PowerTorque July 2022

FOCUS ON FIFTH WHEELS

115000

FUSO 510 TEST DRIVE

TECH KNOW

771445

VEHICLE CARRIERS

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K SERIES, NEXT LEVEL

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JULY/AUGUST 2022 $8.95 including GST

ISUZU FX & FY SERIES

Designed for heavy applications.

FX SERIES

Our FX and FY trucks are the heavy duty shapeshifters that can do it all. From crane, rubbish and sliding flatbeds to agitators, tippers and pantechs, they can be engineered to suit almost any application. And there are 10 model options in total, with a wide choice of transmissions, wheelbases, axles and suspensions. So whether you need a 4x2, 6x4 or 6x2, transform your business with an FX or FY. Find out more at isuzu.com.au or contact your nearest Isuzu Dealer. *6 year warranty excludes Concrete Agitator and Garbage Compactor models which are covered by a 3 year warranty, 3 year roadside assist and 200,000 km. FSA/ISZS986

FY SERIES

JUST A THOUGHT PUBLISHED BY Prime Creative Media Pty Ltd

OPPORTUNITY KNOCKS

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ith a new government now in place, the trucking industry should take this opportunity to reassess exactly what it is we want out of our politicians at both federal and state level. This is the time for some fresh thinking and innovative approaches to the issues which are holding back the trucking industry’s development.

So, as the old song goes, ‘you’ve got to accentuate the positive, eliminate the negative, latch on to the affirmative, don’t mess with Mr in-between’.

To be able to go through the process of getting those positives up and running, while rejecting those aspects which are not desirable, you have to have something to work with in the first place. That was the problem with the Heavy Vehicle National Law proposals which were published last year, rubbished by all of the industry stake holders unanimously and then dropped like a hot potato by the government.

This wasn’t a rubbish in/rubbish out problem. The consultation process appeared to be all inclusive, drawing data and opinions from right across the spectrum. You would have had to be living under a rock not to have heard that your point of view was being sought in an exhaustive process.

The problem there was that despite such a wide range of input going into the sausage machine, the process was hijacked by interested parties, who did not have an interest in making the trucking industry more productive and safer, while preparing it for the freight task challenges ahead. They were fighting for their little feifdoms.

Just about every suggestion from those closely associated with the trucking industry must have been binned early on the process. The industry representatives who sat on the advisory board, convened precisely to be a conduit for real world data into the HVNL development process, must be spitting chips about the wholesale rejection of all advice.

There will be a new reform process, and we do have a new federal government, but many of the problems will be exactly the same as they were when the process started a few years ago. Any new legislation has to make its way through the minefield of vested interests in government agencies and the departments in each state jurisdiction, all of whom are looking out to retain their independence and control their power base.

Let’s not let the setbacks and the obstructions get us down, there has been a distinct jump in the understanding the public and the government has of the role and the vital nature of the trucking industry in times of crisis. The last few years with the fires, flood, pandemic and flood again showed Australian society just how vital the trucking industry is and how capable and efficient it is in delivering the goods, even against the worst of odds.

EDITOR

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POWERTORQUE July/August 2022

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) 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: Bobby Yung Designers: Blake Storey, Kerry Pert, Aisling McComiskey Official Media Partner:

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ISSUE 129

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Contents

THE CAR TRANSPORTER GRAND PRIX

The business of hauling cars around the country is a highly specialised one, with a different set of challenges to those faced in other sectors of the industry.

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42 MOVING FORWARD WITH THE F SERIES

TAKING THE K SERIES TO THE NEXT LEVEL

ISUZU MODELS Kenworth unveil the new K220, bringing the brand’s flagship cabover up to date with the requirements of the modern trucking industry, without compromising the model’s 50 year history.

Isuzu have unveiled the latest changes to the F Series models, which sit at the heavier end of this extensive model range.

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GETTING THE MIX JUST RIGHT

Many trucks being sold in Australia today come out of very large global stables, produced by global companies. The art of specifying a truck for the Australian market is all about looking at what is available on the assembly line and getting the mix just right between what’s desirable and what’s practical in this country.

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KEEPING ACTIVE AT THE WHEEL

The level of safety technology fitted into the latest trucks seems to take a step change every year. Tim Giles test drives the latest addition to the Mercedes Benz Safety Suite.

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FINDING THE RIGHT TOOL FOR THE JOB

The task of finding the right tool for the job is a complex one for TR Group, as it has to cater to the needs of all of its potential rental and leasing customers. Tim Giles talks to Chris Perry, TR Group General Manager.

IT’S GOOD TO BE BACK

The overwhelming sentiment among those attending Trucking Australia 22 was something along the lines of, ‘it’s good to be back’, as the delegates met at The Star, on the Gold Coast for the first national trucking conference since 2019.

ISRI SEATS

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the brand behind the brands • Supporting drivers for more than 50 years • Seating – on a higher level 02 97566199

isri@isri.com.au

www.isri.com.au

ME

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Standard Issue 08

NEWS AND VIEWS

NHVR to take over NSW responsibility, going overseas for technicians, Coles go electric with Linfox and Fuso, a speed increase for I-Shift, fuel supply concerns, Hino’s active safety package, upgraded tipper range and an anniversary for Fuso, Iveco celebrate 30 years in Australia, and much more in the news this issue.

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ROADSIDE CHARGING FOR TRUCKS

As electric trucks become even more of a reality, the topic of fast roadside charging for trucks is going to become a growing issue.

PowerTorque talks to a pioneer in the field of mobile charging.

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NOT CONVINCED IT’S THE SILVER BULLET

PowerTorque’s European Correspondent, Will Shiers, gets behind the wheel of an electric 30-tonne Volvo, but while it’s good to drive, he’s not convinced it’s the silver bullet.

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FIFTH WHEEL FOCUS

Safety, stability, improved turning radius and ease of coupling and uncoupling are among the many benefits of a truck’s fifth wheel, but this vital component requires regular maintenance to continue operating safely and effectively.

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TECH KNOW

Although the engineering on the steerable lift-axle suspension system means that little is required other than regular lubrication, fastener and component inspection, there are events to consider.

Plus, vehicle dimensions, especially width, have been a contentious issue for many years.

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66 A TRIP DOWN MEMORY LANE

Tucked away in a large purpose-built shed at Brown and Hurley’s Kyogle, NSW headquarters, Jim Hurley has amassed an eclectic array of trucks and machinery.

ISRI: DEALERS

Mobile Sales and Service TAMDELE, 21 Hakkinen Road, Wingfield SA 5013 DARWIN Ph. 08 8927 0986 email info@isridarwin.com.au web www.isridarwin.com.au Ph. 08 8347 1222 email sales@gitsham.com.au web www.gitsham.com.au 510 Victoria Street, Wetherill Park NSW 2164 408 Welshpool Road, Welshpool WA 6106 SYDNEY Ph. 02 9756 6199 email isri@isri.com.au web www.isri.com.au PERTH Ph. 08 9361 7646 email info@mmtisri.com.au web www.mmtisri.com.au Unit 1/569 Somerville Rd, Sunshine West VIC, 3020 21 Ginger Street, Paget QLD 4740 MELBOURNE Ph. 03 9311 5544 email sales@isrisunshine.com.au web www.isri.com.au MACKAY Ph. 07 4952 1844 email admin@isrimky.com.au web www.isriseatsmackay.com.au 3/120 Gardens Drive, Willawong QLD 4110 BRISBANE Ph. 07 3275 2044 email sales@isribrisbane.com.au web www.isribrisbane.com.au Unit 2/13 Hinkler Ave, Rutherford NSW 2320 NEWCASTLE/HUNTER VALLEY Ph 02 4932 0600 email sales@hvss.com.au web www.isri.com.au

ADELAIDE

NEWS & VIEWS

COLES GO ELECTRIC WITH LINFOX AND FUSO The fleet of electric trucks now working on the streets of Australia continues to grow as Coles go electric with Linfox and Fuso.

According to the statement from Linfox, these electric vehicles are an important step towards Linfox and Coles’ shared sustainability goals, highlighted

by Linfox’s ‘Act Sustainably’ strategic promise, along with Coles’ ‘Together to Zero’ strategy.

The Fuso eCanter is servicing several Coles stores in New South Wales,

loading products from the Eastern Creek Distribution Centre for delivery to Coles supermarkets and new format Coles Local stores.

Based on anticipated usage, at least 60 tonnes of carbon dioxide equivalent emissions (CO2-e) will be avoided annually with this vehicle compared to the same size Euro 6 diesel powered truck. The emission-free Fuso eCanter is powered by 100 per cent renewable electricity.

FAST SHIFTING Volvo Trucks reckons its automated I-Shift gearbox is now faster than ever, with a quicker response time providing improved drive-ability and smoothness to the driving of both diesel and electric heavy-duty trucks.

This improved high-speed shifting is achieved based on several key improvements. First, updated sensors now provide data with higher accuracy to the control unit, which features new software and a faster microprocessor, for much quicker calculation times.

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POWERTORQUE July/August 2022

Second, an added disc in the gearbox brake makes it react faster before a gear shift, so it can be done earlier. Finally, the air volume has also been reduced in different actuation systems, for example the shift forks, the clutch and the gearbox brake, to further enable a faster gear shift.

LOOKING OVERSEAS TO RECRUIT TRUCK TECHNICIANS As part of its long-term strategic plan to address the national shortage of skilled heavy vehicle mechanics Hino Australia has been looking overseas to recruit truck technicians.

The truck maker has welcomed 15 experienced technicians from the Philippines, while also commencing a second round of international recruitment.

In late 2019, Hino Australia initiated its first international recruitment drive, which resulted in the employment of 20 skilled technicians, whose arrival was ultimately delayed by COVIDrelated border closures.

“We currently have 15 of the 20 technicians working in dealerships around the country, with the remainder due to arrive in coming months,” said Gus Belanszky, General Manager Service and Customer Support for Hino Australia.

“The enthusiasm, knowledge and skills of the technicians has been impressive so far, and they will all undergo extensive training at Hino Australia’s headquarters to provide them with all the expertise necessary to meet our exacting standards.”

NEWS & VIEWS

ACTIVE SAFETY PACKAGE Hino Australia has announced that its comprehensive Hino SmartSafe active safety package is now standard across its entire range of 700 Series trucks.

“We have already received excellent feedback on the 4x2, 6x2 and 6x4 700 Series models since their launch in August 2021, and that positive customer response supports the inclusion of Hino SmartSafe as standard equipment on all new orders for the 700 Series FY 8x4 models,” said Daniel Petrovski, Department Manager of Product Strategy for Hino Australia.

“As promised, every Hino 700 Series model offered to the Australian market will now include the full Hino SmartSafe safety package as standard equipment.

FUEL SUPPLY CONCERNS NatRoad is concerned that fuel security remains a huge vulnerability for the trucking industry, especially in light of recent media reportage about our over-reliance on imports. NatRoad highlights a report by the Australia Institute, which says that 91 per cent of Australia’s overall fuel supply in fiscal year 2021 was imported, primarily from Malaysia, Singapore,

South Korea and China. It adds that Australia currently has just 68 days’ worth of fuel reserves.

According to NatRoad, the Morrison Government did move last year to launch a $200 million competitive grants program for diesel storage.

The Government’s liquid fuel storage program aims to increase diesel stocks around the country by 40 per cent.

INDUSTRY STANDARDS REFORM The TWU, ARTIO, and NRFA have welcomed the new Federal Government and called on the rest of the transport industry to participate constructively in new trucking reform as committed under the Labor platform.

The new Labor government has pledged to act on Senate recommendations tabled last year calling for an independent body to set universal, binding standards to make Australia’s deadliest industry safer, fairer and more viable.

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NEWS & VIEWS

ECASCADIA WILL ENTER SERIES PRODUCTION

BATTERY PLANT Volvo Trucks is opening its very first battery assembly plant.

Located in Ghent, Belgium, the plant will supply ready-to-install batteries for Volvo Trucks’ full electric heavy-duty trucks.

In the new battery plant, cells and modules from Samsung SDI will be assembled into battery packs that are tailor-made for Volvo Trucks´ heavy-duty electric range: Volvo FH, Volvo FM and Volvo FMX. Series production starts in the third quarter of this year.

Each battery pack has a capacity of 90 kWh and the customer can choose to have up to six battery packs (540 kWh) in a truck. The number of batteries depends on each customer’s specific range and load capacity demands.

“By integrating the battery assembly process in our production flow, we can shorten lead times for our customers and secure high-performing batteries, while at the same time increase circularity, ” says Roger Alm, President of Volvo Trucks.

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POWERTORQUE July/August 2022

After well over 1.6 million kilometres of testing in daily customer operations, Daimler Truck and its Freightliner brand recently unveiled the all-electric eCascadia that will enter series production in 2022. Customer deliveries are expected to begin in 2022.

Since 2018, Freightliner has deployed trucks with customers to run freight in the real world covering a wide breadth of applications including local delivery, food distribution, and parcel delivery.

Comprised of over 40 battery electric Freightliner eCascadias and eM2s, the Freightliner Electric Innovation and Customer Experience (CX) Fleets have transformed the testing process by putting trucks into the

hands of almost 50 customers.

The electric trucks come with multiple battery and drive axle options, providing a typical range of 370 km (depending on vehicle configurations). The eCascadia is ideally suited for short-haul routes that allow for depot-based charging, examples of which include last mile logistics, local and regional distribution, and warehouseto-warehouse applications.

After the introduction of the Mercedes-Benz eActros last year and the Mercedes-Benz eEconic later this year, the Freightliner eCascadia is the next product to feature the in-house developed ePowertrain in connection with Daimler Truck North America’s Detroit brand.

NEWS & VIEWS

KEEP UP WITH THE LATEST IN THE TRUCKING INDUSTRY ON THE POWERTORQUE WEBSITE

TWO ANNIVERSARIES This year marks three decades since Iveco first launched in the Australian truck market. This occurred after the company took over the operations of International Trucks. To leverage International’s prominence and high-standing in the local market, the new entity was firstly known as International Trucks Australia, before changing to Iveco Trucks Australia in 2002.

The takeover allowed Iveco to take over several existing and respected International models, including the iconic ACCO range, while also providing it with a platform to launch

its own brand and begin building awareness among Australian buyers.

Mitsubishi Fuso Truck and Bus Corporation is celebrating the Fuso brand’s 90th anniversary in 2022. The origin of the Fuso name dates back to May 1932, when Mitsubishi’s first petrol bus, the ‘B46 type shared car’, manufactured at the Kobe Shipyard of the former Mitsubishi Shipbuilding, was branded ‘Fuso’.

The word Fuso originally refers to a large sacred tree that was once said to be in the place of the sunrise in China.

It is also said that it was used as a synonym for Japan in ancient China.

OWNER DRIVER LEGISLATION The Victorian Parliament has passed a motion supporting the creation of a new tribunal to set pay and conditions for owner drivers.

While supported in principle, the Victorian Government has previously ceded power on industrial relations matters to the Commonwealth and so technically does not have the necessary head of power to create the tribunal, reports the Australian Livestock and Rural Transporters Association.

NEWS & VIEWS

TFNSW TO NHVR

Heavy vehicle safety services across NSW will have a new home from 1 August with the transition of key regulatory functions from Transport for NSW to the National Heavy Vehicle Regulator.

Tara McCarthy, Deputy Secretary of Safety, Environment and Regulation at Transport for NSW said the transition was the next step toward nationally consistent compliance for all heavy vehicle operators travelling across NSW. “Heavy vehicles travelling within and through NSW will benefit from this next step in building a single, consistent national regulator for the heavy vehicle industry,” said McCarthy. “From 1 August roadside enforcement, investigations,

prosecutions, and scheduled heavy vehicle inspections currently provided

by Transport for NSW, will be some of the services transferring to the NHVR, along with 340 Transport for NSW staff who currently support the industry.”

The NHVR will continue to deliver services www.nhvr.gov.au/about-us/ national-services-transition from the more than 200 existing Heavy Vehicle Inspection Stations, safety stations and on-road enforcement sites across NSW. The most noticeable change for operators will be that the current Transport for NSW Compliance Operations Inspectors will become NHVR Safety and Compliance Officers.

LOADSMART SOLUTION Transport Certification Australia has announced the type-approval of a Smart On-board Mass (OBM) system from Integrated Vehicle Solutions, which supports transport operators with its cross-sector LoadSMART product.

LoadSMART is an on-board truck weighing system used in grain and waste, among other industries, providing customers with end-to-end automated solutions.

“LoadSMART weighing system has been serving Australian transport operators for 15 years and we are very excited to offer a Smart OBM solution,”

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POWERTORQUE July/August 2022

said Raj Mali, Director of Integrated Vehicle Solutions. “We look forward to implementing our LoadSMART T300 with many customers.”

BONE MARROW CAMPAIGN MaxiTRANS has announced it is donating $20,000 to Blake’s Army in support of the fight against Bone Marrow Failure. A charity organisation set up in honour of Blake Dridan’s battle, which aims to aggressively support the work of Maddie Riewoldt’s Vision.

It all started with Blake Dridan, a 15 year old boy from Ballarat, in regional Victoria. In 2016, Blake was diagnosed with a disease known as severe aplastic anaemia (SAA). This first sign of the onset of this disease for Blake was bruising which his parents got checked out by their family GP. A phone call later that same day meant a rush to hospital as there were no platelets left in his blood and Blake was effectively bleeding out.

Since diagnosis, Blake has endured over 5 years of battling this relentless disease, bone marrow failure syndrome (BMFS), where the bone marrow stops working, and the body is unable to produce healthy blood cells, causing significant disruptions to health. BMFS is rare, complex and highly debilitating.

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NEWS & VIEWS

ELECTRIC TRUCK DEAL FOR SCANIA In Europe, Scania and Einride signed a deal largest order of heavy duty electric trucks to date for Swedish truck maker.

The Swedish freight technology company Einride is a provider of endto-end digital, electric and autonomous shipping solutions and it will begin the roll out of 110 Scania trucks starting in the second half of 2022.

The full fleet of trucks will be built to Einride’s hardware specifications and powered by their first of its kind operating system Saga, that ensures electric shipping is efficient and optimised. Fleet data insights that are generated through the Saga platform will be provided to Scania for continued product co-development between the teams.

PARKING BAYS INITIATIVE

ALRTA welcomes the $17.4m funding commitment between Federal and State Government for improved heavy vehicle rest areas in Tasmania. $12m has been allocated for new facilities (both east bound and west bound) on the Bass Highway at Westbury, while $5.4m will be spent across other parts of the network.

NEW YEAR NEW BUDGET 1300 694 363 www.genesisequipment.com.au

Federal Member for Braddon, Gavin Pearce, said that “Without our transport operators, our region’s economic prosperity would come to a standstill.

We need to invest in the infrastructure drivers need to ensure that are able to undertake their day-to-day jobs professionally and in accordance with safety regulations”.

get the year started with new year specials!

TRUCK DEVELOPMENT

TAKING THE K S TO THE NEX T Kenworth unveil the new K220, bringing the brand’s flagship cabover up to date with the requirements of the modern trucking industry, without compromising the model’s 50 year history.

O

n a balmy night at Archerfield Airfield in Brisbane, a group of trucks was unveiled, driving in line, out of the dark and into the doorway of a massive hangar, filled with the Kenworth faithful.

The excitement was palpable and the expectations were realised as the line of shiny new Kenworth K220 trucks nosed into the lights in the hangar, and the shadowy shapes became the new range of cabovers, which we will be seeing on our roads in the near future.

The launch of any Kenworth truck model is something special, so many of the trucks the brand produces have become iconic in the Australian truck industry. This year sees a significant change coming through for one of the brand’s top performers.

The arrival of the Kenworth K220 has been widely anticipated this year, and there has been broad speculation about what’s coming, with some dodgy leaked material on video and posted to Facebook. Nothing this big can arrive without some seepage onto social media.

In the lead up to the launch, there were a few things we could be sure of, the basic cabin design would remain relatively unchanged. Since the decline of the cabover in North America, the number of K200s produced in the world, would not justify a massive research and development program within Paccar. It would have to be a small evolution.

Changing preferences in the market and upcoming legislation, also made some changes imperative. Euro 6 emissions levels are the prerequisite for many of the larger

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corporate contracts and ADR 80/04 is back on the government’s agenda, and expected in the next few years.

There are also modern electronic safety systems being mandated like advanced emergency braking and all of the radar and camera system which comes with it, plus electronic stability control, compatible with EBS systems.

Paccar is also a global truck maker and would be reluctant to be building a large number legacy trucks with different systems. Any global player needs the massive costs involved in developing new truck system to be amortised across as many trucks as possible to remain viable.

Global players like as many of their models as possible using common systems.

There were also some other influences, pushing for changes in the Kenworth cabover. The competition has got much fiercer in the last five or so years. The European cabovers, with which the K series directly competes have come on in leaps and bounds in areas like fuel economy, safety and sophisticated control systems.

In essence, the market has changed during the 11 year lifetime of the K200, something had to change, and change it has.

The crucial calculation for the designers at Kenworth became one of balancing the expectations of cabover customers, with the strengths of the Kenworth brand, which have led to it dominating the Australian heavy duty truck market for the whole of the 21st century. No pressure there.

Therefore, the question everyone was asking on that night in Archerfield and in the market generally, since the

TRUCK DEVELOPMENT

K SERIES X T LEVEL

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TRUCK DEVELOPMENT

release is what exactly has changed?

“Although the K200 has benefited from many years of refinement, customers were able to give us several areas for product improvement,” said Noelle Parlier, Paccar Chief Engineer. “It became apparent that our focus should be applied to providing greater driver comfort and technology integration for a more productive ownership experience.”

PUNCHING THROUGH One of the most important aspects of the K220 will be its driveline and whether it retains enough of that traditional secret sauce, which has made the model so popular. There is something about the feel of driving a Kenworth which shouldn’t be changed, too much.

The vital ingredients are there. The drive line consists of a Cummins engine and an Eaton transmission. Although there are now two alternatives on both counts, two types of engine and two types of gearbox.

The combination of Kenworth, Cummins and Eaton has changed with the increasing integration of systems between the three, making the new combination much more like the integrated proprietary drivelines

offered by the brand’s main rivals.

The Cummins X15 and Eaton AMT have a common electronic platform, ADEPT, which also communicates, and is integrated, with the new Kenworth electronic architecture.

The set up in the K220 is a culmination of a series of innovations which we have seen in recent models.

The new X 15 is a major step forward for the Cummins brand. There are now two alternative engines included. Truck buyers have a choice between the Efficiency

Series and the Performance Series.

This gives Cummins the opportunity to keep more traditional, performance oriented truck buyers happy, but also offer something to the fleets which have become much more fuel economy oriented in the past few years.

These engines do not use EGR at all, but instead have a single module aftertreatment system, which includes the SCR unit and a DPF, with improved servicing intervals. The ADEPT electronic engine

Sitting in the driver’s seat gives you a view of one of the big innovations in this new model, the new 15-inch high-definition instrument panel.

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POWERTORQUE July/August 2022

TRUCK DEVELOPMENT

control is said to be capable of a six per cent improvement in fuel economy, over the current product.

The Efficiency Series of this engine is available from 550 to 580 hp (410-432kW), while developing 2800Nm (2050 ft lb) of torque. These engines also include something called Hill Climb Assist, which uses an inclinometer to detect when the truck is heading up a grade and changes the shifting strategy on the AMT to suit the conditions and maximise the power available.

Meanwhile, the Performance Series is much more like the traditional X15 with power outputs from 525hp to 625hp (391466kW) and with torque ratings from 2508 to 2779Nm (1850-2050 ft lb).

The big difference between the two is the fact that the Efficiency model is only available with the Eaton Endurant XD Pro AMT and the engine performance characteristics have been designed to integrate precisely with the control systems on the transmission, with the aim of minimising fuel burn.

The arrival of the 18-speed Endurant XD Pro is a timely one for Kenworth. The advance of AMTs fitted in the brand’s competitors have meant the Eaton Ultrashift

used in the K200 could never match its rivals in terms of speed of changes and smoothness of operation.

For Eaton this new transmission is a game changer, on the evidence of a relatively brief test drive. The performance of the transmission is a match for its finely tuned European competitors. The AMT is responsive and intuitive, a performance which means the driver doesn’t have to think about which gear is needed, and when.

This kind of performance from an AMT is likely to push the percentage of Kenworths coming out of the Bayswater plant fitted with an AMT well over 40 per cent, compared to the low thirties it is today. The Endurant XD Pro does have the capability to go right up to the highest GCM rating, but will be rated up to 97 tonnes for now, with higher masses being allowed when the brand has more experience with the product.

CABIN INTERIOR One of the main queries from the Australian trucking industry is going to be simply about what has changed and what has remained the same in the K Series cabin.

The answers to the questions are likely to reassure the Kenworth traditionalists when

looking at the exterior, but, at the same time, the interior may reassure those looking for the truck to be brought right up to date in terms of technology and driver comfort.

The many iterations of what is basically the same cabin have come a long way since the first K Series cabover left the Bayswater production line back in 1971, and they have brought us a long way, with a familiar shape, but a much more modern cabin evolving over time.

Looking at the truck from the outside, the most obvious change is the new shape radiator grille. Gone is the oval shape, which did attract some criticism at its launch, to be replaced with a design with echoes of the original rectangular grille, but with a modern splayed out design. It keeps with the tradition, while looking entirely new, at the same time.

The other external giveaway on most of the models, is the new roof, although there is still a flat roof option. Gone is the old Aerodyne, to be replaced with a similar shaped high roof, but one without the instantly recognisable vista windows in the front. The new roof design is claimed

by Kenworth to represent a four per cent improvement in aerodynamics.

There are now new LED headlamps

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TRUCK DEVELOPMENT

with integrated indicators and daytime running lights that can be paired with bright look bezels.

Climbing up into the cabin still involves the ladder behind the front wheel and the shuffle across to the door. The fold out steps are still an option, but they still remain a minority choice in the market.

Stepping in through that door and into the cabin does demonstrate that this is really a new truck. The new roof profile does bring a feeling of headroom and there are lots of opportunities for overhead storage at the front, rear and sides of the cabin’s interior.

That feeling of space is further enhanced by a simple rearranging of the geography.

On previous models the bulkhead on which the bunk sat was directly behind the seats.

By removing the storage beside the bunk at the rear of the cabin, the bunk and bulkhead have been moved backwards making more floor space on the engine cover.

Although the adjustment is relatively small, it does have the effect of improving the

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feeling of living space.

There are 2.3m and 2.8m sleeper cabs on offer in the K220 with a comprehensive range of sleeper storage and bunk options accessible to the truck buyer. The options vary from the 1.7m Day Cab, to a 2.3m aerodynamic roof sleeper, a 2.3m flat roof sleeper or a 2.8m aerodynamic roof sleeper.

Each option can come with side extenders, and the 2.3m and 2.8m aerodynamic versions are available with roof fairings.

CABIN COCKPIT Sitting in the driver’s seat gives you a view of one of the big innovations in this new model, the new 15-inch high-definition instrument panel, with a customisable suite of digital instrumentation laid out on the large screen in front of the driver. This is a major step away from the previous model and takes the Kenworth brand into the brave new world of cutting edge electronics.

In fact when the screen is on and working, it does have a reassuring feel.

The design is simple and well-organised.

Although it can be changed to suit a driver’s tastes, the default works well. There’s a tachometer, front and centre, with a digital speed read-out in the centre.

To the right and left of this are four, two either side, customisable information displays. The obvious fuel, adblue, pressure and temperature indicators are necessary, but the rest can be changed as required.

The limited test drive didn’t allow enough time to fully learn how to drive the instrument panel.

The panel also includes the information from the radar and camera on the front of the truck measuring the distance to the vehicles ahead and warnings pop up if they get a bit too close.

At the start of the working day with a simple press of a button, the K220 will perform a comprehensive systems check. At the end of the day on shutting down, it will display a detailed trip and vehicle summary.

This includes statistics like, average fuel economy, idle time, cruise control usage as

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TRUCK DEVELOPMENT

The K220 driving in line, out of the dark and into the doorway of a massive hangar, filled with the Kenworth faithful.

well as any potential mechanical issues.

Controlling all of this information, its layout and functions like cruise and following distance, is the smart steering wheel with its array of buttons to press and stalk mounted controls. This is also the driver’s interface with another screen, smaller and to the driver’s left.

The new 8-inch Audio Visual Navigation (AVN) unit provides easy access display with intuitive controls for truck navigation, the audio system, and smartphone mirroring. The unit, coming from Directed Australia is also available in a number of other truck brands in our market, but customised to fit in with the rest of the Kenworth design.

The AVN can be integrated with up to six external cameras giving drivers full visibility of what is happening around the vehicle. It can be controlled from the steering wheel and the driver’s phone can also be controlled through this system, while it is sitting on the charging pad on the central binnacle.

Every K220 is equipped with the proprietary telematics solution, Paccar Connect, with live tracking and monitoring of the vehicle, driver, and fleet performance.

SAFETY SYSTEMS The new K220 is now operating the same sophisticated electronic architecture as that available on new DAF models in Europe, and Kenworth and Peterbilt in the US. This means that as new innovations come along

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POWERTORQUE July/August 2022

in those markets they can become available to Australian truck buyers.

This level of sophistication is necessary to run all of the new safety systems included in the package. There’s multi-lane Autonomous Emergency Braking (AEB) and a growing list of systems which can be added to over time, as the development of these new models continues.

“The K220 celebrates Australian ingenuity to engineer a uniquely Australian product to optimise the capability of both owners and drivers

to prosper in what is surely the world’s toughest but most productive transport industry,” said Brad May , Paccar Director Sales and Marketing. “It is a development path that has been forged by an amazing collaboration between Australian transport operators and a dedicated and determined local development team that has spanned more than five decades. Nowhere in the world does such a close relationship exist between those who use the product and those who design it.”

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A TRIP DOWN

MEMORY LANE

On of the foundations on which the Brown and Hurley network of Paccar dealerships selling Kenworth and DAF across Queensland and Northern NSW has been built, is its sense of loyalty and tradition. These qualities have seen the business go from strength to strength and now it can reflect on its own history with a museum containing a historic vehicle collection put together by Jim Hurley.

Jim Hurley.

T

ucked away in a large purposebuilt shed at Brown and Hurley’s Kyogle, NSW headquarters, Jim Hurley has amassed an eclectic array of trucks and machinery that collectively span the 76 years Brown and Hurley has been in business. Paul Matthei takes a trip down memory lane as he is given a guided tour of the museum by the man himself.

Most people involved with trucking in Australia immediately associate the Brown and Hurley name with the Paccar brands of Kenworth and DAF that the dealership, as Australia’s largest Paccar distributor, so successfully sells and services.

However, from 1952 to the late ‘70s the company sold a number of other truck brands including White, Leyland and Volvo, in addition to a range of tractors and other machinery.

As the son of Jack Hurley, co-founder of the company, octogenarian Jim Hurley has

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POWERTORQUE July/August 2022

witnessed the full extent of the journey from humble beginnings in a Kyogle bicycle repair shop to the massive truck dealership with multiple branches across northern New South Wales and Queensland.

As such, over the last 14 years or so Jim has made it his mission to collect and oversee restoration of examples of machinery with wheels and tracks, and even chainsaws, that the company has sold over the years.

Asked about the impetus to start the museum, Jim says it began when former Paccar Australia Managing Director, Andrew Wright, asked him to take on DAF distribution in Australia and flew him to Eindhoven in Holland to view the DAF factory.

“They took us through a museum there, displaying all the trucks and machinery the company has built over the years, and it struck me that we have a fair bit of history with all the gear we’ve sold, so we should

do the same sort of thing,” says Jim. “I had already acquired the first Kenworth (W923) we sold to Toowoomba-based operator Doug Wyton in 1965 and as time went on I collected the rest, piece by piece, with the end result what you see here today.”

Jim adds that he and Andrew Wright were instrumental in establishing the Kenworth Pavilion at the Road Transport Hall of Fame at Alice Springs in the mid 1980s.

“I was at the inaugural meeting for it and assisted in kick starting the project from day one, along with Andrew Wright from the Kenworth factory side until he retired, and I’ve been helping drive it ever since,” says Jim. “We have 22 brand new trucks up there that will never work and about 18 customer trucks, some fully restored and some still in their work clothes.”

As for Jim’s Brown and Hurley museum at Kyogle, the following pictorial is a snapshot of the contents, each unit representing a distinct era of equipment sales in the company’s almanac.

1965 Kenworth W923.

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1979 Kenworth K125.

1922 White 40R.

This stunning W923 is the very first Kenworth sold new by Brown and Hurley to Toowoomba-based operator Doug Wyton in 1965.

On the 50th anniversary of that sale, Doug’s son Gordon Wyton bought a Kenworth T909, painted in the same livery.

“I’m very proud of the fact that we’re still doing business with the same family 50 years on,” Jim comments, adding that this is a common occurrence with the company.

“Probably the most rewarding part of what we do is the amount of repeat customers we have,” Jim says. “We’re now doing business with a lot of third generation customers.”

He believes that over 75 per cent of Brown and Hurleys business comprises repeat custom.

“If you look after your customers, they’ll look after you,” he says.

Jim adds that another really rewarding aspect of the business is seeing customers who started with one or two trucks grow into major fleets.

“Their growth has helped us grow too, and I’ve made many friendships over the year with customers who, like us, have

benefited from the strength and reliability of the Kenworth brand.”

As I bid farewell to Jim, it occurs to me that his ‘baby’, the museum, is a fitting tribute to the hard work of the Brown and Hurley family members, past and present, and their loyal staff.

From two blokes who met in the army and started from scratch with a bicycle repair business in Kyogle, a mighty truck sales empire has grown.

And now, Jim Hurley has the pleasure of hosting the museum with its array of vehicles, each with its own special significance to him and the company to which he has dedicated his life.

This truck was delivered to McGeary Bros at Woodburn on 26-6-79 and was used to cart mineral sand to Brisbane for refining. It was eventually parked in a shed for about 20 years until Rodney and Dean McGeary donated it to Brown and Hurley where it underwent restoration.

It is powered by a Cummins NTC 350 coupled with an Eaton Fuller RT 915 15-speed RoadRanger transmission. This feeds into a Rockwell SSHD 44,000lb tandem drive riding on Kenworth Torsion Bar suspension. Wheelbase is 165” and Gross Vehicle Weight is 22,700kg.

By far the most ancient machine in the museum, this century old White 40R with solid rubber tyres is a replica of one bought by Jim’s grandfather Mick Hurley to replace his bullock team.

At the time Mick was logging around Coramba near Coffs Harbour when a particularly wet spell caused the work to dry up. Undaunted, he headed west to Gunnedah and carted wheat, following the harvest north up to the Darling Downs region in Queensland.

While heading back to Coramba he got bogged 25km north of Kyogle and people from a nearby sawmill came to the rescue, pulling him out with their horse team.

Mick then loaded the truck with sawn timber for the railhead at Kyogle and was back that same afternoon for a second load. This was a three-day round trip for a horse team, so it was hardly surprising that as word got around various mills in the region contracted him to cart their timber to the railhead.

Before long, work had started on extending the railway line through to Brisbane and Mick scored the job of carting all the steel for the railway bridges and

hauling timber back. As a result, Mick moved his family to Kyogle, the town which remains home base for the Brown and Hurley business some 100 years on.

The White 40R is powered by a fourcylinder petrol engine with a removable cylinder head that produces 28.9hp.

It has four forward gears and one reverse, a hub reduction rear axle and rides on a 4,420mm wheelbase.

The Leyland Buffalo was among the highest horsepower trucks available in the early 1960s. They were typically used as long body trucks for carting livestock, often pulling two or three single deck dog trailers into the railhead in western Queensland.

It is punched by a massive 902 cubic inch Albion six-cylinder diesel producing 230 brake horsepower at 1,900rpm and 708lb-ft of torque. The transmission is a ZF 12-speed manual unit delivering to a Leyland worm drive rear tandem featuring a 7.25:1 ratio and full air S-cam brakes.

This 1952 White WC22 is similar to the first new truck sold by Brown and Hurley in 1948. For nearly 40 years it was used as a fire tender at Melbourne’s Essendon

1961 Leyland Buffalo.

1952 White WC22.

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TRUCKS ON TEST

Under the lengthy proboscis resides a Leyland 680 cubic inch diesel delivering 154 brake horsepower at 2,000rpm and 450lb-ft of torque at 1,000rpm.

Power is fed through five-speed main and two-speed auxiliary transmissions and then into an 8.66:1 worm drive diff supported by Leyland Six Rod suspension.

Wheelbase is 212 inches (5,400mm).

A unit like this was the first machine Jim’s father Jack sold in the late 1940s.

As Jim explains, prior to this income was derived from the bicycle shop and brake repair business.

“They could see that the 50 pounds commission gained by selling the Cletrac crawler came a lot easier than the large number of brake relines it would take to earn that sum of money,” Jim says.

This is a replica of the first David Brown tractor sold by Brown and Hurley to E.C. Green of The Risk near Kyogle on April 6, 1951.

After this, the company sold 96 David Brown tractors up until 1968.

The Cropmaster has a 154 cubic inch (2.5 litre) four-cylinder petrol/ kerosene engine rated at 30 brake horsepower.

It has a 3x2 transmission giving six forward and two reverse gears along with a two-speed power take-off.

At the rear is a three-point linkage mounted twin mouldboard plough.

1978 Kenworth K124.

1959 Leyland Super Hippo.

Airport and was pensioned off around 1990 with 10,600 miles on the clock.

It was subsequently purchased by Nowra based sawmiller Toby Davis where it joined his collection of old trucks and memorabilia.

Jim Hurley purchased the truck, along with an identical wreck for parts and a Freighter logging jinker, from Toby in 2005. It underwent a full restoration at Kyogle that was completed in 2006, with the restored unit presented to the company’s founders to celebrate 60 years in business.

Allan McLean, a former Brown and Hurley employee for 47 years, worked tirelessly for many weeks with other employees to ensure the project was finished on time.

The WC22 features a six-cylinder petrol engine producing 135hp and 315lb-ft of torque. It is mated to a five-speed Fuller transmission which feeds into a threespeed Spicer auxiliary unit. A Rockwell

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POWERTORQUE July/August 2022

single drive axle and full air S-cam brakes complete the picture.

This truck was bought new by Carsburg and Johanson, based at Kingaroy in Queensland. It was used to haul grain in a roadtrain configuration.

It is punched by a Cummins NTC 400 driving through a RoadRanger RT12515 15-speed transmission into Rockwell SSHD 44,000lb diffs riding on Kenworth 6.60 Six Rod suspension.

This truck is a replica of the first Leyland sold by Brown and Hurley to RJ and D Amoid of Uki, NSW on June 8, 1957.

It was purchased new by Indiana Station, Plenty Highway, Northern Territory and used for station work. Brown and Hurley purchased the truck from Bob Addison of Beaufort Vic on July 17, 2009.

It was restored with pride and dedication by Brown and Hurley staff, along with the voluntary contribution of Roy Crotty, former Brown and Hurley Service Manager of 47 years.

1950 Oliver Cletrac HG42.

1951 David Brown Cropmaster.

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OPERATOR PROFILE

THE CAR TRA N GRAND PRIX

The business of hauling cars around the country is a highly specialised one, with a different set of challenges to those faced in other sectors of the industry.

PowerTorque talks to one of the main car carrying operators in Australia, PrixCar.

A

ny operations working in the vehicle carrying sector have to be specialists. The issues around getting any vehicle safely and securely from A to B include the awkward size and shape of the load, the fact that the freight has to be driven on and off as well as getting personnel who understand the issues and can deliver the vehicles in pristine condition.

PowerTorque spoke to Goran Koviloski, Fleet Manager at PrixCar to find out some of the issues and the smart solutions the company has come up with

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POWERTORQUE July/August 2022

to get the job done efficiently and safely.

The PrixCar business, with its distinctive Silver prime movers and gunmetal grey trailers, provides a national vehicle moving service. The company has grown out of a combination of different operations, to become one entity jointly owned by ‘K” Line, a major Japanese shipping company and Qube, Australia’s largest integrated provider of import and export logistics services.

Dimensions and the use of space are paramount when putting together a car or truck carrier. Most of the

company’s prime movers in the fleet, which is in excess of 170, are designed to maximise capacity and make the most of the allowances within the regulations for trucks working in this sector of the market.

Goran has been Fleet Manager at PrixCar for four and a half years and in car carrying for over 20. Originally starting his career as a mechanic, he then worked his way up through various businesses driving trucks and developing his career into his current role with PrixCar. He works out of the

OPERATOR PROFILE

A NSPORTER

company’s national office based in Altona in Melbourne.

PrixCar is the largest car carrier in Australia, with over 400 trailers out on the road. The car carrier has to have some very detailed specifications to make the grade. A large part of the fleet are semitrailers and the majority of the PrixCar owned prime movers have a frame enabling a vehicle to be carried above the cab roof.

“We cover all vehicle logistics, so whatever vehicles come into a port, we distribute them interstate, and locally,” says Goran. “Whether its Melbourne to Darwin or Brisbane to Perth we just make it happen. In fact we are moving over one million vehicles a year. Two years ago, after covid hit, a lot of people stopped

spending money on going overseas and decided to buy a new or used car. It’s gone bonkers for us. We have been inundated with work.”

GETTING THE RIGHT TRUCK FOR THE JOB With a height limit of 4.6 metres allowed for car carriers including the height of cars, means the cab height has to be as low as possible. This has been achieved on the latest Mack Anthem prime movers which have been integrated into the fleet by using low profile tyres, a lower suspension and lowering the cabin roof.

It is all about a few millimetres here and a few millimetres there.

“Car carrying is very unique when it comes to specs,” says Goran. “The

Mack Anthem, which we have recently purchased, have to be factory fitted with special staunches to hold our cab frames. We work very closely with the Volvo Group specifying our needs, and they engineer them into the design for us. Mack has worked very hard in the last few years to accommodate us.”

The height gained enables the operation to put something such as a medium SUV above the cab and remain below maximum height.

“All of our trailers have to be 48 feet long, because the longer our trailers, the longer the cars we can put on them,” says Goran. “That means we have to spec the truck with a short wheelbase. This creates other issues, as we still have to be able to cart the fuel for the truck and

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27

OPERATOR PROFILE

fit hydraulic tanks on the side in order to have our PTO running, to operate the trailer.”

“The limited wheelbase and longer trailer mean we specify a 28-inch sleeper, which we previously sourced as aftermarket, but Mack has now integrated that for us. So, there is now literally, a car carrying spec with an integrated sleeper.”

“For us, space is everything, especially because the cars are protruding from the front of the trailer.

When you turn, the cars come pretty

close to the back wall of the cabin.”

Modern cars are becoming heavier, and loads are getting up to around the 37.5 tonnes GCM, still short of the 39 tonnes maximum allowed. The Mack Anthems which have recently arrived in the fleet are rated at 500 hp from the 13-litre MP8 engine.

Most of the fleet run as single trailer combinations. Access to dealerships to unload trucks is simpler with a semi.

B-doubles can cause issues on busy roads if they unload on the street. Most

dealerships receiving regular deliveries will keep an area clear off the road for a semi to unload on. The key is ensuring safety is always paramount in any loading or unloading areas.

The fleet also includes a number of smaller rigid trucks with specialist bodies, including set-ups like enclosed carriers to handle the top end of the car market and unique requirements.

When it comes to purchasing decisions for the prime movers pulling the single trailer car carriers, the choices are quite clear. In order to fit a cab frame, the truck needs to be conventional which limits choice considerably.

The second consideration is ride height and cabin height, to keep a loaded truck under 4.6m high. Taking this into calculations, the choices come down to the Mack Anthem and the Kenworth T410SAR as the only ones able to design an Australian built truck to fit these parameters and the two models are approximately 50/50 in this fleet.

When it comes to the trucks hauling B-doubles and involved in moving trucks around the country, the choice is broader and PrixCar have a wider selection with many brands of truck used in this part of the fleet.

“Fuel economy as always is a key consideration, but there are many other factors that come into our decision making,” says Goran. “All the trucks we look at are very competitive but there are many other elements of our operation which we need to keep control of in addition to just fuel consumption.”

LOAD OPTIMISATION

Goran Koviloski, Fleet Manager at PrixCar.

28

“We have helped design our trailers to meet our exacting standards, and we currently get them built locally,” says Goran. “In the last five years we have spent $70 million on a large assortment of different trucks and trailers. This renewal has ensured we have some of the youngest equipment in the industry meeting our customer requirements.”

“The trailer control system has been designed so that it is a two-handed operation, so you can never take your hands off the controller. It’s a safer way to work and you don’t get fingers placed in dangerous situations.”

“The new technology is great from a weight perspective; our new trailers are quite a lot lighter than they were before.

POWERTORQUE July/August 2022

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OPERATOR PROFILE

They are a lot lower to the ground at the back, which means we can load very low sports cars, but at the same time, it is able to carry big heavy commercial vehicles as well. This type of flexibility in your fleet design is crucial if you are going to be an effective volume player in this market.”

The latest design has seen the smarter use of different steel, to retain strength while lowering weight, plus cutting away steel that is not necessary to retain structural integrity.

When it comes to loading the cars onto the truck, it is the driver’s own experience combined with the load as created by the transport planner, which determines which vehicle goes where. In addition, PrixCar’s Centre of Excellence driver training program, where drivers undergo an intense driver training program of over 200 hours, ensures they are ready to handle the very unique requirements of car carrying, compared to the generic pan trailer type combination.

This program is imperative to enable the combination of a safe load and the highest quality standards.

“The driver, (who is also the loader) and the planner are fully responsible for putting a load together,” says Goran. “It’s always a mix and match process. If you talk to our drivers, they will all tell you how and where a particular model will fit

30

on a trailer. That’s the experience talking.

“Prior to releasing any new model, we have agreements with the car manufacturers, that they will allow us to have an early vehicle to be load trialled.

We can then see where a particular vehicle sits on the deck of a trailer.”

The art of loading will see the standard car carrier, a seven-car semi-trailer with another car on the cab frame, able

to fit a total of eight cars, however, not commercial vehicles. The larger vehicles you have on a load, the more you then need to consider what else can go along with it.

Goran tells us the space issues get more complicated when, like now, much larger commercial SUV utility vehicles are arriving in Australia and have started to take the market by storm.

POWERTORQUE July/August 2022

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OPERATOR PROFILE

“All of our trailers have to be 48 feet long, because the longer our trailers, the longer the cars we can put on them,” says Goran.

KEEPING IT ALL SAFE Another factor, which is a priority for the operation is no injuries, and PrixCar has managed to operate the last year without any lost-time injuries in the transport division.

The latest trailers have been designed so that the driver will never have to go above 1.2m off the ground to load a trailer. The first car will be driven onto, what looks like a flat trailer, but the hydraulic rams will lift the frame it is attached to, up and over the prime mover’s cab frame. Subsequent cars will similarly be lifted to the correct height after being driven onto the trailer before the last cars are driven onto the lower deck.

“Working at height risks have been greatly reduced within our operation, and that’s something we are very proud of,” says Goran. “What we have in Australia is quite different; we work hard with our suppliers to ensure we get a trailer that’s the best in the industry.

“We have trialled a number of trailers in the past, with varying degrees of success, given the unique characteristics of the Australian road conditions i.e. being quite harsh on our

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POWERTORQUE July/August 2022

equipment, compared to let’s say, the autobahns in Europe, which are built to exacting standards.”

“Not only are we dealing with massive potholes, floods, diversions and other issues on the road, but we are also contending with kangaroos, cows and other wildlife that frequent the roadways at any point in time.”

According to Goran, PrixCar takes great pride in making sure that the fleets looks after its equipment and keeps them correctly maintained on regular programmed schedules, which ensures the best uptime of trailer usage possible, while trucks can be in the PrixCar fleet for around five years or 1,000,000km, whichever comes first.

The recent spike in work as the covid era car-buying boom continues, has meant the fleet has been refreshed earlier than normal, keeping maintenance costs down and drivers happy.

HELPING THE DRIVER PrixCar takes the welfare of its people very seriously and has put in place prescribed working hours for its linehaul drivers. This assists to ensure minimal

driving time during hazardous periods. It reduces the risk of fatigue-related issues and helps keep the work/life balance under control.

“Our recruitment motto is that we hire for attitude and train for skill,” says Goran. “In every state, we have a Driver Equipment Trainer who are responsible for their drivers, their welfare and their fatigue management. We have processes in place via our telematics systems fitted to all our equipment, ensuring our drivers are being monitored and comply with all necessary company requirements.”

PrixCar not only operates its own fleet of prime movers and trailers, but also has a large contingent of sub-contractors working to our exacting standards, who undergo the same training and induction as the company drivers.

PrixCar says it is extremely happy to support a number of trailer and prime mover manufacturers who help ensure they have a flexible fleet, whether it’s a one car carrier or a road train being used between Adelaide and Darwin.

There is little doubt PrixCar has some of the most advanced and youngest, flexible fleet in the industry, catering for the ever-changing environment.

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GETTING THE MIX JJUST RIGHT

Many trucks being sold in Australia today come out of very large global stables, produced by global companies. The art of specifying a truck for the Australian market is all about looking at what is available on the assembly line and getting the mix just right between what’s desirable and what’s practical in this country.

O

ne of the trucks on the Australian market which is a good example of taking the components available from the truck designers and coming up with a suitable option for Australian truck buyers is the new Fuso 510 prime mover.

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POWERTORQUE July/August 2022

Early attempts by the global groups like Daimler and Volvo to integrate the technologies, philosophies and preferences of Europe, North America and Asia we were clumsy coalitions, which were a bit hit and miss. The trucks produced had tried to combine the

best of the different worlds, but often appeared like American trucks with a European add-on built for Japan, or a combination of the above.

Those first models produced between 2000 and 2015 proved to be part of a learning curve for the big global

TRUCKS ON TEST

players. In the last few years, trucks have begun to appear which seamlessly mix technologies from different continents in a way which will work for our market.

This truck is clearly a Fuso from the outside, but on the inside there is a cocktail of different componentry from across the Daimler Group to come up with a contiguous whole. Essentially, in this Shogun all of the bits join up.

That functional appearance, common across all Japanese models, encloses a much more sophisticated system going on beneath the surface. This truck is aimed squarely at that part of the Australian truck market which is not fussed about having the most modern cabin design or the shiniest bling.

This is for the operator who is looking for a truck which gets the job, but also offers all of the latest smarts available to improve fuel economy and safety outcomes, while fulfilling tender requirements from the big corporates.

WHAT DOES THE AUSSIE TRUCK BUYER WANT? One of the main things any truck buyer is looking for is durability. The ability to just keep plugging away with little fuss is what all of the Japanese truck makers are renowned for. The attention to detail and build quality out of Japan is a known quantity.

The next item to check is the power and torque available from the engine.

Here in Australia we love our horsepower and torque and we will not buy a truck if it doesn’t have the right number in front of it. By coming through with a 13-litre engine rated at 510 hp in the Fuso Shogun there is no doubting the suitability of this truck to be to handle top weight single trailer work and occasional B-double hauling.

Out on the highway the sophisticated electronics start to come into their own.

This truck uses the data from the camera at the top of the windscreen and the radar in the front bumper to run the active cruise control keeping the truck at a constant speed, but also keeping its distance from the vehicle in front when necessary.

This truck is going to be used in a lot of urban applications and the combination of the Fuso 12-speed AMT and this Proximity Control Assist Cruise

Control (PCA?) makes running along the highways in busy traffic a much more relaxed affair than constantly braking and then going through a lot of gear changes.

The fact that there’s 510 hp under the bonnet makes life a lot easier.

The engine, transmission and the cruise all come from the Daimler stable and would be familiar to drivers of the latest Freightliner or Mercedes Benz trucks. The need for simplicity means this truck doesn’t have the top-of-the-range in this department, it seems to be one iteration behind. for example, the cruise system does not have the topographical data included, to take account of inclines and modulate the AMT to suit the terrain.

All this means is that the driver needs to intervene when approaching the foot of an upgrade and get the revs up or take the foot off the gas by knocking off the cruise control when approaching the crest of a hill.

It does have Eco-roll, however, and this is now a mature function, disengaging the AMT’s clutch and dropping revs

down to 600rpm. Where earlier versions only activated in perfect conditions for rolling, these latest iterations take every opportunity to stop using diesel for as long as possible.

The transition from power-on to coasting is often seamless and the quietness of the engine in the truck’s cabin, means the only way to realise the system has activated is when the driver sees the needle on the tachometer drop from 1300rpm to 600rpm.

MOST POWERFUL JAPANESE TRUCK Fuso can rightfully claim this truck is the most powerful Japanese truck on the market. With a similar mixed heritage, European/Japanese, the UD Quon only gets the 11 litre engine, limiting it to 460hp. The purely Japanese Hino 700 does have a 13 litre, but the conservative Hino engineers don’t let it rate above 480hp in Australia.

Fuso initially moved over to 11 litre engines about the same time as UD made

That functional appearance, common across all Japanese models, encloses a much more sophisticated system going on beneath the surface.

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TRUCKS ON TEST

the move in the Volvo group, the power and torque available is most acceptable for most of their export markets. However, the Fuso organisations in Australia and New Zealand have clearly made a strong enough case, to the parent company, for development funds to be allocated to the project to get a bigger Japanese banger over the line.

That power from the Daimler OM471 is evident from the right foot, when pulling a B-double. There’s enough in the locker to keep up the momentum and return to cruising speed after a hold up. That’s where the 2500Nm (just under 1850 ft lb) of torque comes in handy. It’s hard to believe you are driving a Japanese truck whose engine outputs closely match those of a well specified American highway prime mover from not so many years ago.

From the driver’s point of view there is always a feeling about the quality of the torque developed by any engine and this is something on which Japanese engines have struggled to deliver. Driving this 510 you feel confident that the engine is going to deliver and the quality of torque is evident when the truck digs in on a climb.

Climbing up the grade on the Western

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Out on the highway the sophisticated electronics start to come into their own.

Highway, heading for Ballarat, it is clear the confidence is justified, as the truck pulls up over the rise in 10th gear at 1350rpm doing 50km/h. This is a B-double loaded to 55 tonnes! This is a Japanese truck! No need to say more.

Driving this truck does have some familiar aspects when comparing the

Shogun with Benz and Freightliner. The steering wheel is very familiar, as are some of the switches dials and displays. It also doesn’t have an ignition key, instead it uses the slide in-unit, which works very much like putting a music cassette into a car player, for those who like to reminisce about the 70s and 80s.

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TRUCKS ON TEST

BELLS AND WHISTLES We can’t look at the new Fuso 510 without looking at the innovations which arrive with the Shogun prime mover, it’s all about the electronic bells and whistles which are included in the package, and there are plenty in here.

The spec sheet for this truck is a mass of three letter abbreviations. We are familiar with the AMT in the driveline and the SCR and DPF cleaning up the exhaust. The daytime running lights and low beam are LED. The braking system uses ABS, ASR and ESP to stop the truck, limit slipping and control stability. There’s also ECAS controlling the rear suspension.

Then there is the Active Safety suite included in the model, which offers us ABA5, PD, AAA, PCA and LDWS. Most of these use the video camera centrally at the bottom of the windscreen and the radar in the bumper to assess the situation in front of the truck.

Active Brake Assist warns the driver and gives them full braking when a vehicle in front is in danger of a collision. This is not quite Autonomous Emergency Braking but the generation before it. Pedestrian Detection analyses the video feed and if a pedestrian is detected to be in danger from the truck, it will sound a warning and hit the brakes.

The lane departure warning system is one of those which we have all become familiar with. Some of us will turn it off and others will use it as a backup to careful driving, plus fatigue early warning.

The AAA is another fatigue detection application, using a small

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camera on the dashboard to look for inattention. Whether this is effective or not is hard to gauge, plus being deliberately inattentive on the open highway at 100km/h is not a particularly good idea. However, examining the central binnacle did set it off once. It doesn’t do much when it does activate, apart making a relatively low level warning sound.

Then we go onto the ‘entertainment’ system, which goes well beyond the old radio and CD player concept. The unit is designed specifically for Australia and comes with truck specific satnav, five camera capability, plus all of the radio/USB/ phone connectivity we have come to expect.

Rear parking sensor and tyre pressure

monitoring are also options available.

What this truck represents is not an alternative to its stable mates, but a different truck with different attributes. Yes there is a common engine, transmission and many common safety features, but it will perform a different function. Handling tasks hauling trailers in and out of city locations with a robust Japanese prime mover with plenty of power under the cab is the sweet spot for this truck.

With such a high engine cover, this is not a truck in which the driver is going feel comfortable spending the night, particularly, but hauling containers or supermarket distribution is going to be a breeze.

POWERTORQUE July/August 2022

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12/5/22 3:38 pm

TRUCK AND TRAILER RENTAL AND LEASING

FINDING THE RIGHT TOOL

FOR THE JOB The task of finding the right tool for the job is a complex one for TR Group, as it has to cater to the needs of all of its potential rental and leasing customers. Tim Giles talks to Chris Perry, TR Group General Manager.

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ince setting up in Australia in July 2019, TR Group, (New Zealand’s largest heavy commercial vehicle rental and leasing company) has developed its rental and leasing operation based on eight to ten years worth of prior research before entering our market . Now, with some real world experience under its belt, and feedback from customers, it is developing its vehicle buying strategy for the Australian market.

The fleet consists of 150 or so prime movers, with another 150 already on order.

There are also 50 or so curtain sider rigid trucks in place, most of which are 6x2 configuration with a 14 pallet capacity. The demand for these rigid models is currently outstripping supply.

“Every time we get a new one in, it has to go straight out to a customer,” says Chris.

“There are all mezzanine floor capable and some of them already have mezz floors fitted. Most of them have tail gates and they have all been incredibly popular.

“We did think about 12, 10 and eight pallet bodies, and we will probably get there one day, but the 14 pallet truck will do the job of most of them. We still have another forty or more coming from UD, as soon as they can build them.”

The next category in the plan will be refrigerated rigids, also 14 pallet models with 6x2 and 8x4 models in the mix. From there the fleet will likely diversify out into the tipper market and beyond.

SELECTING PRIME MOVERS

Chris Perry, TR Group General Manager.

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At the moment a large part of TR Group’s prime mover fleet are Volvo FH540, rated out to 110 tonnes to cover up to super B and A-double applications. There are also a number of 510hp Mercedes Benz models and 500hp FM Volvos. There are also half a dozen K200 Kenworths in the mix. The latest acquisition, however, is 20 Fuso 510 prime movers.

TRUCK AND TRAILER RENTAL AND LEASING

“We’re pretty happy with the Benz and Volvo prime mover product, they have all of the safety features we need,” says Chis.

“Safety is really, really important. Then we look at market acceptance, fuel efficiency, and everything that is coming through now will be Euro 6. But, the key requirement is safety, we want a modern fleet of safe trucks, as safe as you can get in the market, at the moment.

“We won’t keep the trucks too long, we will turn the trucks over. We want a late model reliable fleet, reliability is key. Gone are the days of running the thing to death.

Truck life depends on utilisation and there’s a sweet spot for replacing the trucks.

“We will replace at what you might consider a mid life term to be. Whether it’s coming up to a turbo or something like an intercooler. You can run them through that midlife and then run them longer. It is quite economical; to do that, but reliability is king.”

The sweet spot to turn over a truck can vary from around the 400,000km mark to around 800,000km. It depends upon the kind of task the trucks have been handling.

The main point to consider is reliability and minimising the risk of issues with the truck.

The decision to bring in the Fuso 510 is also based around that reliability requirement. TR Group wanted a Japanese brand in the fleet, targeted at metro operations. The other prime movers are set up for line haul, but the business sees the Fuso as a specific metro prime mover.

“We’ve set the 510s up in the fleet as single trailer registrations,” says Chris.

“Everything else in the fleet is B-double, but these are just single only, which we The latest acquisition is 20 Fuso 510 prime movers.

can change, if we need to. We had a look through the current offerings, and what we liked about the Fuso was the 510hp and 2500Nm of torque, the full safety pack with a Japanese cab. It’s really a Benz platform, which we already have, we have quite a few 510 Benzes in the fleet and, so far, they have been running well.

“We wanted a metro truck with as high horsepower as we could get and it met the brief. They are also a new model and we wanted to see how they go. The feedback on the ones we now have on the road has been positive. They haven’t hung around, they have hired out well, so far. We have customers waiting for them.

“Ultimately whenever we are looking at adding a new category or model to our rental fleet we have a lot of discussions with our customers around what they are looking for. It’s really important we are adding gear that is fit for purpose, cost effective and desirable from a safety and environmental perspective. That’s a really important part of our decision making process”

COVERING THE INDUSTRY TR Group’s experience saw the operation dealing with a lot more of the bigger operators in New Zealand, and developing the business in Australia has been a different experience.

“We are working with fleets across the board,” says Chris. “That was something we were really interested in getting to understand. We’ve got a lot of the big players in the industry who we supply a lot of gear to. We’ve got the top end of town, the 200-300 vehicle fleets, down through 100, 50 and tens, plus we have got the owner/driver contractors.

“It’s a real broad mix of customers, and it’s not something we target, it’s just how it is. It does change slightly in different states, and we are starting to work that out. It’s really is right across the board.”

This experience is informing TR Group’s plans for the growth of a national network, and moving outside of the Eastern seaboard will also be part of this process. Effective leasing needs to be supported throughout the country, so the leasing side of the business is expected to grow as the number of outlets around the country grows.

In the long term, the operation intends to have an outlet in capital cities around Australia. TR Group has made a commitment to its large corporate clients that it will have a national presence. Adelaide and Perth are already on the radar and Darwin may well follow. They are also looking at Far North Queensland.

SCAN THIS CODE FOR MORE INFORMATION

www.powertorque.com.au

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TRUCK DEVELOPMENT

MOVING FORWARD WITH THE F SERIES ISUZU MODELS Isuzu have unveiled the latest changes to the F Series models, which sit at the heavier end of this extensive model range.

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he past few years, Isuzu has refreshed its range, one sector at a time, and this time around it is the turn of the F Series, FX and FY models to get something of a makeover. Along with specification tweaks, the main change is the introduction of the kind of automated safety systems truck customers are starting to demand on all trucks.

These are testing times for truck makers, as we have travelled through a period of pandemic, fire and flood, the manufacturers and suppliers have been under pressure to get more and more trucks out on the road. Component shortages and supply chain blockages

This is an all-new product for Isuzu, branded as the Isuzu Co-Pilot.

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have simply been added to the mix.

As the truck market leader, Isuzu felt the pressure more keenly than most, but with a combination of smart adaptability and innovative thinking, Isuzu has kept up with the pace as much as possible.

As a result, the brand remains dominant in the light duty and medium duty and a significant player in heavy duty, with sales continuing to climb this year.

The F Series does cover a wide range across the market sectors, with GVM ratings ranging from 11tonnes up to 35 tonnes. The only gap in the current range is right at the top, with the decision to end the life of the Isuzu Giga on the Australian market, Isuzu do not have a full

size 6x4 prime mover. There are plans to replace this model in the future, but uncertainty created when Isuzu bought UD Trucks from Volvo has led to a delay for these products. The picture is likely to become much clearer in 2023.

Essentially, the basic design of the entire Isuzu range is coming closer to the end of its life. We should expect the next launches of all of the Isuzu range to represent a step-change for the brand, with renewed cabs, drivelines and chassis, plus a lot more computing power on board.

For now, we are looking at the brand bringing its current models up to date with the kind of gizmos which are

TRUCK DEVELOPMENT

becoming essential parts of a modern truck. At first sight, the new models are difficult to recognise as any different.

On the outside the only change will be a more modern headlight module with some LED lights, there will also be a radar unit in the front bumper and a camera inside the windscreen.

The radar and the camera indicate to us some of the new equipment and systems on board, we will get into all of the abbreviations and acronyms for them all and their functions, later in this article.

For now we only need to know that Isuzu, like all of their competitors are fitting an ever expanding suite of ADAS (Advanced Driver Assistance Systems) equipment.

As usual there are also a few tweaks

in other specifications for some models as the truck maker adapts the range to changing customer preferences.

SYSTEMS RUNDOWN Climbing into the cabin of the new F Series range, the most obvious change is the new, large 10.1-inch touchscreen to the driver’s left on the dashboard.

This is the interface with all of the entertainment, audio visual, satnav and cameras equipment now available.

This is an all-new product for Isuzu, branded as the Isuzu Co-Pilot, and designed and built by Blaupunkt Asia Pacific to suit the needs of truck maker.

It includes 32GB of on-board storage, plus access to digital and internet radio,

there’s also connectivity with Apple and Google devices for streaming etc.

“We are adding new technology where available including the advanced safety features,” says Simon Humphries, Isuzu Chief Engineer, Product Strategy.

“We are also adding local content, including the new multi-media system, the Isuzu Co-Pilot, and it will include a number of other features which we will be introducing over the coming years.”

The satellite navigation in this package is also new to Isuzu, using the HERE mapping interface with functionality to ensure trucks only use suitable routes. The system is live online and is regularly updated, over the air, with the latest information, if a mobile

www.powertorque.com.au

43

TRUCK DEVELOPMENT

Simon Humphries, Isuzu Chief Engineer, Product Strategy.

phone is connected. The system looks functional and the size of the screen means it is something a driver can look at and interact with, relatively easily, even when driving.

The new F Series models are now all to be fitted with a low-light reversing camera. The feed from this camera will come up on the big screen whenever reverse is engaged. There is also the ability to add a further four cameras on the truck, to be viewed on the screen, when needed.

Being set up with an Android operating system this AV unit is also able to be programmed to include useful apps, one is available to function as a way to record a driver’s daily checks.

The platform ’s design means other apps may be added later when required, like

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a tyre pressure monitoring system.

Other introductions fall under the ADAS heading. The larger and easier to read 4.2-inch screen directly in front of the driver shows many of the new functions, which can be set and controlled by the array of buttons on the steering wheel. It wouldn’t be a modern truck without a bewildering collection of buttons on the wheel.

The full suite, including the complete package, is only available on the lighter models in the F Series range, those fitted with the 240 hp four-cylinder N-4HK1 engine. These models in the 11 to 14 tonnes GVM segment do represent a significant proportion of the number of trucks sold under the F Series banner.

Looking at the functions available on the ADAS, it includes a list which is becoming very familiar at every truck launch. There’s Advanced Emergency Braking (AEB), Forward Collision Warning (FCW), Distance Warning System (DWS) and Lane Departure Warning (LDW), all included as standard, on those lighter models. Adaptive Cruise Control is not included.

The 240hp trucks also include Electronic Stability Control (ESC), as do the FTR and FV models. FSR and FTR and FV also get the Electronic Braking System (EBS). As you go higher in the power and GVM scale, these newer systems are not available. Their introduction may have to wait for the next generation of Isuzu trucks with more powerful electronic architecture, as they

510HP THERE WILL BE TORQUE TH E ALL- N EW S H OGU N 510

Introducing the all-new 13 Litre Shogun 510, the most powerful Japanese HD truck in Australia.

A truck that combines the best of Daimler technology with Japanese reliability, and a suite of class-leading safety features.

With 2500Nm available from just 800rpm the Shogun 510 delivers big torque for those with big jobs to do.

Available in prime-mover and tipper spec, the Shogun is not only the most powerful – but the safest – with Advanced Emergency Braking including pedestrian detection, lane departure warning, driver fatigue management and adaptive LED headlights – all covered by a class leading 5yr/500,000km warranty.

TO FIND OUT MORE ABOUT THE POWERFUL SHOGUN 510 AND ITS SUITE OF CLASS-LEADING SAFETY FEATURES VISIT FUSO.COM.AU *Approximate figures. Detailed power/torque curve available on spec sheet.

TRUCK DEVELOPMENT

come on stream in the next few years.

“The dealers will point the customer to these models fitted with all of the safety features for urban customers, whereas the 260 hp six cylinder models is much better suited for longer distance operation,” says Simon. “The reality is these models do not get stability control or the ADAS package, but that’s got pro and cons, and it will not be that way forever. At the moment it’s a lot easier to change a wheelbase or set a truck up for towing without the ADAS package.”

brand on a regular basis.

Isuzu are upping the ante this time around, in terms of product support with the introduction of a six year factory warranty on most trucks, or 300,000600,000km (depending on model) with no engine hours limit (there is on FV, FX and FY models). This is being coupled with six years of 24/7 Roadside Assist.

On top of this, there’s three years (unlimited km) on truck bodies in the Ready-to-Work range and three years (unlimited km) on genuine Isuzu parts and accessories.

BACKING UP THE PRODUCT The strength of the Isuzu brand has not always relied on having the latest technology first or the most powerful engine. The brand has relied upon the build quality of the trucks and their reliability, coupled with a well organised and effective dealership group. That back up from a strong dealership group has built a reputation for the kind of product support which operators appreciate and brings them back to the

LOOKING AHEAD WITH ISUZU The Isuzu brand is heading into an interesting period in its development.

It still retains a strong hold on the truck market leadership in Australia, but this will be coming under pressure in the coming years when the combined research and development, as well as the investment power, of the major global groups pushes the limits of innovation.

As a smaller entity, globally, Isuzu has relied on smart innovation of its own and developing strong partnerships with the likes of GM. As the cost of technological development rises the ability to keep ahead gets harder to maintain.

The deal struck between Isuzu and the Volvo Group is going to be the key for the brand going forward. As well as purchasing UD Trucks from the Group, the deal also included the ability of Isuzu to leverage off the technology in the Volvo catalogue for inclusion in Isuzu product.

The ongoing strength of the Isuzu organisation, globally, is going to depend on how soon and how much of the top-end new technology coming out of Volvo makes it into the Isuzus and UDs of the future. This launch illustrates the issue for the operation already, with most, but not all, of the models getting the latest ADAS equipment now. The rest will arrive with the new product, which will presumably include some of that smart Volvo tech at its core, as well.

T W m w a

W r a o t t c

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POWERTORQUE July/August 2022

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With years of experience and expertise, our team will always deliver the right heavy commercial rental vehicle for your needs.

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With years of experience, each member of the TR Group team has one mission: to make renting heavy commercial vehicles easy for you. Our team will work hard to understand your requirements, whether short or long-term, and provide expertise-driven solutions that will meet your needs.

We’re continuing to grow our fleet so that our team can help you get the right vehicles when and where you need them. The new Fuso Shogun units and Mercedes Actros models that have been added to our fleet are some of the safest and most efficient heavy commercial vehicles on the road today. Coupled with our large fleet of rigid trucks and multiple classes of trailers, you can be sure that TR Group has the widest selection of heavy commercial vehicles for hire.

If experience and expertise matter to you, choose TR Group, the heavy commercial vehicle partner you can trust.

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CONVERGENCE

HOW OPTIMISING YOUR DRIVING CAN HELP SAVE YOU MONEY ON YOUR FUEL BILL Fuel bills in Australia are still rising, leaving less money in truckies’ pockets at the end of the day.

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ruck drivers have called out the federal government’s fuel excise, describing it as unsustainable and a threat to the viability of trucking businesses and the economy. If you’re in the industry, the situation may have you wringing your hands at the fuel bowser.

Luckily, there are ways to reduce fuel usage and take fuel costs into your own hands. By considering your driving habits and improving fuel inefficiencies, you can weather this fuel storm and reduce your fuel bills for years to come. Here’s how optimising a few key areas of your business can save money on your fuel bill.

PLAN YOUR ROUTES The easiest way to reduce your fuel costs?

Drive less and more efficiently. Though it seems like a no-brainer, it can be easy to forget that extra kilometres can have a big impact on your fuel use. You may think it won’t affect your fuel consumption much, but unnecessary travel can add up when you’re driving long distances.

Reducing your km’s can result in huge savings, and it can be as simple as carefully planning your routes. However, for ultimate efficiency, AI-powered telematics technology with GPS tracking is the way to go. The telematics platform optimises route planning to shave off unnecessary kilometres from trips, it allows you to review each stop and plan every turn on your route to reduce detours and avoid poor road conditions. It also gives you data on habits like excessive idle time at a customer yard due to lengthy waiting times; you can use that information to plan the best time to arrive at the dropoff point and take the roads with the least traffic at that time.

The pre-prepared journey is then available in real-time to select on your in-vehicle device, giving you turn-by-turn directions. If you’ve deviated from your set path, you’re notified and immediately directed back to the defined route via the safest roads. Over time, you can use the information collected from the platform

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to identify consistent problems and overcome route inefficiencies for good.

MAINTAIN YOUR VEHICLE A poorly maintained vehicle can burn through excessive fuel. For example, tyres that are under-inflated by 56 kilopascals (8PSI) can increase fuel consumption by up to four per cent and can also reduce the life of your tyres by more than 10,000km over time. Keeping key vehicle parts like tyres, lubricants and oils, engine components, electrics and sensors in peak shape can significantly reduce your fuel bill while extending their lifespan.

The best way to make sure your vehicle is operating smoothly and at the top of its game is proactive maintenance. Using a predictive maintenance tool makes this a breeze, digitised systems use historical data to identify and alert drivers of what parts need maintenance and when. They fully automate maintenance routines with custom schedules and real-time access to equipment diagnostics and inspection reports.

Using an automated solution makes predictive maintenance an easy task. You’ll avoid costly breakdowns while reducing your fuel consumption, and you’ll also save time on manual, paper-based processes so you can focus on what you do best: driving.

into your driving metrics and identifies training opportunities. The camera can alert you in real-time to reduce inefficient and unsafe driving habits instantly. You’ll reduce your chance of an accident, and you’ll make the roads safer for yourself and other drivers.

Furthermore, built-in scorecard and coaching features in the fleet management system can create long-term, fuel-efficient driving habits. The live dashboard displays fleet and individual driver metrics – meaning you’ll have complete insight into your own performance. You can see how you compare with your colleagues to foster healthy competition and encourage improvement, and you’ll be alerted when there’s a significant change in metrics, either positive or negative. The system provides tips and feedback to help you set measurable goals and improve safe driving habits and fuel efficiency over time.

DRIVE SAFELY AND STRATEGICALLY Driving safely and driving efficiently are one and the same. Consider unsafe driving habits like driving faster than necessary, aggressive acceleration, and harsh braking, they can all put you and other road users at risk, and they all burn through excessive fuel. For example, reducing a truck’s average speed from 113 km/h to 105 can reduce fuel consumption by up to 6 per cent.

So, the best way to improve fuel-efficient driving habits is to drive safely and strategically. Equipping your vehicle with a Smart Dashcam, which combines the power of AI technology with telematics data and advanced onboard sensors, provides insight

LOOK AT THE BIG PICTURE Weathering the soaring cost of fuel requires big picture thinking, because saving money on your fuel bill is about more than just the price at the bowser; it’s about controlling what you can: your kilometres, your vehicle, and your driving habits. Adopting integrated fleet management solutions makes tackling the root causes of fuel inefficiency, and reducing your fuel bill, an easy task. At the end of the day, you’re the one behind the wheel, and with smart systems in place, you’ll have the power to turn efficiency into savings and put a permanent dent in your fuel bills.

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TRUCKS ON TEST

KEEPING ACTIVE AT THE WHEEL The level of safety technology fitted into the latest trucks seems to take a step change every year. Tim Giles test drives the latest addition to the Mercedes Benz Safety Suite.

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t is hard to work out whether the exponential growth in the use of very sophisticated electronic safety aids has grown because there has been an increase in the trucking industry’s focus on safety, or whether the boom in this kind of electronics, in all aspects of life has made the kind of systems we are now seeing cheaper and more achievable.

The answer is probably somewhere in between. Every improvement in safety outcomes inspires the designers to go one step further. Large corporate road transport customers who have their brands splashed across trailers delivering to them, don’t want their brand associated with dangerous behaviour. At the same time, the ubiquitous nature and diminishing size of highpowered computing capacity is now cheap enough to fit into any device or vehicle.

That is not to say any of this equipment comes cheap, it does not, but the whole raft of high tech is much more accessible, these days.

The latest step onto the Australian truck market comes in the form of yet another optional extra available on Mercedes Benz trucks. Just as we have become used to adaptive cruise, lane keeping, autonomous braking et al, the latest advance is called Active Drive Assist.

This is the next step in the long and winding road the truck makers are heading down towards the final goal, well over the horizon, of a fully autonomous truck. We already have technology to keep us at a safe distance from the vehicle ahead and which will jam on the brakes when we are about to hit something.

Now, the technology which will keep the truck on the straight and narrow, going in the right direction and staying in its lane, has arrived. This takes the lane keeping technology one step further, it doesn’t just give us a warning, it steers the truck back into the lane.

The video camera on the windscreen

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“SETTLING INTO THE SEAT THE DRIVER IS CONFRONTED WITH WHAT LOOKS LIKE TWO LARGE IPADS ON THE DASHBOARD, ONE DIRECTLY IN FRONT OF THE DRIVER AND THE OTHER OVER TO THEIR LEFT.” watches the lines on the road and if it senses that the truck has drifted from its position in the lane, it will intervene with the steering to get it back into position. The system uses a form of dynamic steering, which has also been seen on Volvo and Scania, but instead of trying to enhance the driver inputs to the wheel, it also actively moved the wheel to keep in the lane.

It was with some trepidation that I climbed up into the cabin of this Actros 26530LS to see just what this technology looked and felt like. Settling into the seat the driver is confronted with what looks like two large iPads on the dashboard, one directly in front of the driver and the other over to their left.

Another screen, the size of giant mobile phone is fixed to the A pillar, this is the screen for the mirrorcam. In place of the mirrors, outside there is a stubby protrusion where the rear-facing camera lives.

So far, so good. The key fob is in the cabin, so you push the start button and fire up the engine. Then it is a matter of engaging auto on the transmission and releasing the electronic handbrake if you feel like it. The parking brake releases automatically if you actively get the truck in gear and hit the accelerator.

Once you are comfortable out on the road and engage the active cruise, it is then that the new tech on the steering becomes noticeable. Instead of a steering wheel which sits benignly under the driver’s hand, the wheel is sending feedback and making gentle moves a lot of the time.

This wheel feel can be a little unnerving at the start, it feels like that awkward moment when the steer tyres drop into tramlines in the bitumen and take the truck off course. There is a reflex action, to begin with, to try and correct the movement.

After a while it is possible to suppress

TRUCKS ON TEST

that reflexive movement and convince your hands that it is the truck taking a little bit of control of the steering and it is not veering off course.

HOW DOES IT WORK? Like all of the new-fangled gizmos on modern trucks, the Active Drive Assist just needs a little bit of getting used to. One of the best ways to get used these new systems is to get yourself fully informed.

Armed with the knowledge about how this technology works, the driver can then try and stop reacting to the light twitches in the wheel.

This ADA system will only function when the driver has activated the rest of the Safety Pack, available as an option on these trucks, Proximity Control Assist, Lane Keep Assist, Active Brake Assist etc. It works as an overlay on all of these individual systems using their data to keep the truck in its lane.

First up, it is important to understand this is not autonomous steering. In fact, it’s several steps away from that. It depends on two sub-systems, which were already present on previous models, lane keeping

and lane departure protection.

The lane keeping part of the function uses the video camera to detect where the lane markings, either side the truck are. It will detect lanes from 3.2 to 4 metres wide and will function all the

way from a standstill.

The camera data is analysed and the torque required to correct any movement away from the set path is calculated. this torque is then sent to the steering system.

The ADA system is seeking to keep

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the truck in the desired position within the lane. The default position is to sit the truck centrally in the lane, but there is some adjustment available for this. Out on the Western Highway, heading for Ballarat from Melbourne, it was possible to adjust the setting via the big screen in front of the driver to get the trailer wheels about 300mm off the fog line and hold them there consistently.

The steering wheel is also keeping an eye on driver behaviour. It is looking for small inputs from the driver themselves, to correct road position. If it does not detect any driver input for 15 seconds, it will set off a visual warning. At 30 seconds it will make a warning sound and then after 60 seconds, it will deactivate the system switching the lane keeping to passive mode and leaving the driver to do all of the steering inputs. If that 60 second limit is reached three times in a journey, the lane keeping will be deactivated until the driver keys off and on again.

In more dangerous situations, where the driver may be having a medical episode, and has not moved the wheel all of the time, even when the alarms go off, the ADA goes into action again. After 60 seconds of keeping the truck in the lane, it will start to slow the truck, turn on the hazard lights, and bring the vehicle to a halt, still sitting in its lane. That’s a safety feature.

Although this driver didn’t try and get the system to deactivate, it was possible to keep one’s hands close to the wheel with fingers around the wheel without touching it. This lets the system do all of the work and the alarm lit up at 15 seconds and the audio alarm came on at 30.

V O

WHAT HAVE WE GOT? The graphical interface on the screen in front of the driver is quite useful to them.

It does give them a picture of what is going on, and once they get used to the style of presentation, and watch it change in different situations, it becomes a more useful tool.

The thing the driver needs to remember is that they are still in full control. If they turn the wheel to move the truck out of a lane, the wheel will resist the move, but not much. Then it simply does what the driver input is telling it to do.

However, it will probably be unnerving for some drivers to cede even this small amount of control to a computer. For them the simple solution will be to turn off the system every time they set off down the highway.

According to Mercedes Benz, the way

the steering constantly moves the wheel and keeps the truck located in the right pace in the lane reduces fatigue, because the driver does not have to make all of those small corrections themselves as the truck rolls down the highway.

On the evidence of one day behind the wheel, it is difficult to gauge how true this reduced fatigue statement is. Driving these modern trucks with all of their safety systems is already quite relaxed anyway.

Options like ADA are likely to meet the same kind of initial opposition that cruise control, AMT, active cruise control and the rest met when they first appeared.

Since their introduction, people have accepted them, or learned to live with them and they are a normal part of the truck driving experience. It is probably going to be the case with options like Active Drive Assist.

* 52

POWERTORQUE July/August 2022

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ALT-POWER

ROADSIDE CHARGING FOR TRUCKS As electric trucks become even more of a reality, the topic of fast roadside charging for trucks is going to become a growing issue. PowerTorque talks to a pioneer in the field of mobile charging. that a charger couldn’t come to him.

He researched some mobile charging operations in the US and then adapted their model to one designed to suit the Australian environment.

“It’s surprising, but we are getting a lot of our customers via Facebook,” says David. “The number of Facebook Groups is incredible. That is where all of the conversations are happening. when there are updates about electric vehicles that’s where you can find a lot of information.”

David Nyambuya, EV Charging Australia Director.

SUBSCRIPTION SERVICE

I

t is very clear that electric trucks are going to become a growing part of the trucking industry, as the drive towards zero emission transport picks up.

Although we endeavour to avoid running out of diesel, it does happen. When it does someone turns up with a big can of diesel, we prime the pump and fire the engine up.

When it comes to an electric truck, the only way to get back up and going is to connect to an electricity source and recharge. When this kind of disaster does occur, it is unlikely to happen within a charging cable’s length of a suitable power outlet. It will need the right kind of charger to come to the roadside and get the truck up and on its way again.

There are quite a few people looking into this topic and devising solutions which may be available in the future, as the number of electric trucks on our roads grows. However, there is at least one operation which is out there actually providing a mobile charging service by the side of the road for working electric trucks.

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POWERTORQUE July/August 2022

The operation is called EV Charging Australia, and PowerTorque caught up with them to talk about the issues around this kind of charging service and how the industry may develop over time. David Nyambuya, is the Director of the start up company and is leading the charge (pun intended).

“Our model is subscription based,” says David. “We are running the emergency charging business, but we also see opportunities to offer charging when a vehicle has to take an extra unexpected journey and needs a top-up, in advance, to complete it.”

David has come into this business after a career in various tech roles, including a graduate program with Apple. Then, when driving back to Brisbane from Sydney, one Easter in his electric car, he nearly got stuck in Ballina, still two hours from home. There was little charging infrastructure and he had to wait for quite while for a charger to become available.

He got to thinking about why it was

Subscribers needing a charge for the vehicle battery simply call in and ask for a call-out or book a time for one. Then a van will arrive to charge the batteries back up. Currently, the diesel powered van is fitted with a bio-diesel generator to provide the battery charging.

Using the service the operation currently provide, regional subscribers can get 100km of charge and metro get 50km. This is usually enough to get them home or to a static fast charge facility. At the moment

The EV Charging vans have biodiesel generators on board.

ALT-POWER

the subscription cost for regional areas is 50 per cent higher than those wanting coverage in metro areas.

“When we come to charge a vehicle battery, we could give it a full charge, but for many of these electric vehicles, once they get to around 80-90 per cent full, the system will regulate the charge rate down to about 7-15 kW/h,” says David. “Even if the generator can put out 22 or even 50 kW/h, we can’t give you 100 per cent, without sitting there for more than an hour and a half. We say we will charge your vehicle up to 80 per cent, because we can do that in a relatively short time.”

The mobile charging units in the city are using some small lithium batteries to provide their fast charging, but this service is only powerful enough to charge electric cars. For most of the charging needs the operation uses LDV vans with biodiesel generators on board. At this time using batteries powerful enough to get a truck back on the road are too expensive and too heavy to be practical.

If the operation were to move across now from using generators to lithium batteries for charging, the subscription charged to customers on a monthly basis would have to more than double. However, over time, as the electric vehicle industry matures, older batteries which are being removed from electric trucks and cars will be able to get a second life as recharging batteries in the emergency recharging vans, at a reduced cost.

“We have taken over two years to try and build the model,” says David. “When you start crunching all of the numbers, new batteries are not practical at all. It’s a combination of cost and weight. With the vans, with a short wheelbase and height restriction.”

The economics of developing a business from scratch with fully zero emissions from the outset does not work. The units need to be established to begin with, and then you need to grow the subscription base to the point where a fully zero emission battery powered charging system can be deployed.

David is currently exploring the possibility of using electric vans to carry the charging equipment, but, yet again, the economics of using an electric van does not make economic sense. David is talking to importers planning to bring in new electric vans, and from the information he has gleaned he is certain there will be a viable electric alternative, quite soon.

“We know that in the future, we will be able to get hold of second hand batteries from Tesla, for example, we should be the first port of call for them and we can use them as a charging solution in our vans,” says David. “We’ve got a couple of things on the go and I think the 2028 mandate on our website, to be a zero emission operation is realistic. Battery technology is changing and it is becoming more affordable.”

BUSINESS EXPANSION Although currently only based in Brisbane, the operation is already operating in Victoria and New South Wales using agents, in a program to test the waters for further growth.

“We expect to soon have at least two units in Sydney and another two in Melbourne,” says David. “Those would be diesel vans with diesel generators to start off with. When they become established, we can go over to bio-diesel or repurpose used batteries to do the charging.

“Our solution is unique, but it’s all about the transition, getting people comfortable, and removing range anxiety. When people get more experience with these electric vehicles they will probably find they will not need us as much as they thought they would.”

Although it was not in the original business plan, the business has started providing charging infrastructure to customers, including the mobile charging service as a back-up. They are using smart chargers backed up with software to analyse usage with the mobile charging as a form of insurance policy.

For a number of customers, EV Charging

is offering them a package deal with a couple of vehicle chargers in their depot plus a subscription for the mobile recharging service as well. This has the effect of offering a back-up plan and eliminates range anxiety.

“We have a customer who is doing Ikea deliveries, and our solution for them is two pronged,” says David. “We offer them AC and DC chargers with software behind them, so they can understand the usage, and the demands on the chargers. We are looking at the pattern and if we find a truck is sitting on a loading bay for 40 minutes we know we could could put 120km of charge into that van while it’s loading.”

David reckons the key to his business model’s success is that it incentivises early adoption and engenders confidence in a product that may be a daunting prospect to some fleets.

www.powertorque.com.au

55

RURAL TRUCKING MATTERS

CHANGING OF THE GUARD – WHAT TO EXPECT The dust has settled on the 2022 Federal Election. Australians have changed the Government. Anthony Albanese was sworn in as our 31st Prime Minister.

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POWERTORQUE July/August 2022

duplication of the Pacific Highway and the establishment of Infrastructure Australia.

We are hopeful that Labor will match the Coalition’s $678m commitment to upgrading the Outback Way and $400m for the Inland Freight Route.

In 2021, Labor Senator Glenn Sterle oversaw the Senate Rural and Regional Affairs and Transport References Committee Report ‘Without Trucks Australia Stops: the development of a viable, safe, sustainable and efficient road transport industry’. The report recommended that government: · d evelop a plan and sustainable funding mechanism for establishing managed livestock effluent disposal sites on key freight routes in Australia; and stablish a national fund to assess, · e maintain and upgrade freight roads in rural and regional areas, to meet the minimum frequency and quality of heavy vehicle rest areas contained in the national guidelines and to support the rolling out of low-cost safety infrastructure such as rumble strips, green reflectors, wider medians and improved road shoulders.

ALRTA is strongly supportive of these recommendations. We have long called for a national livestock effluent strategy and we know that many lives will be saved and unnecessary trauma avoided through lowcost safety investments in rural and regional areas. Labor has already committed an additional $80m for rest areas.

ALRTA is also optimistic that a Federal Labor Government will support a better Heavy Vehicle National Law (HVNL), after all, it was Labor that championed the idea of establishing the HVNL in the first place. A better HVNL will improve road safety as well as address cost of living pressures through more efficient freight movements.

However, it’s not all rosy.

Federal Labor has openly committed to phasing out live sheep exports. This will have a devastating impact on our members servicing this trade, especially in Western Australia. ALRTA will work with Labor to

establish a sensible transition plan, pitching a structural adjustment package for affected operators as necessary.

Federal Labor has also committed to re-establishing a mechanism for regulating pay and conditions for owner-drivers. While minimum rates do sound attractive, the now abolished Road Safety Remuneration Tribunal ignored the legitimate concerns of the very owner-drivers it was established to help and almost wiped out their businesses overnight. If this is going to happen again, it must be done right. ALRTA will do all we can to maintain a level-playing field as opposed to a two-tiered freight market that discriminates against owner drivers.

And we must not forget that Labor has been elected on a climate change mandate. Transport remains one of the most significant carbon polluters and so we must expect new regulation aimed at reducing our emissions. Given that freight is an absolutely essential service that directly affects the cost of living for all Australians, ALRTA will of course be promoting a ‘carrot’ rather than ‘stick’ approach.

All in all, a change of Federal Government brings with it both threats and opportunities. Our new Prime Minister, Anthony Albanese, has previously served as Minister and/or Shadow Minister for relevant portfolios including Transport, Infrastructure, Regional Development and Local Government. With this experience, an Albanese Government should have road transport front of mind over the next three years. And you can be sure that ALRTA will proactively engage with Federal Labor in pursuit of the best outcomes for our vital industry.

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here will be much soul searching within the Coalition. While the Nationals have retained all their seats, several moderate Liberals, including former Treasurer Frydenberg, have been unseated by the ‘teals’ running on a platform of climate and integrity.

Scott Morrison will relinquish the Liberal Leadership with a new right-leaning leader taking on the role.

A lot has been said about the fact that the primary vote fell for both Liberals and Labor. Does this represent a paradigm shift in our politics with more emphasis on independents or minor parties in future?

Perhaps. But it is also important to remember that Labor has still secured an outright majority in the House of Representatives and will not have to deal with a cross bench. It doesn’t really matter what they want if their vote doesn’t count. That should mean less horse-trading and more policy consistency without pandering to more extremist views.

Yet, the policy mandate from the Australian people was unambiguous. If the major parties want their lost votes back, more must be done on climate.

More must be done on anti-corruption and Parliamentary integrity. More must be done to address cost of living pressures.

So, what does that mean for rural transport? Well, let’s deal with the positives first.

A Labor Government will be focussed on improving workplace health and safety.

We know there is a need to do more in our sector. ALRTA’s 2021 National Injury Survey demonstrated that 87 per cent of respondents had experienced an injury in the past 5 years, with 69 per cent experiencing near misses at least regularly.

With an Australian ramp standard now in place, we will explore opportunities to accelerate safety improvements in the livestock supply chain.

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NATROAD NEWS

PBS IS A HOT TOPIC SO WHY IS REFORM STANDING STILL? It’s often said that you can’t go forward until you know what’s behind you, writes Warren Clark, NatRoad CEO.

E

xcuse a bit of gazing into the rear vision mirror, but NatRoad has actively supported the Performance Based Standards (PBS) scheme since 2017. The reason why is simple.

We saw it as an alternative system for heavy vehicle design and a replacement for the prescriptive method of applying mass and dimension limits.

It’s a topic of interest to many NatRoad members which is why we recently hosted webinars with the National Heavy Vehicle Regulator (NHVR). NatRoad thought it was important to throw a spotlight on PBS. Back in 2017, NatRoad had a short list of items that we wanted Government to action to improve the PBS scheme.

We asked for a review of restrictions imposed by existing regulations (such as Vehicle Standards) that were a barrier to innovation.

We called for development of a simplified PBS scheme for popular and mature PBS designs with greater access certainty. There was a request for publication of national notices for all levels of the PBS network.

NatRoad called for a nationally harmonised infrastructure capability assessment guideline for use in all access decision making. And we said government should encourage other areas of the supply chain (such as intermodal logistics centres and warehouses) to support PBS vehicles.

These areas were still crying out for action in 2021 and we said so again in two submissions made for the National Heavy Vehicle Law review.

WHY THE RELUCTANCE TO CHANGE? You can answer that in many ways.

Among bureaucrats, there seems to be a lingering view that because

58

“NATROAD CALLED FOR A NATIONALLY HARMONISED INFRASTRUCTURE CAPABILITY ASSESSMENT GUIDELINE FOR USE IN ALL ACCESS DECISION MAKING. AND WE SAID GOVERNMENT SHOULD ENCOURAGE OTHER AREAS OF THE SUPPLY CHAIN (SUCH AS INTERMODAL LOGISTICS CENTRES AND WAREHOUSES) TO SUPPORT PBS VEHICLES.” heavy vehicles have a greater mass, the consequences of them being involved in a road accident are more serious. That’s a generalisation that belies the fact that PBS vehicles (with even higher masses) have a better safety record than their prescriptive counterpart vehicles.

Among politicians, there is a reluctance to reform issues that are out of sight and out of mind. I don’t wish to be uncharitable to either side of politics or even minor parties after a bruising and much too long Federal election campaign but for a notable handful, our industry is simply taken for granted. They leave the change process to bureaucrats who focus on the process rather than the outcome because that keeps them in a job.

HVNL access provisions are currently being reviewed by the National Transport Commission. HVNL law gives a road manager (normally a state or local government official) 28 days to decide on a PBS access permit application.

Yet there is talk that hundreds of PBS vehicles are routinely parked up while waiting for Road Managers to determine applications.

NatRoad has a number of members who have commented that they go to great expense and trouble in designing and having PBS vehicles approved only

to have very expensive equipment stored at the depot because route access is not granted. This discourages the roll out of PBS vehicles and detracts from the industry’s efficiency.

HOW TO CHANGE THINGS? WE KNOW PBS ENHANCES PRODUCTIVITY. Like so many issues in our industry, safety is paramount, so let’s put PBS into that context.

In a 2021 report by the National Heavy Vehicle Regulator that examined the safety performance of the PBS fleet over the five year period 2015-19, it was shown that there was an overall improvement in safety outcomes of 60 per cents when compared to the conventional fleet on a distance travelled basis.

That should be sufficient impetus for politicians and bureaucrats alike to withdraw their collective finger and make change happen now instead of next year.

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INDUSTRY ISSUE

IT’S GOOD TO BE BACK The overwhelming sentiment among those attending Trucking Australia 22 was something along the lines of, ‘it’s good to be back’, as the delegates met at The Star, on the Gold Coast for the first national trucking conference since 2019.

T

he long period of the bushfires, pandemic and floods since the last time the Australian Trucking Association had a national conference has taken a toll on the trucking industry. So, it was with some relief that many of the great and the good, (and the not so good), got together to celebrate the ability to simply get together and chew the fat about trucks and trucking.

Surprisingly, the conference did not feature the appearance of any professional politicians despite the election campaign which was raging at the time. For many this was a relief, and the conference could get down to discussing all of the important issues relevant to the road transport world.

The agenda was wide ranging and covered many of the bases which have been of concern in the last few years, but not the centre of many discussions.

This was an opportunity to see just how much progress has been made while we were away and where the pinch points could be for the future.

“What a challenge the last two years has been for our industry,” said David Smith,

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POWERTORQUE July/August 2022

Michael Deegan, ATA CEO.

ATA Chair at the opening of the event.

“The resilience and innovation shown by the industry to not only survive but thrive during the pandemic is testament to the great people we have in the industry. I am very proud to be working in a transport Industry which has been essential to keep the economy going during the pandemic.

“No matter the size of the challenge we

have always managed to get things done.

The trucking industry has many great cando people. Millions of tons of freight year are moved by the trucking companies in this room. The task is huge and requires a lot of energy.

“I believe that the fuel for undertaking this massive task is not just diesel, but passionate, engaged people who

INDUSTRY ISSUE

care about keeping the warehouses, workshops, trucks and operations functioning. We put some extraordinary challenges on our people with lock downs, testing and restrictions. All resulting in changes needed to be made quickly. So the business could rapidly adapt, communicate, and engage their workforces on the new requirements.

All of this requires strong leadership and communication from the people in this room.”

When Covid 19 first hit Australia, the focus for trucking was initially around survival for businesses, facing uncertainty.

However, freight volumes rapidly spiked and the trucking industry had to scramble to attract and retain talent. Over the two years the trucking industry has lost some good talent.

David went on to stress that the people are the fuel of the industry, and can make or break a business. He suggested retention strategies such as workforce development should now become a fundamental part of every trucking business’ DNA. “It will soon be very clear the trucking companies that do not have retention and development of their people to fuel their business as their number one

“I BELIEVE THAT THE FUEL FOR UNDERTAKING THIS MASSIVE TASK IS NOT JUST DIESEL, BUT PASSIONATE, ENGAGED PEOPLE WHO CARE ABOUT KEEPING THE WAREHOUSES, WORKSHOPS, TRUCKS AND OPERATIONS FUNCTIONING.” priority, will be at a significant commercial disadvantage,” said David. “For this reason, I call on the incoming government to adopt an industry led skills training program to help us meet the high demand for well trained workers.

“Clearly, our ability to keep Australia functioning during the pandemic has shown how important we are to the country’s economy. Harnessing this opportunity, your trucking associations have added weight by strongly advocating for our industry through election blueprints that put key issues at the forefront.

“This addresses issues such as infrastructure investment in projects, including the inland freight route that will provide a flood alternative flood free route into North Queensland. They also deal with reform of the Workplace Relations Framework to support employers, as

well as increasing tax incentives to boost the uptake of zero emissions and safety technologies. Each of these initiatives have significant economic benefits for our industry. So let’s trust that our political leaders are listening.”

PLANNING AHEAD Whether the political class noticed the fantastic effort and innovative thinking which went into the trucking industry and its success in keeping the supermarket shelves of the nation stocked through border closures, fire and flood, will be playing out in the next few months as the new government finds its feet and moves forward.

If the kinds of changes needed are going to get up, there is a need to ensure that all levels of government understand the issues and are properly briefed on the preferred options. This is the topic

The 2022 participants in the Daimler Truck Future Leaders’ Forum.

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INDUSTRY ISSUE

tackled by Gary Mahon, Queensland Trucking Association CEO, talking about what the issues like border closures should demonstrate to the governments of Australia.

“The border closures were quite significant at the time, the first part of their efficacy was to get governments to understand the inter-dependency of freight between states,” said Gary. “I think there was a view by governments that each state could fundamentally independently look after itself, in terms of freight. And I do genuinely believe there was pretty active consideration of shutting the borders full stop.

“So quite a quite a lot of the early work was to get that understanding through and that worked fairly well. From there it was non stop. I know with my colleagues in other states, they had different avenues that they needed to pursue. In Queensland, we were somewhat fortunate, and we had strong networks, the Office of the Chief Health Officer, the transport minister, and police and others.

“We did our best to make sure that practical measures were put in place at borders, but they were very difficult times for operators, I think our main role was to Gary Mahon, Queensland Trucking Association CEO.

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POWERTORQUE July/August 2022

try and get as practical a solution in place as we could, and get that information out to our people as fast as we could. In terms of lessons to take away, my main comment is that I can’t see why interstate freight shouldn’t be a part of emergency planning for this country.”

When governments are developing an emergency plan for floods, fire and other emergency situations, movement of freight should be a consideration in those plans, including an agreed set of national trade routes, with an agreed set of arrangements for the movement of freight. According to Gary, although there can be state-specific rules in some case, there should be an agreed emergency plan for freight as a part of the natural disaster emergency plans in Australia.

HEAVY VEHICLE NATIONAL LAW DISASTER 2021 saw the Heavy Vehicle National Law reform process become derailed by the publication, by the National Transport Commission, of the review findings, which met with nationwide opposition and were subsequently dropped.

The ATA has come up with an alternative draft law which was presented

David Smith, ATA Chair.

to both government and the industry before the conference. Michael Deegan, the recently appointed ATA CEO came to the lectern to take questions on the proposal.

“This is a fundamental policy reset for the industry,” said Michael. “We heard before, about, how the government and the community should be educated about transport, and these are some proposals about how they might work.

“The ATA board and the council have agreed that we’ll get on the front foot, get off the back foot and start hitting this ball over the boundary. What’s been fascinating for us generally and for the ATA Board has been the incredible level of interest from the public sector in what the ATA has proposed.

“The NTC have come to us and said, ‘thank God, you’ve saved the debate’. They’re frustrated with the jurisdictions, the jurisdictions are frustrated with the NTC and we’re frustrated with the NTC. The jurisdictions are just going round in circles. The other part, the magic part of this has been the enormous support from all sectors of the industry. All of the ATA member associations, all of their suppliers, customers and others saying it is time that we changed this.”

INDUSTRY ISSUE

FRESH CHALLENGES AHEAD New governments can be exciting, with a sense of optimism and fresh ideas to tackle Australia’s big challenges, writes Davis Smith, ATA Chair. And the trucking industry has plenty of challenges! The ATA is committed to engaging with the Albanese government to work through them.

T

he lead item on the agenda is the Australian Trucking Association’s proposed federal Road Transport Act which aims to break the impasse in the National Transport Commission’s review of the Heavy Vehicle National Law, says David Smith, ATA Chair.

The ATA has proposed a sensible alternative policy which we urge the new federal government to adopt.

There are many other issues on the agenda, including cleaning up the road infrastructure space. Labor has committed $80 million to new rest areas and the trucking industry is keen to work with the government on the new rest areas program. We believe proper rest areas are vital if we’re to achieve the ATA’s target of zero deaths and zero injuries.

Another issue looming on the horizon is the supply of AdBlue. While the previous government secured adequate supplies through keeping Incitec Pivot open, the plant is still scheduled to close at the end of this year. This will leave Australia competing with far bigger players for AdBlue supplies on the world stage.

We’ve had one very near miss with AdBlue and the government can’t afford to get this next step wrong.

A key agenda item is driver shortages which are a very real threat to the trucking industry.

Australia will need thousands of extra truck drivers by 2025, but we are already short of drivers and other logistics workers. Trucking operators compete with every other industry for the same people, but are held back by poor licensing standards and an enforcement system that

punishes drivers for making minor paperwork errors.

We will work with the government to tackle this issue, with proposed solutions including: better facilities to attract more women drivers; greater diversity; competency-based training and ‘blended’ apprenticeships with specialist modules; better government funding for training initiatives; protecting drivers from pernicious law ‘enforcement’; driver-to-driver mentoring and flexible job design.

We will also engage with the government on ways to strengthen Australia’s fragile supply chain, including the right infrastructure to keep our regions connected and our

cities moving. We will recommend an end to the broken road access approval system and the scrapping of onerous work diaries.

Our message to the new government is clear. It’s time for strong and decisive leadership. The ATA looks forward to working with the government and achieving real wins for our industry.

YOU CAN CHECK OUT A SLIDE DECK ABOUT THE DRAFT ON THE ATA WEBSITE

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INDUSTRY ISSUE

STRENGTHENING AUSTRALIA’S ROAD NETWORK The National Heavy Vehicle Regulator manages the access of heavy vehicles on Australia’s road network to ensure a safe, efficient and sustainable industry. The NHVR explains just how the Strategic Local Government Asset Assessment Project is progressing.

U

nder the Heavy Vehicle National Law, local government road managers must consent to heavy vehicle access for their road network, based on vehicle, travel and road conditions.

With more than 24,000 local government-owned bridges across Australia, understanding every single structure’s condition and access capability is time consuming and costly.

In 2019, we received $7.96 million in grant funding from the Federal Government to establish the Strategic Local Government Asset Assessment Project (SLGAAP).

The SLGAAP delivers funded engineering assessments of bridges and culverts to road managers, giving them a more comprehensive understanding of their road asset to better inform decisions relating to their heavy vehicle network.

In Phase One of the project, close to 400 assets were assessed across 74 councils.

In many cases, local councils started the assessment process unsure about approving access for heavy vehicle types to travel across their asset; however by the end, they confidently granted pre-approval for select classes of heavy vehicles.

This has resulted in a number of great outcomes for operators and councils, with access opening up over previously underrated assets, enabling drivers to use shorter, safer routes. Road managers and operators were also able to save time, while maintaining safety and infrastructure outcomes.

Based on the success of Phase One, SLGAAP received a further $12.1 million from the Federal Government in 2021 to continue the project for three years. We expect over 1,000 assets to be completed over the course of the project.

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INDUSTRY ISSUE

PROJECT OUTCOMES

Nominations for Phase Two are now open and we are encouraging local councils to apply for their assets to receive funded engineering assessments.

Nominations can be submitted through the NHVR Portal.

During this Phase, we will prioritise assets located on key freight routes that deliver whole of network journey outcomes.

Another component to Phase Two is the introduction of the concept of ‘bridge families’ to support safe and efficient heavy vehicle movement.

A ‘bridge family’ approach is where similar assets are grouped by age, construction material and type. The capability of one asset can be applied to each asset in the same group to analyse access across each asset within the group.

Using bridge families will enable road managers to use their network in a costeffective way.

Another functionality we’re close to delivering is an Asset Rapid Assessment Tool (ARAT) that will enable road managers to enter in specific details of a

vehicle requesting access and compare it to a reference vehicle. This will generate bridge assessment results in minutes.

We have collaborated with a small cohort of councils to test and provide feedback on the ARAT functionality, and I am excited to launch the tool soon.

Through our National Spatial Program, all road managers will be able to better plan, manage and publish their heavy vehicle networks and supporting road asset data in the NHVR Portal. The platform will provide access to a comprehensive national database of road and bridge asset conditions.

As you can see, we are on the cusp of unlocking more capabilities to deliver further tangible, efficient benefits for road managers and industry.

FOR MORE INFORMATION ON SLGAAP

· C ompleted 394 bridge assessments and related engineering reports · Assessed 112 vehicle configurations across selected assets · Worked with 74 councils to better understand their asset capacity · Developed a prototype Asset Rapid Assessment Tool · Development of resources for road managers, including Asset Assessment Framework in the Road Manager Toolkit · Updated data for 1134 assets in the NHVR Portal Digital Asset Management (ongoing) Phase Two selection and prioritisation criteria · Freight and land use connectivity · Regional network access · Heavy vehicle demand or traffic composition · Functional classification or road hierarchy · Lifeline function · Strategic alignment Phase Two priorities · Identifying assets on key routes for whole-of-journey network improvement · Undertaking targeted asset assessments · Developing a framework for bridge family assessment · Progressing Asset Rapid Assessment Tool functionality in the NHVR Portal · Delivering additional road manager education and training

www.powertorque.com.au

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GOING GLOBAL

NOT CONVINCED IT’S THE SILVER BULLET PowerTorque’s European Correspondent, Will Shiers, gets behind the wheel of an electric 30-tonne Volvo, but while it’s good to drive, he’s not convinced it’s the silver bullet.

I

understand the merits of electric cars, and in fact, confess to rather enjoy driving them. In fact, I’m even coming around to the idea of using batteries to power urban distribution vehicles.

However, when it comes to heavy trucks, it’s going to take a lot to convince me that electrification is the way to go. To put it simply, we already have a

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great power source for covering greater distances at higher weights, it’s called diesel! It’s well-proven, efficient, relatively cheap, readily available and in Euro 6 guise, incredibly clean too.

But European legislators are determined to wean us off it, and quickly too. The European Union has set stringent emissions targets for heavy-duty vehicles, demanding that new trucks produce

15 per cent less emissions by 2025 and 30 per cent by 2030. And if truck makers fail to comply, they face hefty fines. So, not surprisingly, almost all of them now offer at least one zero tailpipe emissions model.

Volvo Trucks is one such company to embrace battery power, electrifying its entire truck range from 16.7 to 44 tonnes, and declaring itself the industry

GOING GLOBAL

“SVERKER EXPLAINS THAT MANUFACTURING A ZERO TAILPIPE EMISSIONS TRUCK WILL PRODUCE MORE THAN 60 TONNES OF CO2, WHICH IS DOUBLE THE AMOUNT PRODUCED WHILE MAKING AN EQUIVALENT DIESEL TRUCK.”

The FL Electric and FE Electric are already in production.

leader in zero tailpipe emissions commercial vehicles in the process.

The FL Electric and FE Electric (16.7 to 27 tonnes), which are already in production, will soon be joined by regional haul and construction sector offerings. First in the heavy-duty line-up are battery-powered 4x2, 6x2 tag-axle and 6x4 prime movers, which go into production this autumn. Next will be the FM, FH and FMX 4x2, 6x2, 6x4, 8x2 and 8x4 Tridem rigids, which arrive in February 2023. They are built on the same platform as their diesel and gas-powered

counterparts, and will roll off the same production line at Volvo’s Tuve factory in Gothenburg, Sweden.

The newcomers will use two or three electric motors, giving a combined power of up to 490kW (666hp). Unlike the FL and FE Electrics, which are built in France and use the same two-speed gearbox as their Renault Trucks siblings, they will feature a 12-speed I-Shift transmission.

This has been developed specifically for electric operations, featuring a unique new gear shifting strategy.

In addition to numerous axle

configurations (the only notable absence being a conventional 8x4 which lacks the required space on the chassis to accommodate the batteries), there are extensive wheelbases, ranging from 3,800mm to 6,700mm. Volvo has also developed three different PTOs, one electric (40kW), one electromechanical (70kW) and one gearboxmounted (150kW).

To begin with, the trucks will be offered with a choice of five or six 90kWh batteries. When the rigids are launched, they can be specified with anything

www.powertorque.com.au

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GOING GLOBAL

from two to six batteries, depending on application and wheelbase.

The lithium ion batteries, which are Volvo Group’s own design, feature Samsung cells. They weigh 500kg each, and are being built at Volvo’s Ghent, Belgium factory. Meanwhile the FL and FE Electric trucks will continue to use batteries bought in from

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POWERTORQUE July/August 2022

an external supplier.

Sverker Åsemyr, Electromobility Customer Application Manager, Product Management at Volvo Trucks, tells me battery technology has improved considerably since it produced its first electric trucks in 2018. “We have doubled the amount of energy in the same space in four years, increasing from 44kW to 90kW,” he explains.

Volvo offers two charging alternatives, AC at up to 43kW and DC up to 250kW. Overnight AC charging takes between nine and 10 hours, whereas DC rapid charging takes just two hours from empty to full.

Volvo says the range is dependent on a number of different factors, including tyres, topography, traffic conditions, weather, battery ageing and driving style, but is confident that a 4x2 FM Electric with a 30-tonne GCW, will typically manage 300km on a single charge. Sverker is confident that this range is sufficient for many applications, estimating that 60 per cent of Swedish trucks travel less than this every day.

Volvo’s entire line-up of electric trucks can be ordered today in Europe, with delivery times ranging from late 2022 for prime movers, to March 2023 for all rigids. However demand will vary considerably from country to country, and will depend on numerous factors

GOING GLOBAL

including local financial incentives (because at roughly three times the cost of a diesel-engined truck they certainly aren’t cheap) and taxes on fossil fuels. What’s more, Volvo is keen to point out that electric trucks are better suited to some markets from an environmental point of view.

Sverker explains that manufacturing a zero tailpipe emissions truck will produce more than 60 tonnes of CO2, which is double the amount produced while making an equivalent diesel truck.

However, he says this can be counteracted within the first year (100,000km) on the road, but only in countries that produce a high proportion of their electricity from renewable sources (wind/hydro/solar). At the other A 12-speed I-Shift transmission has been end of the scale, if a country burns lots developed specifically for electric operations. of coal to make electricity, it will never catch up. In other words, while there heavily on coal, like Indonesia for will be a reduction in air pollution at example, that probably isn’t the best a local level, it’s a different story from market to buy battery electric vehicles, a climate perspective.

IKON-card-FRONT.pdf 1 12/05/2021 3:24:48 PM PM IKONPCARD-FRONT1.pdf 3 12/05/2021 2:51:16 because it would actually be worse for “So if you’re in a market that relies

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A quick search on Google tells me that in 2020, just 24 per cent of total

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GOING GLOBAL

electricity generation in Australia was from renewable energy sources. To put this into perspective, Norway, which is embracing zero tailpipe emissions vehicles, is currently at 98.4 per cent according to the Global Energy Statistical Yearbook.

With this in mind, Volvo Trucks believes internal combustion engines will have a future to 2050 and beyond (most likely running on biogas), their popularity varying from market to market.

“All three technologies - battery electric, internal combustion and hydrogen fuel cell will happen,” adds Sverker. “The question is, how big will their various shares be?”

SPEC PANEL Model: Volvo FM Electric 4x2 tractor Cab: High Sleeper Cab Motor: 3x motors, 490kW total power Gearbox: I-Shift 12-speed Batteries: 6 batteries 540kWh total Range: 300km Wheelbase: 3,900mm

TEST DRIVING THE ELECTRIC VOLVOS ON THE ROAD On a recent trip to Sweden I spend some time behind the wheel of a Volvo FM Electric 4x2 prime mover, which is running at 30 tonnes.

My first observation is that it looks very similar to its diesel-powered equivalent, and indeed is built on the same line. There are a few external design tweaks, and of course the dashboard features different dials and gauges. Although it’s a prototype, the fit and finish is excellent.

Acceleration is incredibly smooth, and I have nothing but praise for the 12-speed I-Shift transmission. It starts in seventh gear, and block changes with such speed and precision that I barely notice the shifts. There is a manual override facility, but it’s far more sensible just to let the electronics do their thing.

The weather during my drive is best described as inclement, yet from the cab it sounds like I’m battling my way through a force nine gale. It’s not that the cab’s sound deadening is any worse, just simply that the electric driveline is so quiet that the

70

noise of the wind and rain is considerably more noticeable now.

Regenerative braking is controlled by a steering column stalk, where ordinarily the engine brake would be located.

There are three settings, the first of which is auto. In this mode, the regenerative braking kicks in just as soon as I lift off the accelerator. This results in one-pedal driving, which lends itself perfectly to the urban environment.

The next setting is zero, which knocks out the regenerative braking completely, allowing the truck to coast for long periods of time, switching back to auto when it’s time to bring it to a gradual halt. The final stage is full braking, which is more powerful than the auto mode.

Although the regenerative braking is incredibly intuitive, Volvo stresses the importance of proper driver training, claiming that a bad driver can shorten a truck’s maximum range by as much as 20 per cent. With this in mind it will be providing one day’s tuition with every electric truck sold.

As anyone who has driven a hybrid car

will confirm, when it’s running in pure electric mode, you’re conscious of the range, often resulting in a lighter use of the accelerator. But once the combustion engine kicks in, there’s far more tendency to put your foot down.

Well it’s exactly the same driving a battery-powered truck, which instinctively lends itself to a relaxed driving style.

And because you have maximum torque from standstill, you still make decent progress even with a light foot. Of course I do give it a bit of welly too, and romp up one particular hill, making it difficult to believe that I’m in a 30-tonne vehicle.

I envisage this truck leaving some FH16 drivers red-faced!

Volvo is confident that the move from diesel to electric is going to help alleviate Europe’s driver shortage, helping to attract young blood into the industry. And having spent an hour behind the wheel of this, I reckon it could well be right. In fact, and I never thought I’d say this, but for some back-to-base operations, where range isn’t an issue, perhaps it could even be a viable alternative to diesel.

POWERTORQUE July/August 2022

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TECH KNOW

THE FIFTH DIMENSION Safety, stability, improved turning radius and ease of coupling and uncoupling are among the many benefits of a truck’s fifth wheel, but this vital component requires regular maintenance to continue operating safely and effectively.

T

here aren’t many components on a modern truck that can trace their lineage back to horse-drawn carriages of the mid-1850s, but that’s the case with the fifth wheel, which was adapted for motor vehicles in the early 1900s.

These days it’s near impossible to imagine life without the ease of coupling and uncoupling, not to mention the stability and manoeuvrability afforded by this device. But as handy and ingenious as the fifth wheel is, it is not a set and forget component. Far from it, because the fifth wheel is the key point of contact between your rig and trailer, so bears the brunt of the loads you haul, day in and day out.

For this reason, regular and thorough fifth wheel maintenance is essential, to avoid annoying and costly hitching problems, or worse still the nightmare scenario of a trailer disconnecting and becoming a potentially lethal object.

Performing basic regular maintenance

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POWERTORQUE July/August 2022

“AS CHAIN OF RESPONSIBILITY LAWS BRING HEIGHTENED FOCUS ON QUALITY COMPONENTS AND MAINTENANCE SCHEDULES, IT IS IMPERATIVE THAT FIFTH WHEEL MAINTENANCE IS CARRIED OUT REGULARLY ON YOUR TRUCK AND TRAILER FLEET.” will help ensure your truck’s fifth wheel remains in good and serviceable condition, and that your fleet continues to run at optimal efficiency.

To find out best practices when it comes to fifth wheel maintenance, we have approached one of the biggest manufacturers, SAF-Holland, for some tips on how to look after your fifth wheel.

In the case of SAF-Holland fifth wheels, it is recommended that maintenance is performed every three months or 50,000km, whichever comes first. The first step in any maintenance procedure is to thoroughly steam clean

all components to remove as much of the old dirt, grease and debris as possible.

Once the fifth wheel has been cleaned up, inspect the mounting and assembly.

Check the fastener torque and look for any bent, worn, broken or missing bolts and other parts. Replace any missing or damaged bolts using genuine SAF-Holland parts available from your nearest PACCAR Dealer, or visit paccarparts.com.au.

Check the operation of the locking mechanism by opening and closing the locks with an SAF-Holland Kingpin Lock Tester. Ensure that the nut and washer

DIESEL WORKSHOP

fit snug against the fifth wheel and that the mechanism locks completely closed around the kingpin.

Once that’s done, use a water-resistant lithium-base grease to grease the trailer

contact surface and the bracket supports, as well as the grease nipple for the locks. Remember to also lubricate the cam track and pivot with a light oil or diesel oil. On sliding fifth wheels, spray a light oil or diesel oil on the rack and slide path.

The next step is to check your fifth wheel slide adjustments. To do this, first position the truck and trailer in a straight line on level ground, then lock the trailer brakes. Release the slide locking plungers, either via the air operated switch in the cab, or the manual release lever on the fifth wheel.

Visually check that both plungers are fully extended. If the plungers do not release, raise the trailer to relieve pressure on the plungers. This will allow the fifth wheel to slide more easily. Slowly drive the truck forward or backward to position the fifth wheel.

Re-engage the slide locking plungers and verify that both plungers have fully engaged.

Remember to avoid using any fifth

wheel that is not operating properly. If there is a problem with any aspect of your fifth wheel, contact your nearest PACCAR Dealer for advice.

As chain of responsibility laws bring heightened focus on quality components and maintenance schedules, it is imperative that fifth wheel maintenance is carried out regularly on your truck and trailer fleet. The PACCAR Part Dealer network are experts in trailer maintenance, and many are accredited through quality suppliers like SAF-Holland.

Special thanks to Phil Crosbie, National Aftermarket Manager at SAF Holland Australia who imparted his knowledge to assist with this article.

FOR MORE INFORMATION ON PACCAR PARTS, SCAN THE QR CODE.

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TECH KNOW

KEEPING YOUR FIFTH WHEEL IN PEAK CONDITION It is sometimes assumed that the fifth wheel is a ‘set and forget’ component, but in actual fact it should be inspected, lubricated and, if necessary, adjusted at least every three months or 40,000km, whichever comes first.

I

t stands to reason that the fifth wheel, the device that connects a semi-trailer or trailer combination to the prime mover, should be front-of-mind for truck operators in the interests of safety for themselves and other road users.

As such, a regular service and inspection regime is critical to ensure smooth and safe operation. Possessing a robust and durable design, with a small amount of care and attention the average fifth wheel will last for many years. Of course, units operating in harsh outback conditions on dusty roads will require considerably more attention than those working under ideal conditions, such as interstate highway running.

Unlike earlier ‘greasy plate’ units, modern fifth wheels are available with replaceable non-metallic inserts on the plate which negates the need for lubrication. However, lubrication between the king pin and jaw is still vital and is done either manually via the grease nipple on the side of the plate or by an automatic greasing system.

Since the kingpin and jaw bear the articulation and acceleration forces between the prime mover and trailer, over time wear will occur in these

Two 24mm spanners are used to loosen the locknut and adjusting bolt located on the side of the plate.

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POWERTORQUE July/August 2022

components, necessitating adjustment to take up the slack.

As National Training Manager for JOST Australia and having started his career as a truck mechanic, Bob Martin knows a thing or two about keeping fifth wheels in tip-top shape.

Bob explains that the checking and adjustment procedures for JOST’s most popular fifth wheel ranges, the JSK36 and JSK37, are relatively simple, and best accomplished using two JOST service tools.

The first tool incorporates a pseudo kingpin which the jaw locks onto, simulating a coupled status.

“It’s important to ensure the tool is sitting squarely on the plate, which means on top of the greaseless inserts at three points, if these are fitted,” says Bob. With the tool installed, two 24mm spanners are used to loosen the locknut and adjusting bolt located on the side of the plate, with the bolt then unscrewed several turns until it’s loose.

“This allows the locking bar to come all the way in against the lock jaw,” says Bob. The next step involves turning the adjusting bolt clockwise by hand until resistance is felt, which means the bolt has come into contact with the end of the lock bar.

“From that position we wind the adjusting bolt in a further one-and-a-half turns, then hold the bolt with one spanner and tighten the locknut with the other,” says Bob, adding that this is the end of the jaw adjustment procedure.

The other fifth wheel maintenance tool that JOST has developed is the jaw checking tool which allows the technician to determine if the jaw has worn to the point where it needs to be replaced. It is a double ended tool with one end suitable for the JSK36 and the other for the JSK37.

“The idea is that if the gauge slips over the jaw then the jaw is worn out

The jaw checking tool which allows the technician to determine if the jaw has worn to the point where it needs to be replaced.

A pseudo kingpin which the jaw locks onto, simulating a coupled status.

and must be replaced,” says Bob. “With the fifth wheel in the locked position, we push the jaw forward and try to fit the tool onto the jaw in the rear most position which is where the wear occurs. If the tool doesn’t slide onto the jaw then it is still in a serviceable condition.”

SCAN THIS CODE FOR MORE INFORMATION

TECH KNOW

COMPOSILITE STEERABLE REAR SUSPENSION WHEEL ALIGNMENT The Hendrickson COMPOSILITE steerable lift-axle suspension system is engineered for enhanced durability and performance.

Checking Stabiliser Length.

A

lthough the engineering on the steerable lift-axle suspension system means that little is required other than regular lubrication, fastener and component inspection, there are events too consider. Suspension damage, component replacement or excessive tyre wear may necessitate carrying out a toe in wheel alignment.

(Caution: Ensure that the vehicle manufacturer’s safety instructions are followed when working on the vehicle.)

INSPECTION Cleaning the lift axle and tie rod prior to the inspection will improve the ability to inspect the condition of structural components. Ensure inspection is carried out on flat level surface.

Note: Do not grease the tie rod assembly before performing the inspection because the grease may mask any actual wear.

Drop lift axle and drive the vehicle one to two metres straight ahead, ensuring the axle is on a straight-ahead path. Allow vehicle to roll to a stop (do not apply service brakes) and then set parking brakes.

Turn engine off and chock the wheels on the axles other than the COMPOSILITE axle.

Raise the lift axle and support with jack stands.

On both the left- and right-hand side

Checking Tie Rod Ends.

of the COMPOSILITE axle, measure the distance from outboard bolt head of the stabiliser to inboard bolt head of the stabiliser. If both measurements are not within 13 mm of each other it may be necessary to replace the coil-over steering stabilisers.

Check for damage, cracking or tears in the tie rod end boots. Replace the entire tie rod end if a boot is damaged.

Check that the tie rod end nuts appear tight and secured with a split pin.

Position yourself directly below the tie rod end. Using both hands, grab the tie rod as close to the tie rod end as possible. Apply hand pressure with reasonable effort vertically up and down in a push-pull motion several times (using approximately 20 to 40kg of force). Check for any movement or looseness at both tie rod ends.

If there is any noticeable movement in the tie rod assembly, install a magnetic

Remove alignment equipment and wheel chocks.

based dial indicator on the Ackermann arm and measure vertical movement.

Replace tie rod if there is more than 1.5mm in movement using the same force as in previous step.

Check that grease nipples are installed and in serviceable condition. Replace any damaged grease nipples with new ones.

Lubricate suspension, including tie rod ends, once inspection is complete.

Remove jack stands and lower the lift axle with the ride air springs set to the recommended operating pressure.

ADJUSTMENT Using suitable equipment, measure suspension toe in and compare to specification.

Specification: Toe In, 1.6 to 3.2mm (1⁄16” to 1⁄8”).

If it is not within specification, loosen the tie rod clamp fasteners on both ends and rotate the tie rod to achieve the recommended toe-in specification. Tighten the tie rod clamp bolts to 70Nm (52 ft. lb), ensuring clamp position will not foul lower shock mount at full wheel cut.

SCAN THIS CODE FOR MORE INFORMATION

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75

TECH KNOW

THE NEWS MAY BE BROADCAST FAR AND WIDE,

BUT IS THERE ANY NEWS ON WIDER?

There is an old saying that only bad news makes the headlines. The Australian Trucking Association’s Chief Engineer, Bob Woodward says it’s time that road transport operators received some good news, and that good news would be better width options.

A

ustralia frequently promotes that it wants to be an international player.

There are no pin-type tow couplings manufactured locally, truck and trailer EBS systems are imported. Many of the Australian Design Rules are either adapted from or accept European Regulations as alternatives. At the same time, on the international scene, the development of higher productivity combinations Australia is an international leader.

Vehicle dimensions, especially width, have been a contentious issue for many years. Allowable heavy vehicle width varies around the globe, but typically the upper limit is 2.6metres without permit and/or some level of operational concession.

The Australian Government should adopt a proposed option, the ATA has produced, to increase truck and trailer width to 2.6 metres (plus exemptions).

While some trailer manufacturers argue that changing to an international standard will open the doors to the international trailer market, those international manufacturers are already here.

Many high productivity vehicles have been developed in Australia, but in the trailer space it is not just about width. It is also about height, length, and standardised components (suspensions, axles and brakes and lighting) and then there is the all-important consideration of Aussie operating conditions.

If you don’t make if tough, our roads and operating environment will break

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POWERTORQUE July/August 2022

“WHILE SOME TRAILER MANUFACTURERS ARGUE THAT CHANGING TO AN INTERNATIONAL STANDARD WILL OPEN THE DOORS TO THE INTERNATIONAL TRAILER MARKET, THOSE INTERNATIONAL MANUFACTURERS ARE ALREADY HERE.” it. For international manufacturers supplying trailers to the Australian market, there is much more required than simply to build to the regulations.

Over the years, more than a couple of overseas manufacturers have arrived with a splash of glitter and glamour and then silently departed. I have been involved in specifying and working through the design and manufacture of specialist trailers locally. I have also rebuilt for import various forms of trailers from international manufacturers and it’s not a simple process. Yes, it is doable, provided all the parties involved understand the game rules and recognise that a maximum dimension is in fact a maximum.

The width issue is not just about trailers. Here in Australia we have to take technology from global manufacturers. Increasing safety features and emission benefits come from international suppliers who are looking to design and manufacture to international dimensions.

Euro 6 trucks and prime movers will increasingly utilise the dimensions limits more broadly available internationally, they will adapt to supply a majority market. Australia is

about one per cent of the international heavy truck market, if we don’t adopt wider truck rules, then updated emissions standards and other safety technology benefits may not be readily available, at an economic price.

On prime mover pricing we are already behind the eight ball, with the majority markets being left hand drive. International design platforms all need to be converted to right hand drive.

The bigger question here is this: is Australia genuinely serious about being internationally competitive?

Let’s break the mould, do it once and do it right the first time. The ATA’s 2.6metre width policy proposal is good for safety, and good for Australia.

This part one of a two part examination of the vehicle width issue.

In the next issue of PowerTorque, Bob examines the benefits of moving to a 2.6 metre width rule in Australia.

SCAN THIS CODE FOR THE RELEVANT ATA TECHNICAL BULLETIN

COLD CHAIN

An Example of Compromised Airflow.

An Illustration of Good Airflow in a Trailer.

AIR FLOW CAN BE TRICKY Mark Mitchell, Chairman of the Australian Food Cold Chain Council (AFCCC), explains the issues around the way a refrigerated load is loaded, and its effect on the efficiency of the refrigeration.

F

ood carriers might have the best refrigeration system for their transports, but its efficiency will be compromised unless those who pack the truck understand the principles of packaging, packing, stacking and wrapping.

These are four very different things, but any one of them can be responsible for blocking airflow sufficiently to negate convection and introduce conduction.

What does this mean? Good air flow, created by the refrigeration unit in a truck, trailer or intermodal container produces heat convection, or heat transfer, and this is crucial for maintaining Pallet Stacking Problems.

product temperature in transport. The convection in a loaded container under refrigeration occurs within the air, as it travels in the gaps between pallets and the wall. This moving air is removing heat from the environment, via convection.

Most cold chain foodstuffs are typically carried in boxes, stacked on pallets. But unless these loads are strapped down so that they don’t move and block air flow, the product can’t be expected to be maintained at a compliant temperature.

The minute an untied stack of boxes on a pallet collapses and part or all of the load touches the wall of the truck, thereby closing any gap, convection disappears,

and conduction takes over. The heat coming through the wall is conducted from the outside environment, through the wall and into the stock. The stock becomes the victim of heat conduction.

You don’t need a lot of air flow for efficient forced air convection. As long as there are gaps between pallets and between pallets and the walls, convection as low as half a metre a second is good enough. So some air flow is better than no air flow.

If there is no air movement, such as the free air or inadequate forced air that is typically found down the back of the trailer in a poorly stacked load, this means that this stagnant air is not being returned to the refrigeration unit, so obviously, the refrigerating effect must be diminishing.

Packaging can make or break the cold chain. As the food’s first point of contact, proper packaging is essential if the integrity of the food is to be maintained.

But this is a separate issue, to be discussed in more detail in future issues.

SCAN THIS CODE FOR MORE INFORMATION

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FY SERIES

certified

BUILT FOR TOMORROW, DELIVERING TODAY. THAT’S THE HINO

TRUST HINO TO BRING YOU HOME.

Why choose Hino to be your reliable transport solution provider? Our commitment begins by drawing on 80 years of design

innovation and experience globally. We build every new model on the time-honoured principles of Quality, Durability and

Reliability. We continue to set the standards for safety, performance, efficiency, and comfort, while harnessing technology

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that can help make sustainability a reality. We then promise to be your long term business partner through Hino Advantage, by offering a suite of business solutions aimed at reducing costs and minimising downtime. So, no matter how you’re

driving Australia forward, we have the heritage, ongoing support, and next generation of transport solutions available to help bring you home. You can trust Hino to deliver, now and into the future. Visit hino.com.au