaving measure.

If the vehicle’s speed exceeds 100km/h on the descent it automatically re-engages 12th gear and applies the retarder to keep speed in check. Otherwise the engine will remain idling with the transmission in neutral until the foot of the hill whereupon

top gear is selected and power is seamlessly reapplied. Obviously if the grade is too steep driver intervention will be necessary, but on the long, steady grades of this test the system worked autonomously and effectively.

After reaching the turnaround point at Ballarat and negotiating some more (albeit lighter) traffic it was easy to appreciate the outstanding all-round visibility of the New Generation G450. With the aid of the new mirrors which minimise the blindspot effect, approaching roundabouts and side streets can be done with confidence knowing that a car darting out from the side will be clearly visible. Not having an external sun visor also helps, particularly for taller drivers, providing a better view of traffic lights without the need for neck craning.

On the all-important factor of fuel consumption, on completion of the trip the Scania’s on-board readout showed an impressive 2.84km/l (8.0mpg), which would certainly be a welcome sight for an operator hauling a full weight semi over considerably undulating terrain.

In the final wrap-up, this test

drive of the G450 showed the New Generation upgrade has delivered subtle advancements across all facets of the truck inside and out. From the external styling and aerodynamic improvements to the instrumentation and driver’s controls, much has been tweaked for superior results. Put simply, a great truck just became greater.

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INDUSTRY ISSUE

South Australian council uses old tyres to make better roads A 335 metre stretch of innovative road surface has been laid in South Australia.

T

he City of Mitcham, in South Australia, is the latest local council to work with Tyre Stewardship Australia on testing the use of crumbed rubber in asphalt that will deliver better roads. It’s a move that could further promote a major recycling use for the millions of used tyres Australia generates each year.

The test will be looking at a range of performance factors, such as cracking, rutting, moisture retention and general durability. It is expected that the results will increase the specification of such roads nation-wide. A move that could easily double the use of end-of-life tyres recycled into Australian road making.

With only about 10 per cent of the over 56 million end-of-life tyres (based on equivalent passenger units) Australia generates each year currently being recycled domestically, that could be a

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major breakthrough.

Mitcham used approximately 850 used tyres in the trial asphalt resurfacing of Stanlake Avenue. One and half end-oflife passenger car tyres were used for every tonne of asphalt laid. In addition, the laying of the asphalt, which was mixed at 160 degrees and laid at 140 degrees, occurred without any workability or fuming issues, despite an over 35 degrees C ambient temperature on the day the test road was laid.

City of Mitcham Mayor, Heather Holmes-Ross said:“We are trialling the crumb rubber asphalt because of the significant environmental benefits as well as the opportunity to improve the quality and life of road pavements, particularly in areas of reactive clay soils.”

The test is scheduled to run for two years, with results monitored on a regular basis to assess the key performance

parameters.

Tyre Stewardship Australia CEO, Lina Goodman, welcomed the foresight of the City of Mitcham in conducting the test.

“The Council has grasped the opportunity to deliver better infrastructure whist addressing a sustainability challenge.

Projects such the City of Mitcham’s will play an important role in creating both valuable domestic recycling for end-of-life tyres and further job opportunities.”

TSA’s work in the crumbed rubber asphalt space continues to be a major focus in developing end-of-life value for tyres. Recently, TSA and the Australian Asphalt Pavement Association published two national specifications for commonly used forms of crumbed rubber asphalt.

Specifications that will provide further confidence for councils, and other authorities, to specify crumbed rubber asphalt for their roads.

PROMOTIONAL FEATURE

The Changing World of Load Restraint Secure and safe loads are vital for the trucking industry and ensure an operator gets its load management right, is following the correct procedures and is using the correct equipment.

T

he field of load restraint has become more complex in the last couple of years. First there was the revamp of the Load Restraint Guide, which cleared up some anomalies and made the load restraint guidelines easier to follow and more clearcut. This was followed by a major reform of the Chain of Responsibility law, making it clear the consignor and transport operator have to demonstrate they use best practice load restraint to comply with the rules.

The basic principles behind load restraint are simple, but complicated to get right. There is a need to understand the load itself, the surface it is sitting on and the specifications of the equipment used to hold and secure the load in place.

The Load Restraint Guide sets out the performance standards required. Any load needs to have a force equal to 80 per cent of the load holding it back when braking. It also needs a force equal to 50 per cent of the load holding it from moving side-to-side when cornering. The same force is needed to stop rearward movement. There is also a requirement for a force at 20 per cent of load weight to hold the freight down, if the friction between the floor and the load is being used in the load restraint calculation.

The load should be secure on the truck and not move under normal driving conditions. If it is secured to meet the standards it will not fall off or affect the stability of the vehicle under expected driving conditions. Importantly, this includes emergency braking and minor collisions.

Anyone involved in packing, loading, moving or unloading a

vehicle, is deemed to be responsible for complying with load restraint laws. The load must stay securely on the vehicle under normal driving conditions and if it comes off, this is regarded as evidence the loader/operator has breached the law.

Not only are the load restraint rules laid out in the guide, but the Heavy Vehicle National Law (HVNL) has specific chain of responsibility provisions that relate to packing, loading and load restraint requirements and these are relevant to the entire transport supply chain.

Anyone involved, person or company, who can control or influence transport activities, including packing, loading or restraining a load, must ensure, as far as is reasonably practicable, the safety of transport activities, including implementing safe systems and practices that remove risks and prevent any HVNL breaches.

Reasonable actions have to be taken to identify, assess, control, monitor, review and remedy potentially unsafe situations or situations that could result in loading or load restraint breaches. It is incumbent upon those involved to choose the restraint method that is most suitable given the load and vehicle. It is also important to make sure that all equipment used in packing, loading and load restraint is serviceable and regularly maintained. This process must also be recorded.

Talking about restraint equipment, the Load Restraint Guide tells us, “If there is any doubt about their reliability and safety, do not use them for the trip. Instead, replace them with equipment in good condition.�

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PROMOTIONAL FEATURE LOAD RESTRAINT

Load Management One Stop Shop Since the company’s inception over twenty years ago, Silverback has grown to become a supplier of all load management needs to road transport operators.

G

etting load restraint right is vital in the current compliance climate in the trucking industry. Freight must be securely loaded and restrained using the correct equipment with the correct rating, every time.

Changes to the Heavy Vehicle National Law in October 2018 include specific requirements for everyone involved in the heavy vehicle transport supply chain to ensure safety in transport activities. This includes a responsibility to ensure loads are secured appropriately. The 2018 update of the NTC Load Restraint Guide is an excellent resource for transport operators to use in ensuring their load restraint methodology is correct.

Silverback Cargo Care started out in Melbourne in 1995 and has grown over time to serve an Australia-wide customer base. It has fully stocked warehouses in Melbourne, Brisbane, Sydney and Adelaide, including a complete range of load restraint products.

Each of the four warehouses has a showroom where customers can walk in, check out the extensive range and buy off the shelf. There is also an online shop for B2B and B2C transactions and additionally, Silverback cater for account customers. It’s also worthwhile noting that Silverback has a network of knowledgeable account managers available to help solve also any cargo care problem you can imagine.

“Our products are probably at the high end of the quality spectrum,” says Dave Crooks, Silverback CEO. “The key differentiator for us, is you don’t have to come and see us for straps, then go to a different company for stretch wrap and visit somewhere else for DG signage, safety gear and spill gear. You can get it all from us.

“Our load restraint equipment is Silverback branded, Silverback specified and as far as the relevant Australian Standards are concerned,

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DIESEL March-April 2019

“SILVERBACK CARGO CARE STARTED OUT IN MELBOURNE IN 1995 AND HAS GROWN OVER TIME TO SERVE AN AUSTRALIA-WIDE CUSTOMER BASE. IT HAS FULLY STOCKED WAREHOUSES IN MELBOURNE, BRISBANE, SYDNEY AND ADELAIDE, INCLUDING A COMPLETE RANGE OF LOAD RESTRAINT PRODUCTS.” we are the manufacturer. Where there is a relevant Australian Standard to be met, our products include a Silverback compliance tag and we supervise the test regime for the manufacture of the equipment. There are batch test certificates for every load restraint product we supply.

Silverback maintains a very close relationship with its network of factories.

Each one is visited annually and reinspected and recertified during that visit.

The company has its own network of delivery vehicles and in many areas, if the product is ordered in the morning it can be delivered same day, while afternoon orders will arrive the next day.

“The majority of our customers are transport companies,” says Dave. “So, they

drive past our branches pretty regularly and often arrange their own collection. This collect option is particularly attractive for remote operations.”

In terms of items like spill and emergency response equipment, Silverback can offer a service where they will come to the customer and check equipment regularly, ensuring compliance and replenishing used or expired product.

“We can come and do an assessment of a transport site, if you want to maintain 100 per cent compliance with dangerous goods and environmental regulation,” says Dave.

Anything which is specified by the Load Restraint Guide can be sourced from Silverback. Each item available exceeds, by some margin, the specifications required by the guide.

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Phone: 1300 858 85859 March-April 2019 DIESEL

DIESEL WORKSHOP

A Little Bit Of

Everything

A small diesel workshop in Melbourne’s east has to do a little bit of everything for their customers, but still maintains the kind of standards any trucking operator would need to keep their trucks efficient and compliant. Diesel Workshop meets up with the team at Nota Motors.

H

allam, at the eastern edge of Melbourne, has an intense concentration of road transport related industries.

Just across the road from the Maxicube trailer factory is an unassuming truck workshop, which is doing a sterling job keeping a number of small fleets, and some larger ones, on the road.

The business is run by two brothers, who took over from their father who started the business. They are working hard to adapt their business to the new requirements of truck owners. Times are changing in the trucking industry

and small workshop owners need to adapt and ensure they have the latest equipment in order to keep up with those demands.

Nota Motors has been in business 38 years. It was started by Harj and Aman Nota’s father who had emigrated to Australia from the UK some years before.

Originally based in Keysborough, the business moved to a new block of land in Hallam and built its own workshop a few years later.

“All of our customers used to be small fleets and owner drivers, but that has changed in the last few years,” says Harj.

“In the last five years or so we have been targeting the bigger fleets. Doing a lot more fleet maintenance and roadworthy inspections.

“We just had to sit down and work out what it would take for us to grow.

We could have carried on doing the business the way we were doing it, but if we wanted to grow we decided to invest a lot in marketing, getting out there and targeting the bigger companies.

“It means you have to keep up with technology and keep modernising your equipment. We needed better scan tools, as the trucks are getting newer. There’s a

The company’s first roller brake tester was fitted 23 years ago and has just been replaced by a new Maha model.

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DIESEL March-April 2019

DIESEL WORKSHOP

“IT MEANS YOU HAVE TO KEEP UP WITH TECHNOLOGY AND KEEP MODERNISING YOUR EQUIPMENT. WE NEEDED BETTER SCAN TOOLS, AS THE TRUCKS ARE GETTING NEWER. ”

Harj and Aman Nota.

lot more paperwork involved, a lot more admin, and there’s more responsibility and liability on us. There is an onus on us to make sure the vehicles are safe.”

Nota Motors are now doing a lot more

auditing for VicRoads. They are working with garbage truck fleets where there is a need to keep a track on and record every single job which is carried out, including photographs and videos of defects.

The company employs seven people on the workshop floor at the moment, including one apprentice and another apprentice who has just qualified. The workshop supervisor is, himself, a former apprentice. Add to this a couple of casuals who can be pulled in, when work gets very busy. There are also three employed in the office on the administration side.

“In terms of keeping people, you have to treat them all individually,” says Harj. “You have to look at their needs

HEAVY DUTY BEKA-MAX PROTECTION Using #2 grade grease being distributed to all moving parts every hour on the road.

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DIESEL WORKSHOP

and wants, as well as rewarding them financially and showing them there is a way to progress within the business.

“The hardest thing is to find the right person. It’s very hard to do it in just one interview, when you sit down with someone to find out whether they will be the right person for you. We always give people a trial for a few days just to see how things work out. More often than not after the three days trial they don’t come back. It happens about 80 per cent of the time. They don’t realise just how hard the work is.

“Things like the new hoists do make the job a lot easier, but you still have to take the wheels and the drums off the truck yourself. You have to get underneath the truck and it’s not clean under there. There are very few people suited to this job.”

BUILDING UP BUSINESS Fleet customers now make up around 40 per cent of the business. There are not many accredited bus testing facilities in the region, so the workshop probably handles about 80 per cent of all of the local bus testing in the area.

The workshop has to handle any kind of truck, from B-doubles to small delivery vehicles. With the large infrastructure boom continuing, there is plenty of work sorting out tipper and dog combinations. There is also a large demand for maintenance on buses converted into motorhomes and this has become an area where Harj has seen considerable growth.

The workshop will send technicians out to customer sites, but only when there is a big job to handle, like certifying 10 new trailers for a fleet.

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“THINGS LIKE THE NEW HOISTS DO MAKE THE JOB A LOT EASIER, BUT YOU STILL HAVE TO TAKE THE WHEELS AND THE DRUMS OFF THE TRUCK YOURSELF.” Anything such as roadworthy tests have to be done at the workshop site though where the roller brake tester and other equipment is situated.

The company’s first roller brake tester was fitted 23 years ago and has just been replaced by a new Maha model.

The actual roller brake tester itself was still working well but the computer

DIESEL WORKSHOP

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DIESEL WORKSHOP

“THE OTHER REASON WHY WE DECIDED TO UPGRADE THE ROLLER BRAKE TESTER WAS BECAUSE WE NOW HAVE TO REPORT BOTH STATIC AND DYNAMIC TESTING IN THE PROCEDURES.” controls couldn’t be updated. Four new Maha mobile hoists also arrived in the workshop at around the same time and Harj reckons their arrival has increased productivity by well over 15 per cent as a result of the flexibility possible when using the new hoists.

“The other reason why we decided to upgrade the roller brake tester was because we now have to report both static and dynamic testing in the procedures,” says Harj. “We knew the change was coming and prepared for it.”

The continuing expansion of the business means the current facilities are becoming more and more stretched.

Luckily, the site bought all those years ago does have a large area to the rear of the current workshop, on which it will be

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possible to build.

The next stage of the business’ expansion is likely to have the effect of more than doubling the amount of covered workshop space available.

“There has been a big rise in activity for us throughout 2018,” says Harj. “There was a time where you could walk into the yard out the front and see three trucks needing repair, but now it is very rare to walk into the yard and find it anything but completely full, with nowhere to park a car. It seems to have happened all of a sudden. We’ve been investing in marketing, advertising and a lot of social media, and never realised it would work so well.

“We started by engaging a search engine optimisation company to help us

with things like Google AdWords, and to promote our website and the business.

From there we created a Facebook page and an Instagram page, not thinking that it would make much difference, but if you do it on a regular basis every week, it does.

“I just walk around the workshop once a week and take photographs of vehicles or something else, load them up onto the site and put a few notes in there with them.

You get a bit of engagement back from people and you can do a bit of boosting, where you target particular markets. You can also target people with particular interests for a set fee each week.

“There was a slow increase in traffic and now we are getting a lot of online bookings, which was unheard of a year ago. It’s a combination of a lot of factors including social media and things like word of mouth.”

A lot of potential customers will phone up the workshop and ask specifically how much it will cost for servicing a particular truck.

“It’s those value-adds that we can give them, in terms of things like personal care, which makes us different and gets us the ongoing work,” says Harj. “We are willing to put ourselves out for our good customers and they know we will look after them. Elsewhere, they are going to be treated as a number.

“We also get a lot of calls from people asking whether we have the computer software to reset the servicing system on their trucks. We do have a good range of diagnostics so we have the equipment for servicing a wide range of trucks. The level of equipment we have does make them more comfortable.

“I also think just being a part of a family business does resonate with the customers. Even for the staff, they feel like family and many have been here a long time.”

DIESEL WORKSHOP

Next Level Landing Leg

I

t could be said the Razor Delta Leg Drive Kit takes electric landing leg technology to the next level. This innovative landing leg system is an electronic, motor-driven attachment that is able to raise or lower landing legs on any compatible trailer at the touch of a button.

This equipment allows the driver to complete other important tasks while it lowers or raises the landing legs in a safe and efficient way, reducing the risk of injury and improving productivity. The device has undergone extensive testing and in-field trials to ensure its suitability for the rigorous operating conditions in Australia with a lifting capacity of 25 tonnes in conjunction with standard landing legs.

The system has been-designed to be not only robust, but lightweight and compact to provide quick and easy fitting. The Razor Delta landing leg drive is available for fitment to all major leg brands and is particularly suited to Jost, Holland, K-Hitch,

Binkley and York legs.

On the fascia of each Delta drive you will find a keypad to operate the unit. The supplied 12V battery is clamped inside the battery enclosure. This power kit must be fitted to a sturdy location on the trailer close enough for wiring harnesses to connect to the Drive unit.

Operators are recommended to check cable plugs (at trailer service intervals) to ensure they are clean and dry inside. Faults can arise from bad electrical connections.

If moisture is detected within the connector plugs or on the battery terminals, apply a suitable conductive moisture inhibitor.

The operator can use both gears in the leg and this is achieved by sliding the Razor in and out on torque arm. If it is hard to slide along the torque arm., ensure there is no build up dirt causing a binding effect, clean as required. (this may require drive to be removed and refitted).

To replace a controller, undo the 2 off M4

bolts and remove the controller by gently tapping on the back of controller. Any authorised service centre can provide this service if required.

Batteries have a limited life (typically five years). A well-maintained battery will achieve the best life. Keeping the battery as fully charged as possible at all times is critical. Long idle periods for the trailer (several months) could result in reduced battery life if the Razor is left connected.

It is important to stress: • Razor Drive should not be operated without the torque arm fitted.

• The Razor Drive in conjunction with landing legs can create high forces.

Ensure the supplied caution labels are fitted to each leg to avoid possible injury from high force created.

• This Razor Drive unit must not be installed on a trailer used for transporting flammable goods without approval from the relevant authority.

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DIESEL WORKSHOP

Trailer Air Suspension

Maintenance

W

hen properly maintained, a trailer suspension system provides the best ride, correct load-carrying capability, and the required amount of roll control. As time passes, the suspension system will require attention as the bolt torque will loosen, the bushes will progressively wear, and components will accumulate debris from the road.

Harsh road conditions or off-road conditions will further accelerate debris accumulation and component wear. For this reason, it is important to keep the unit on a periodic maintenance schedule.

The suspension system in a trailer may vary depending on the application and trailer manufacturer. Please note that the following instructions are general in nature. Actual maintenance should be performed as per the trailer or 1.

2.

the suspension system OEM service manual. Each will vary with inspection, adjustment and replacement intervals.

To begin, a simple visual inspection will help identify which components require further investigation. Accumulated debris can act as an abrasive and, over time, prematurely wear the components causing failure. Any signs of heavy dust or debris should be cleaned from the air springs, hub seals, and shocks.

While doing so, take note of any physical damages, worn components or leaks. • Air springs will sag and leak with an audible hissing sound, if severe enough.

Also, be sure to check the air lines and fitting for slow leaks. When checking the air lines, firmly hold and wiggle the lines at the fitting. This will ensure the lines are secured and no leaks occur during movement. • If a hub seal is leaking, a large quantity of lubricant will be present. Oil and grease may be splattered on the dust shield, brake shoes or brake drum. If this is the case, then the seal and other components will need to be replaced.

A small amount of weeping lubricant is not considered to be a leak and can be wiped off. Never clean a hub seal with a pressure washer as water may enter the hub and contaminate the lubricant. • There is a significant difference between a leaking shock and a misting shock. A misting shock will have a light coat of oil; in contrast, a leaking shock 3.

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DIESEL March-April 2019

will appear to have streaking oil or oil paths. Please refer to the National Heavy Vehicle Regulator (NHVR) guide lines for more detailed information.

Checking torque is essential in preventing unnecessary wear or damage to the nuts, bolts, and the components they secure. Shock absorbers, frame hangers, and pivot bushes are usually the components with nuts and bolts which require frequent attention. Ensure the torque wrench is set at the correct specified torque setting.

Refrain from using a breaker bar or rattle gun as these methods may set torque incorrectly. Over-torqueing will stress the threads too much and can potentially cause nuts and bolts to sheer. Undertorqueing may allow components to loosen and fall off during operation.

Last, but not least, checking ride height is a simple procedure to keep the suspension running at optimum performance. Most OEMs suggest taking a measurement from the centre of the axle to the bottom of the chassis frame.

Overall, periodic maintenance is essential to reduce the risk of component failure, address potential safety hazards, and prevent costly repairs.

4.

DIESEL WORKSHOP

New 50amp in-vehicle battery charger Redarc has introduced a new, bigger, more powerful 12-volt dual input 50amp In-vehicle battery charger: the BCDC1250D.

A

50-amp charging output makes it the most powerful in Redarc’s BCDC range. It has been designed to charge all major lead-acid batteries, it also includes a lithium (LiFeP04) charging profile.

The BCDC1250D has been developed to provide a higher current output, it features an additional charging stage known as Soft Start which has been engineered so that it can handle more demanding applications.

A key feature of the BCDC1250D is separate vehicle DC and solar inputs which simplify the installation process.

The unit will charge from both solar and the alternator simultaneously and with

inbuilt Green Power Priority the BCDC automatically selects the solar charge first, taking the load off the vehicle’s alternator.

The 50-amp charger is compatible with both standard and variable voltage/smart alternators and can be used in both 12 and 24-volt vehicle systems. The BCDC1250D is the third variant of the Smart-Start dual input range, joining the BCDC1225D and BCDC1240D and it has been designed, manufactured and tested in Australia for our diverse and unique conditions.

“The dual input BCDC’s have proven to be popular with the end users and the feedback we have received has been overwhelmingly positive,” says Anthony

Kittel, Redarc Managing Director. “The addition of a 50amp model will allow the consumer to charge higher capacity batteries or multiple battery banks.

To find out more visit the Redarc website: www.redarc.com.au/bcdc50.

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DIESEL WORKSHOP

Noise Vibration Harshness Diagnostics – A New Dimension Some of the most challenging and time-consuming issues to diagnose on a vehicle are noise, vibration and harshness issues.

T

he symptoms around the subject of noise, vibration and harshness are subjective as each driver has a different level of what may be an acceptable amount whilst driving, proving difficult to pinpoint, even for the most experienced technician.

Traditional methods require a technician to determine the frequency (hertz) of the vibration during a road test. From this they would need to figure out which component was rotating at the required RPM to cause the vibration frequency. This requires directly measuring the dimensions of various components or finding the dimensions in technical specifications, and applying mathematical calculations to arrive at a conclusion.

The Pico Diagnostics NVH software provides the capability to tie the vibration detected to a source in a much easier, more objective way. For example, driveline, propshaft, tyre and wheel, engine and engine accessories.

In 2019 and into the future, the PicoScope NVH diagnostic kit provides an accurate analysis of vehicle noise, vibration and harshness conditions, offering a new dimension

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DIESEL March-April 2019

for OEMs to consider.

Using your own laptop or tablet display to view, this system combines a fast capture and analysis of vehicle data with a clear, easy to read presentation of test drive results and actions on all vehicle types including the latest diesel, gasoline, hybrid and electric vehicle technology.

Once this data has been collected via the test drive, it can then be analysed in great detail and compared to previous captures (prior to adjustment) or against other vehicles. Often what is perceived by the customer to be a “problem vibration” can, in fact, be a characteristic of the vehicle or model.

Now you can present and compare objective data with test results from other similar vehicles to reassure the end-user that everything is normal. Alternatively, comparing data may highlight a problem with the vehicle and the measurements taken can give the technician the information needed to confidently proceed with a repair.

Below are just a few of the typical scenarios experienced where a Pico NVH kit can be used: Cabin vibrations at speed, for example, those caused by misaligned prop shaft, poor engine or exhaust mounts • Engine vibrations throughout the entire RPM range • Clutch shudder or vibration • Transmission and bearing whine • Auxiliary drive noise • Brake shudder • Steering vibrations • Fast balancing of driveline The root of all NVH problems is a vibration. In some cases, these are unwanted or unexpected vibrations, and in other cases, they are normal and always present (for example, engine combustion), but they are noticeably

felt when transmitted through to the passenger compartment.

Sound is simply a vibration that is transmitted through the air and is heard when it reaches a person’s ear. Although the perfect hearing range is 20 Hz to 20 kHz, most of us are more like 100 Hz to 15 kHz at best. Vibrations are usually felt at frequencies below 200 Hz, and in the overlapping frequency range vibrations can be both felt and heard.

In order to deal with this frequency range effectively, the PicoDiagnostics NVH kit contains both high resolution microphones (for sound), and highly sensitive accelerometers (for even low levels of vibrations).

The PicoDiagnostics NVH kit from Pico Technology can be the answer to the many NVH problems facing technicians.

The NVH interface supplies power to the amplifier while transmitting vibration and

DIESEL WORKSHOP

THE PICO DIAGNOSTICS NVH SOFTWARE PROVIDES THE CAPABILITY TO TIE THE VIBRATION DETECTED TO A SOURCE IN A MUCH EASIER, MORE OBJECTIVE WAY. sound signals to the oscilloscope.

The detailed software provides a real-time diagnosis for the technician, in the form of either: a bar graph, line graph, frequency chart, 3D frequency chart, RPM order, road speed view or a time domain view.

The ability to start the recording before a road test, playback and analyse the recording in the workshop, ensures that the driver’s attention safely remains on the road. Saving the recordings couldn’t be easier. Much like Pico’s other automotive software, you can simply save the file to your laptop’s hard drive, and easily share the results with your colleagues etc to prove an improvement. The software includes on screen, step by step instructions to follow and comprehensive help to diagnose accurately, and then suggests corrective action to proceed with.

The PicoDiagnostics NVH kit makes use of the PicoScope Automotive oscilloscopes and are available in a number of configurations to suit your needs. You can be sure that your investment in the PicoDiagnostics NVH kit will benefit your business without the need for further spending. If you already have a Pico Automotive oscilloscope, you are halfway there.

After repairs are made the technician can prove the fix with the PicoScope NVH software and present the results of the repair to the customer in a most professional manner.

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GOING GLOBAL

Here’s Looking at You Kid The new Mercedes-Benz Actros features no less than four world firsts, but according to Going Global’s man in Europe, Will Shiers, it’s the MirrorCam system that has attracted the most attention.

The MirrorCam system is extremely noticeable, thanks to the pair of 38cm screens mounted on the A-pillars.

I

f Mercedes-Benz had replaced the wheels on the new Actros with hover boards, or swapped the steering wheel for handlebars, I think it would have caused slightly less of a kerfuffle amongst British truck buyers and drivers than its decision to lose the truck’s main external mirrors.

You see we’re a conservative bunch over here, and don’t particularly like change, so something as radical as MirrorCam is going to cause a mild panic.

At the Berlin launch last September, Mercedes-Benz announced that the new truck featured no less than four world firsts, including partial autonomy. But the barrage of questions I immediately received through my social media channels largely ignored the fact that the new truck

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can basically drive itself, or that it’s up to five per cent more fuel efficient than its predecessor, with almost all concentrating on MirrorCam. “Will the cameras get knocked off”; “Can you reverse with it?”; “Do the screens create a blind spot”; “Is it legal?”; and “How can that be safe?”, were all typical.

While confident that Mercedes-Benz would have ensured that all of these boxes were ticked prior to bringing the system to market, I figured I’d better get behind the wheel to find out for certain.

Walking towards the truck, for me the most striking visual difference with the new Actros was the lack of rearview mirrors, which make a surprisingly big difference to its appearance. To be honest I’m reminded of a cat my parents had when I was growing

up. It was a tough old beast, and always getting into fights, ultimately having both its ears chewed off!

The keen-eyed may also spot the revised headlights. They now feature a new ‘curved light signature’, incorporating daytime running lights as standard. The headlights automatically switch between dipped and main beam, and there are automatic cornering lights. New side deflectors help with fuel economy, a black Mercedes-Benz badge under the windscreen (it used to be blue) and a GigaSpace-specific sun visor, complete the external changes.

Entering the new Actros, the first thing I noticed was a new key, which comes with its own app. As well as opening the doors, both can illuminate the exterior lights, aiding drivers with their walkround checks.

If you’ve driven a new Mercedes-Benz car recently, then the interior will look familiar. Almost all of the conventional dials and switchgear have been removed and replaced with a pair of tablets. The result is a clean, fresh and uncluttered interior.

I had just five minutes to play with the numerous functions, and if I’m honest, I found it all a bit bewildering. Had my eight-year-old daughter been with me, I’m sure she would have had little trouble navigating the numerous menus.

What I did stumble upon though was the controls for the lighting. It consisted of a picture of the front of the truck, and as I tapped the screen to turn on the various lights, so they illuminated on the image.

It’s clever stuff, and the display is crystal clear. I only hope drivers get a thorough handover when new trucks are delivered, because there is clearly a lot to learn. And what are casual drivers going to make of it when they’re thrown a key and told to ‘get on with it’?

GOING GLOBAL

My biggest concern is whether the screens could potentially be a distraction. After all, drivers need to take their eyes off the road to use them. When I asked a Mercedes-Benz engineer what the difference was between scrolling through its menus or using a mobile phone behind the wheel, he admitted the main difference was that one was legal and the other wasn’t!

DRIVING EXPERIENCE The new Actros is fitted with an electronic handbrake as standard. It’s linked to the Hill Hold function and it disengaged as soon as I accelerated.

On the move, the MirrorCam system is extremely noticeable, thanks to the pair of 38cm screens mounted on the A-pillars.

They are controlled by two heated cameras, mounted high up on the sides of the cab.

The screens can be adjusted in the same way that conventional mirrors are, using controls on the top of the driver’s door.

Although the brightness automatically adjusts according to the time of day, they can also be manually changed.

What immediately struck me was how much better visibility was out of the side

windows, with no mirrors blocking my view at junctions. Of course, the A-pillars are slightly thicker now, but that’s such a small price to pay.

I tried some manoeuvring exercises and was impressed with my view on the screens. However tight the turn, the end of the trailer remained dead centre of the screen. I noticed a line on the bottom of the screen, which indicated a safe distance to pull in after overtaking a slower vehicle. Not so important in Blighty with our 13.6m trailers, but I imagine rather more useful when you’re running at 53m!

Reversing was a pleasure too. As I selected R on the steering columnmounted PowerShift control, so the display changed, and a line depicting the end of the trailer appeared. I reversed up to a pair of cones, pretending they were a loading bay, and stopped within millimetres of my target.

MirrorCam can be accessed when the engine is off too, either from the driver’s seat or the bunk. So if drivers hear something suspicious when parked-up, they can take a look without first having to open the curtain, or turn on the ignition.

I had assumed it would take weeks to get used to MirrorCam, but instead I took to it instantly. Although Mercedes is first to market, I’m convinced that within five years every new truck in Europe will have a similar system.

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GOING GLOBAL

The MirrorCam has replaced the rearview mirror on the Actros.

On an autobahn I experienced Active Drive Assist, which accelerates, brakes and steers the truck semi autonomously.

While I’m sure it’s capable of driving itself for long periods, European

WORLD FIRST - MIRRORCAM Although mirrorless trucks have been permitted in Europe since July 2016, this is the first time they have appeared on a series produced truck. Mercedes-Benz claims that in addition to improving fuel economy by as much as 1.3 per cent, it also has clear safety benefits.

Although MirrorCam will come as standard in the UK, Actros buyers will save about £850 ($1500) by opting for conventional mirrors instead. But Mercedes-Benz expects operators will ‘do the sums’ and come to the conclusion that MirrorCam will pay for itself in about a year.

For those operators concerned about damage to the cameras from overhanging branches, the casings are pivoted, and relatively robust. And if the worst does happen, replacements are only slightly dearer than conventional mirrors.

WORLD FIRST - ACTIVE DRIVE ASSIST The new Actros features level two automated driving at all speeds. The optional Active Drive Assist package, which combines the proven Proximity Control Assist system with Lane Keeping

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legislation requires drivers to keep their hands on the steering wheel at all times.

If the sensor in the steering column detects a lack of human interaction, it sounds frequent audible alerts, and

Assist, uses radar and camera data to brake, accelerate and steer the truck.

The system, which has a stop-and-go function for use in heavy traffic, always keeps a safe distance between the truck and the vehicle in front. It also actively keeps the truck in its lane, intervening if it suspects that it has unintentionally crossed a lane marking.

WORLD FIRST - MULTIMEDIA COCKPIT The cab interior has undergone some radical changes, the most significant being the introduction of a pair of freestanding digital displays. Christened Multimedia Cockpit by Mercedes-Benz, one of these screens (standard 25.4cm or optional 30.5cm) is located behind the steering wheel, and replaces the traditional instrument cluster. Located here are all the usual dials and gauges you would expect to find.

To the driver’s left is a second screen, which replaces much of the usual switchgear. Here you can control the heating, air conditioning and telephony, as well as monitor the truck’s status, like tyre pressures and axle loads. Both touch screens can also be controlled via a new multifunction steering wheel.

disengages after a minute. Another sensor in the seat prevents drivers from walking around the cab.

On rural roads I got to see Predictive Powertrain Control (PPC) in operation.

Thanks to its accurate digital mapping it knew the truck speed limit everywhere we travelled. On one occasion the Traffic Sign Assist spotted a temporary speed limit as we entered some roadworks.

Although it flashed up on the display behind the steering wheel to notify the driver, it’s on a different system to PPC, so didn’t physically slow the truck.

At one point the system warned the driver of a turn 450m ahead, advising him that it would be slowing to 21km/h.

It seemed excessive but proved to be the perfect speed for what transpired to be a particularly sharp bend.

Mercedes is calling the new Actros the most modern truck in the world, and I can’t disagree. Personally, I think it’s a total game-changer.

WORLD FIRST - ACTIVE BRAKE ASSIST 5 The fifth generation of Active Brake Assist (ABA) uses a radar and camera system, whereas previous versions were radar only. The main benefit to this is that in addition to spotting and reacting to moving people, it will also recognise static pedestrians, frozen by the shock of seeing a truck heading straight for them. And having spotted them, it will apply 100 per cent braking in order to hopefully avoid impact.

WHEN IS IT COMING TO AUSTRALIA? There’s no confirmed date for when new Actros is coming to Australia, but if past experience is anything to go by, don’t hold your breath it will be any time soon. The MP4 Actros arrived in Australia in 2016, four years after its European launch.

“It is too early to discuss details of when it might be available in Australia,” said Michael May, Mercedes-Benz Truck and Bus Australia Director.

“As demonstrated with the current Mercedes-Benz model range, we will only introduce technology into Australia when we are absolutely positive that it is right for our local customers and able to withstand our tough conditions.”

GOING GLOBAL

Electric Heavy Duty

Trucks Gain Momentum Electric cars are a hot topic globally, but electric heavy duty trucks are appearing in the portfolios of all of the major players, plus some newcomers, on the North American truck scene. US Correspondent, Steve Sturgess, reports.

V

olvo says it will have 23 production-ready, electric, heavy-duty trucks at a Los Angeles demonstration project in 2019. The Low Impact Green Heavy Transport Solutions (LIGHTS) program is a $44.8 million joint initiative by Volvo

and California’s South Coast Air Quality Management District.

“This is yet another important step towards our vision of zero emissions,” said Claes Nilsson, President of Volvo Trucks. “We are convinced that electrified truck transport will be a key

driver of sustainable transports, and we’re proud to contribute the Volvo Group’s expertise to this innovative public-private partnership.”

For the North American demonstration, the recently introduced VNR, regional-haul conventional will

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VOLVO WILL NOT BE THE ONLY MANUFACTURER DEMONSTRATING ITS ELECTRIC POWERTRAINS IN CALIFORNIA. KENWORTH HAS ANNOUNCED A 10-TRUCK DEMONSTRATION OF ITS HYDROGEN POWERED PROJECT PORTAL FOR LOS ANGELES IN 2019. DAIMLER ALSO ANNOUNCED IN JUNE LAST YEAR THAT IT WOULD PUT 30 ELECTRIC TRUCKS INTO FLEET HANDS IN 2019. be the base vehicle for the electric powertrain. It is a full Class 8 vehicle (>15 tonne) that will likely be specced for operation at up to 80,000-pound (38-tonne) gross vehicle weight. The demonstration units will be based on the technology currently being used in the European Volvo FE Electric, which

Volvo Trucks presented in May and will begin selling there in 2019. The North American battery-electric VNR is to enter series production in 2020.

The prime movers are to be based on the Southern California’s ports of Los Angeles and Long Beach and serve as drayage units hauling containers out to

K enworth T680 is powered by a fuel cell stack based on the Toyota Mirai hydrogen-powered sedan powertrain.

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five demonstration locations, currently proposed for Chino, Fontana, Ontario, La Mirada and Placentia – all distribution points in cities local to the greater Los Angeles area.

The significance of these cities is that they are 30 to 50 miles (48-80km) from the ports, so well within the range of electric drayage trucks that in the Volvo case, are likely to have a range of 120 to 150 miles (200-250km) from battery capacities of 200 to 300 kWh. The Euro Volvo FE is being tasked as a refuse truck with a powertrain consisting of two electric motors with 370 kW max power and 260 kW continuous power (500 and 350 hp respectively) with a Volvo 2-speed transmission. Max torque of the electric motors is 850 Nm (627 lb-ft).

The announcement was made by Volvo Trucks North America president

GOING GLOBAL

Peter Voorhoeve at a round-table press event shortly before the Christmas holidays. “From solar energy harvesting at our customer locations, to electric vehicle uptime services, to potential second uses for batteries, this project will provide invaluable experience and data for the whole value chain,’ he said.

Volvo will not be the only manufacturer demonstrating its electric powertrains in California. Kenworth has announced a 10-truck demonstration of its hydrogen powered Project Portal for Los Angeles in 2019. Daimler also announced in June last year that it would put 30 electric trucks into fleet hands in 2019. These were identified as leasing company Penske Truck Leasing and New Jersey-based dedicated for-hire hauler NFI (National Freight Industries). At a ceremony in Los Angeles shortly before the holidays, Daimler handed over the first of these, an eM2 medium, to Penske.

The medium-duty eM2 Class 6 (under 12 tonne GVM) had been a surprise roll-out to the press earlier in the year, along with the much anticipated eCascadia which will go into regional service with the selected fleets during 2019. More recently, Daimler announced it has assembled an electric truck advisory panel comprised of 30 different fleets that are enthusiastic about electric traction. The plan is to meet on a bi-monthly basis to discuss specifications, applications and share the experiences of operating the test fleet in real-world situations.

Daimler hasn’t offered any sales or market projections and believes electric truck adoption will be slow. “If we sell 500 or 1,000 in the first year, I think it would be a success. If we sell 10,000, it will be a tremendous success,” said Martin Daum, Member of the Board of Management of Daimler Trucks and Buses, at the mid 2018 launch.

The company has established a global E-Mobility Group to maximise its strategic investments in this electric powertrain technology. It plans to spend about $600 million on research and development for truck electrification, connectivity and automation.

At a January 2019 Las Vegas, Nevada press event, Daum said that it was still so early in the development of electric transportation that this input is essential to ensure the vehicles that are still under development would be appropriate to the marketplace when they are available in production in the 2021 timeframe.

ELECTRICS IN THE SPOTLIGHT At the January CES (Consumer Electronic Show), heavy truck OEMs made their own mini-exhibition of electric heavy trucks.

Peterbilt showed its new medium-duty 220EV which joins the previously announced heavy-duty 520EV trash-truck chassis and the 579EV regional-haul conventional prime mover. They feature a battery-electric powertrain module by San Diegobased TransPower. It is almost a ‘drop-in’ replacement for the conventional diesel power for OEMs to offer as a line-built alternative power plant.

Sister division, Kenworth, showcased its battery-electric using Toyota hydrogen fuel-cell-technology from the Mirai sedan that first saw the light of day in 2017 as the Project Portal.

At the show, Kenworth announced it will be producing 10 units in a demonstration project with the California Ports of Los Angeles and Long Beach.

V olvo's single motor powertrain unit for the FL in Europe.

North American system has two motors as in the Euro FE.

Product Safety Recall REDARC Electronics

Tow-Pro Elite V2 Electric Brake Controller sold at various independent automotive/ towing stores between the 1st September 2018 to the 21st January 2019.

Tow-Pro Elite EBRH-ACCV2

Defect – Where the installation has not been carried out in accordance with the product manual, using dedicated wiring from a single battery supply, there is potential at any time for no trailer brake output indicated by a flashing yellow/red warning lamp.

Hazard – When towing, the braking distance of the tow vehicle and trailer may be increased and that could lead to a risk of a car accident.

What to do – Affected customers should contact REDARC Electronics by calling 1800 733 272 or 08 8322 4848, 8am-5:30pm Mon-Fri (ACDST), or by email at service@redarc.com.au or visit the REDARC website www.redarc.com.au/recall-notice.

If a consumer is affected, they should either go back to their installer to seek free repair or call REDARC Electronics Technical Support line to receive details on a dealer network to arrange a free repair.

If the Tow-Pro V2 electric trailer brake controller is not installed in a vehicle, the consumer should contact REDARC to arrange a free replacement.

Customers can also contact REDARC Electronics at www.redarc.com. au/recall-notice and check, using the serial number checking tool, if their product is in the affected batch.

See productsafety.gov.au for Australian product recall information www.dieselnews.com.au

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GOING GLOBAL

Launched in January 2019, Peterbilt e220 joins the 520 trash-truck chassis and the 579 regional battery electric. All are TransPower electric powered.

The Nikola One.

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There’s been no additional news about Tesla’s Semi that was revealed mid 2018 but a Los Angeles startup, Thor Trucks, has been making a small name for itself with the Darth Vader-like ET1, a rebody of an International class 8 cab and chassis and using an e-axle battery-electric drivetrain.

Thor says its limited production trucks will be available during 2019.

Late 2017 saw the reveal of the Nikola One, a class 8 highway prime mover with a chassis developed by Meritor and drivetrain by Bosch. Its distinguishing feature is a hydrogen fuel-cell range extender that gives the rather sciencefiction looking unit up to 1,200 miles (1900km) between fill-ups of hydrogen to recharge the drive batteries. It has since announced a day cab Nikola two and, most recently, the Nikola Tre cabover for Europe and due to be previewed at an Arizona press event set for April this year.

Navistar’s International brand is also working on electric traction for commercial operations but has yet to announce its plans or products. It will likely make its announcements during 2019.

GOING GLOBAL

IT IS EASY TO SEE WHY PENSKE IS KEEN TO EXPLORE THE BENEFITS OF ELECTRIC TRACTION. THE TRUCKS ARE EXTREMELY EASY TO DRIVE AND SURPRISINGLY QUICK. THE EM2 HAS UP TO 480 PEAK HORSEPOWER.

2 YEARS WORRY-FREE WITH OUR 24 MONTHS / 500,000KM WARRANTY* ON FITTED PARTS

DRIVING THE ELECTRICS Just ahead of the CES Daimler Trucks North America took its line-up of electrics out to the Las Vegas Speedway where North American trucking journalists were given an opportunity to drive them on a short, closed course.

The Daimler line-up includes the Fuso eCanter, which has been in fleet demos since the autumn of 2018, two of its recently unveiled medium-duty eM2 trucks, one of which was the truck delivered to Penske’s Los Angeles leasing operation just before Christmas. Star of the line-up was a very cool eCascadia with axle-mounted motors at the wheel-ends specced for regional hauls that is to be ready for production in 2021.

There was also the cute Thomas Built Saf-T-Liner electric school bus nicknamed Jouley which has a powertrain developed by bus maker Proterra. Daimler announced at last September’s IAA in Hannover that it has taken a significant position in the Silicon Valley, California -based electric-bus manufacturer.

But, despite all the hype, only Daimler has presented trucks to drive. And they are pretty convincing though maybe not to the extent that consultant McKinsey & Co., and the Department of Transportation, predict. That forecast is for commercial electric vehicles in North America to grow to 100,000 by 2022, 500,000 by 2026 and one million by 2030.

Keeping your truck on the road, that’s what it’s all about.

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It covers repair or replacement of parts and even consequential damages.

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AT THE TRACK Faced with the five-vehicle line-up at the Speedway, I felt the eCanter would offer an insight into the line-built, production electric product. With a range of 60 to 80 miles (95-130km) it is for city and urban distribution and the experience so far with the trucks in commercial service is that they run only around 25 miles per day (40km). It is rated at 16,000 pounds (7 tonne) and offers a 9,000-pound (4 tonne) payload.

ECANTER It was unloaded at the track, though, so stepped out really well, as is to be expected from an electric drivetrain. The surprising thing was the eerily quiet operation as the truck swiftly picked up speed. Remarkably, despite 30,000 miles on the odometer, the Los Angeles-based development vehicle was really tight and rattle free. Allied to the easy shift-free progression up to the 65 km/h (50 mph) on the circuit’s back straight, it is probably a truck that is satisfying to drive and probably will be far less fatiguing for the driver at the end of a day in traffic.

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Freightliners eVehicle line-up includes the eCascadia Class 8 heavy and eM2 Class 6 medium duty.

THE DAIMLER LINE-UP INCLUDES THE FUSO ECANTER, WHICH HAS BEEN IN FLEET DEMOS SINCE THE AUTUMN OF 2018, TWO OF ITS RECENTLY UNVEILED MEDIUM-DUTY EM2 TRUCKS, ONE OF WHICH WAS THE TRUCK DELIVERED TO PENSKE’S LOS ANGELES LEASING OPERATION JUST BEFORE CHRISTMAS. EM2 Next up was the eM2. M2 is Freightliner’s medium-duty 26,000-pound (12 tonne) chassis. The chassis featured air brakes but in an oversight in the licensing requirements, no CDL (truck license) endorsement is required and the truck can be driven on a regular car license.

It is easy to see why Penske is keen to explore the benefits of electric traction.

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The trucks are extremely easy to drive and surprisingly quick. The eM2 has up to 480 peak horsepower. The batteries provide 325 kWh of usable capacity, a range of up to 230 miles (370km) and have the ability to charge up to 80 per cent (providing a range of 184 miles or 296 km) in about 60 minutes.

At the track the eM2 felt more robust than the eCanter with a far more truck-

like driving position and view forward. It was less sporty in its pickup, but still way better than the diesel-powered M2. It was also way quieter, making no noise except a hum at idle and only a little more than a whisper accelerating up to speed.

ECASCADIA Climbing up into the eCascadia was no different than the regular truck. Ahead was the new dashboard that is in the enhanced diesel new Cascadia that was also introduced in Las Vegas, though configured to give the appropriate information for the electric powertrain.

The powertrain is different from the eM2, which features a mid-mounted electric motor and a driveshaft to the regular rear axle. The eCascadia has axle-mounted motors that are inboard of the drive wheels

GOING GLOBAL

The four eVehicles from Freightliner and Thomas Built Bus: from right, eCascadia, Saf-t-Liner school bus Jouley, eCanter Class 4 low cabover, eM2 medium duty.

and on the prototype are supplied by ZF. However, the plan is to eventually develop electric axles of a similar configuration in the Detroit axle product offering to maintain an all-Detroit powertrain.

Like all the eFreightliner products, the eCascadia has regenerative braking to extend range to the maximum. So, the eCascadia has an identical selector to the right of the steering wheel with a rotary selector that is moved to the “D” position to select forward drive. The lever selects the level of engine braking on the diesel truck and it does so to select the level of regenerative braking in the electric.

So, selecting ‘D’ and releasing the air brakes on the eCascadia, I was ready to go. There’s no ‘creep’ in the drive, it just goes when you step on the accelerator, but only after a toot on the horn to announce its departure, as the truck is so quiet.

And despite this unit being loaded and to the full 80,000 pounds (36tonne), it steps out smartly. The eCascadia has up to 730 peak horsepower. The batteries provide 550 KKwH usable capacity, a range of up to 250 miles (400km) and have the ability to charge up to 80 per cent (providing a range of 200 miles) in about 90 minutes.It has loads of torque and, with no transmission, there’s no break in torque for gearshifts so the truck accelerates smoothly and swiftly.

However, it could accelerate faster, but there’s low-speed torque limiting to preserve the drive tyres.

And with the Cascadia’s latest noise and vibration enhancements, it is virtually silent in the cab.

We accelerated to the first corner, lifted off for some regen braking for the long right-hand curve and then floored it for the short straightaway, reaching 80 km/h on the digital dash before pulling down on the retarder stalk to get maximum regen retardation for the return into the staging area.

It was so remarkable that, at the end on the driving exercise, I took it out a second time to experience the effortless performance and almost silent operation.

The driving day was a great experience.

Though I didn’t drive the school bus, I was still impressed by the breadth of the Freightliner and Thomas Built products from Daimler Trucks North America.

Whether we see the numbers predicted by McKinsey & Co., and the Department of Transportation, there’s certainly no question that Daimler will be well positioned to address this emerging market.

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ezicomply.com.au March-April 2019 DIESEL

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FIAT’S DASHING DUCATO After a recent road test of a fully loaded Fiat Ducato van, Paul Matthei came away with a healthy respect for this heavy-duty hauler.

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T

here’s one aspect of large vans that seems basically the same across generations. That is the rectangular-shaped box of varying dimensions that comprises up to three-quarters of the vehicle. Clearly, the simple reason is that this shape maximises the cargo-carrying volume – obviously the primary purpose for this type of vehicle.

Thankfully though, the front triangular-shaped section is fair game for being freshened up every so often which means the front-end styling and interior of vans receive much the same upgrades as regular passenger vehicles.

This is certainly the case with the latest Fiat Ducato which sports a stylish, contemporary face complete with swept back headlight assemblies with the option of up-to-the-minute LED daytime running lights. It’s the sort of vehicle most delivery van drivers would be proud to park in their driveways.

The steeply-raked angle of the bonnet and windscreen along with the smoothly contoured and curved front bumper provide optimum aerodynamics for a van of this size.

The Ducato van range spans five configurations comprising two roof heights, three wheelbases and four body lengths. Wheelbases range from 3,000mm to 4,035mm with gross vehicle masses (GVM) from 3,510kg to 4,250kg and payload capacities from 1,525kg to 2,145kg.

Power comes from a 2.3 litre

electronically controlled commonrail diesel engine with a variablegeometry turbocharger (VGT) and intercooler. In the short wheelbase (SWB) version the 150 MultiJet 2 unit is tuned to produce 110kW at 3,600rpm and 380Nm of torque at 1,500rpm, while the four larger variants receive the 180 MultiJet 2 with higher ratings of 130kW at 3,500rpm and 400Nm at 1,500rpm.

Importantly, both versions are Euro-6 exhaust emissions compliant.

All except the largest extralong wheelbase (XLWB) unit come standard with a six-speed manual transmission. The XLWB, which features in this test, sports Fiat’s excellent six-speed Comfort-Matic automated manual transmission (AMT) as standard fitment. This is optionally available on the four smaller variants and likewise the manual unit is an option on the XLWB. The Ducato is front wheel drive and the front suspension is independent with MacPherson struts and an antiroll bar while, at the rear, resides a rigid beam axle supported by parabolic leaf springs.

Standard wheels are steel 15inch items on the SWB and 16inch on the others with respective tyre sizes of 215/70 R15C and 225/75 R16C. Optionally available across the range are stylish 15inch (SWB) and 16inch alloys.

By large van standards each of the Ducato variants have relatively compact kerb-to-kerb turning circles ranging from 11.4m with the SWB to

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14.4m with the XLWB. All versions can be fitted with a Hayman Reese towbar rated to haul a braked trailer with a gross mass of up to 2,500kg.

Another optional exterior feature well worth considering is a reversing camera cleverly incorporated into the highmount centre brake light. In addition to normal operation when reverse is selected, the camera also operates when the side and rear doors are opened, enabling the driver to monitor loading or unloading procedures from the comfort of the cab. Smart.

In the driver’s domain creature comforts abound with the centre piece being a five-inch colour ‘Uconnect’ infotainment screen featuring radio, CD player and phone connectivity via Bluetooth. The multi-function screen also displays optional equipment such as the views from the reversing camera and satellite navigation.

While there are standard audio and phone operation switches on the steering wheel, the system can be optionally equipped with voice recognition to make managing phone calls and SMS messages on the fly safer and easier.

There are two USB ports an AUX input and a 12v charging socket as standard.

Multiple mug and bottle holders below the dash and in the substantial door pockets should satisfy the most hard-core caffeine junky while a hinged lid in the dash centre opens to reveal a handy drink or food storage compartment that’s cooled by the air conditioning. Beside this sits a dedicated mobile phone tray while below is an open storage compartment. There’s also a ginormous full width shelf above the windscreen that is standard with the four larger variants but not available on the SWB. Seating consists of a supportive height-adjustable driver’s chair with a left arm rest along with a two-person bench where both positions have lap/ sash seatbelts. The centre position seat back houses a fold down tray complete with document holding clip.

Standard comfort and convenience features include rear parking sensors, cruise control, air conditioning, power steering, load compartment roof light, heat reflecting power windows, electrically adjustable and heated

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Seating consists of a supportive height-adjustable driver’s chair with a left arm rest along with a two-person bench where both positions have lap/ sash seatbelts.

exterior mirrors, heated rear window, remote central locking, height adjustable driver’s seat and axially adjustable steering column.

In the safety department Ducato also scores high marks with standard electronic stability control (ESC) incorporating anti-lock brakes (ABS), anti-slip regulation (ASR), electronic brakeforce distribution (EBD), load adaptive control (LAC), brake assist, rollover mitigation (ROM) and hill holder.

Optionally available are Zone and Traction Packs, the former featuring lane departure warning system (LDWS) as well as rain and dusk sensors which automatically activate the wipers and headlights respectively when required.

The Traction Pack includes Traction+, an intuitive traction control that improves the vehicle’s power delivery to the ground in difficult terrain and slippery situations. This pack also includes allseason tyres and hill descent control

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A 1.5 tonne pallet of hardwood that was placed directly above the rear axle.

which frees the driver from having to use the brake or accelerator during steep descents.

There is a range of 80 genuine Mopar accessories designed to enhance the appearance and functionality of Ducato vans. The list includes a full-size aluminium roof rack, folding aluminium ladder for access to the roof rack, loading roller to facilitate loading of long items onto the rack, rubber floor mats, side window weather shields, tyre valve caps featuring the Fiat logo and anti-theft wheel nuts.

ROAD RUNNING At Diesel, when we test vehicles we try to load them close to their GVM in order to simulate real-world conditions. This test was no exception and the good folk at Matthei Timbers in Yatala provided a 1.5 tonne pallet of hardwood that was placed directly above the rear axle. Along with the necessary materials used to block the load from moving forward, this put the GVM at around 350kg below the allowable limit.

At this point it’s worth mentioning the plethora of load lashing points

A DISTINCT ADVANTAGE OF THE FRONT WHEEL DRIVE LAYOUT IS THAT THE LOAD DECK IS LOWER THAN THAT OF REAR WHEEL DRIVE VANS DUE TO THE ABSENCE OF THE DIFF AND TAILSHAFT. THIS IS AN IMPORTANT WORK HEALTH AND SAFETY CONSIDERATION. LOAD ‘ER UP, TONY The test unit loaned to us by East Coast Fiat Professional in Brisbane was the topshelf XLWB MR which denotes extra-long wheelbase medium roof.

The next smaller variant is the LWB MR which actually shares the lengthy 4035mm wheelbase with its big brother, the difference being a shorter body length meaning less overhang behind the rear axle.

The XLWB boasts a cavernous 15m3 cargo volume and a payload capacity of just over two tonnes. It has overall length, width and height of 6363mm, 2050mm and 2522mm respectively. The load bay length, width and height are 4070mm, 1870mm and 1932mm respectively and there’s 1422mm between the wheel arches. Importantly, the load bay interior features lining up to the belt line to prevent unsightly dents from the inside on the outer body panels.

A distinct advantage of the front wheel drive layout is that the load deck is lower than that of rear wheel drive vans due to the absence of the diff and tailshaft. As such, the Ducato’s unladen floor height of 535mm is ideal for an average height person to load and unload items. This is an important work health and safety consideration for those doing multiple drop delivery runs.

strategically located around the loading bay that kept the heavy load ultra-secure.

While large vans are not always used to carry such heavy loads, it was good to see how the Ducato handled it.

Pleased to say the answer is ‘remarkably well.’ The engine’s ample power and torque reserves were completely unfazed by the weight, as was the Comfort-matic transmission which sensed the load and adjusted shift points accordingly, in particular preventing premature upshifts on hills which would have unduly laboured the engine. On the other side of the coin, it automatically effected successive downchanges when decelerating to help slow the vehicle and avert the need for excessive service brake applications.

Also noticeable was the way the ESC assisted by LAC and ROM adjusted to a heavy load with a high centre of gravity at the rear of the vehicle. Indeed, the Ducato’s surefooted manner when accelerating, cornering and braking made it an enjoyable drive regardless of the weight it was carrying.

Another point worth mentioning is that traction from the front wheel drive Ducato when fully loaded remained positive even on slippery, wet roads. I did detect some momentary wheel slip

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when starting off on a steep incline in the wet but the ASR kicked in within half a second and the torque was transferred to the other front wheel to quickly avert the loss of traction.

The Ducato proved decidedly economical on fuel too. As measured by the on-board computer, it averaged 10.5km/l (29.6mpg) over a mix of 110km/h motorway and stop/ start suburban driving while carrying the 1.65 tonne payload.

While the overall driving experience was positive there were a few items inside the cab with room for improvement.

Specifically for taller people, the driver’s seat would benefit from having a fore and aft adjustable squab or base in addition to height adjustability. I found it lacked under-thigh support during longer periods in the saddle.

Similarly, the steering column should be adjustable radially in addition to axially. As an average height person, I found with the seat adjusted for the right legroom the steering wheel location was higher than ideal. Adjusting it towards

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THE DUCATO VAN RANGE SPANS FIVE CONFIGURATIONS COMPRISING TWO ROOF HEIGHTS, THREE WHEELBASES AND FOUR BODY LENGTHS. the dash, which also lowers it, located it too far away from my torso.

I also questioned the logic of having two wands on the left side of the steering wheel. Fair enough, we’ve had to get used to European vehicles having the blinker lever on the wrong side for Australia. But with the Ducato we must also train ourselves to use the awkwardly placed higher one to indicate our intention to turn. The lower lever is for cruise control function and is in the more intuitive position for a blinker wand. Needless to say, it really should be relegated to the other side.

I also noticed some of the plastic trim on the dash was ill-fitting, including a wavy glovebox face that served to cheapen the otherwise quality look of the interior.

On a final note, the rear-view main mirrors are convex which makes it difficult to judge distance when looking to return to the left lane after overtaking another vehicle or when backing up to a wall or loading dock. When convex blind-spot mirrors are used the main mirror glass should be flat to avoid this issue.

Overall though, these are minor issues that could and should be rectified by Fiat as soon as possible.

That said, the Fiat Ducato proved to be an outstanding workhorse for the duration of the test. With a powerful and torquey yet economical diesel engine, excellent load carrying volume and capacity, along with a driver-friendly cab environment, the Ducato really does tick all the large van boxes.

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