www.truckandbus.net.au Issue 119 2018
$8.95 incl. GST
STAR SPANGLED BANGER MACK SINGING TO AN
ALL NEW TUNE
9 772206 149012 >
SCANIA’S NEW GENERATION ARRIVES HERE LAST RITES FOR LOUISVILLE? THE BUSINESS OF RACING – FLAT CHAT; WILL HORIZONTAL DONKS MAKE A COMEBACK – TOYOTA HILUX COMPANY CAR
NEW ISUZU N SERIES WITH TORQUE
THE TRUCK FO
NEW ISUZU N SERIES
models* that can be driven on a car licence
This latest TC-AMT has been designed for Australian
THE INTELLIGENT TRUCK
now feature a new Torque Convertor
driving conditions, incorporating revised gear ratios
Automated Manual Transmission (TC-AMT),
and a kick-down control switch on the accelerator
Just because you need a truck doesn’t
making them a whole lot more responsive
which means when you put your foot down, the truck
mean that you want to feel like you’re
and sharper off the mark. In fact, you could
automatically selects a lower gear for more controlled
driving one. So most of Isuzu’s new N Series
forget you’re driving a truck at all.
exits from roundabouts, corners and intersections.
*Most NLR, NNR models up to 4,500kgs GVM. #Available most models. F•S•A/ISZ11098
The other advantage of the AMT is that while
comes standard with Isuzu’s Digital Audio Visual
To find out more about the new N Series, head to
it’s still a two pedal operation you can choose to
Equipment (DAVE) unit, ready for sat-nav and telematics
isuzu.com.au or visit your nearest Isuzu Truck Dealer.
shift gears manually or drive it like an automatic,
at extra cost. And to keep you safe, there’s four-wheel
offering both good fuel economy and reduced
disc brakes#, side intrusion bars, driver and passenger
airbags and Isuzu Electronic Stability Control (IESC)#.
The smarts don’t end there, though. The N Series
So now your choice of new truck is too easy!
CONTENTS CONTACT DETAILS
PO Box 7046 Warringah Mall NSW 2100
14 GENERATION NEXT
www.truckandbus.net.au firstname.lastname@example.org Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews Follow us on Facebook at Truck and Bus Australia
Publisher Jon Thomson email@example.com Editor in Chief Allan Whiting firstname.lastname@example.org Art Director Fiona Meadows kududesign.com.au Advertising Sales Zara Kilfeather Mob: 0404 883 249 email@example.com Editorial Contributors Barry Flanagan, Mark Bean, Glenn Torrens, Peter Barnwell
Close to 18 months since it was unveiled in Europe Scania has launched its new truck generation range down under. still recognizably Scania, but with smoother lines, the NTG range boasts new cabs, engines, and upgraded transmissions and the new truck impressed the editor on a preview run from Melbourne to Sydney.
22 THE STAR SPANGLED BANGER
The Star Spangled Banner is a cornerstone of US patriotism, it is an anthem which is sung at every opportunity and goes to the very core of America’s national identity. Mack has named its latest on highway truck the Anthem and for the Volvo owned US truck maker it is a very important vehicle that has the potential to refocus the brand and to bring added sales, both in America and here in Australia. We visited the USA recently to take a closer look at this new Star Spangled Banger.
28 THE LAST GREAT mid-AMERICA TRUCK SHOW?
The once great Mid-America Truck Show in Louisville, Kentucky was but a shadow of its former self when it opened its doors in late March, the victim of a crowded show market and the arrival last year of the European IAA run North American Commercial Vehicle Expo in Atlanta. TTA was at the show to report on the latest in US trucking.
36 THE BUSINESS OF RACING
There has been an explosion of support by truck companies for racing categories and teams. TTA takes a look at why its so attractive for heavy transport manufacturers and why they are embracing racing. We focus on Charlie Schwerkolt’s Preston Hire Team 18 and its support from Hino.
42 BEEF IT UP
Carting cattle is specialised and for one young businessman on the NSW North Coast, a background in farming and a desire to be involved in agriculture has seen him bite off a big chunk of meat in the form of buying a livestock carting operation and to chew like crazy to make it work. TTA takes a look at Jakeb Duffy and his livestock haulage business.
46 FLAT CHAT
The dual goals of meeting tight emissions standards and improving fuel consumption have seen some engine development companies look to designs of the past for inspiration. One such engine is at the production evaluation stage in the USA. Editor Whiting takes a look at the concept and the prospects.
50 ASSAULT ON BATTERY
Many industries are interested in zero-pollution electric vehicles – particularly underground mining – and the ubiquitous LandCruiser ute is an obvious candidate for electrification, Allan Whiting reports.
56 NEW PICK-UP LINES
The Yanks flirted with hybrid pickups in the early 2000s, but dropped the concept after the GFC, when fuel prices fell. However, the hybrid may be on its way back, as Allan Whiting reports.
60 COMPANY CAR: TOYOTA HILUX Transport & Trucking Australia is published under licence by Transport Publishing Australia. and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia. All material contained herein including text, photography, design elements and format are copyright and cannot be reproduced by any means without the written permission of the publisher. Grayhaze Pty.Ltd. is a member of the Copyright Agency Limited (1800 066 844). Editorial contributions are welcome for consideration. Contact the Editor or Publisher for guidelines, fees and level of interest. All unsolicited manuscripts must be accompanied by a stamp, addressed envelope for their return. We will not be held responsible for material supplied electronically. Proudly printed in Australia
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Toyota is a behemoth of a company and its HiLux is one of its many strengths in Australia. The HiLux finished 2017 as Australia’s top selling automobile of any class. Australia it seems loves a ute, we sample the latest top of the range HiLux to see why it is so popular.
DEPARTMENTS 04 BACK TRACKS
Musings from the Editor
06 HIGHWAY 1
News and info from all over
Paul’s latest advice on finances
HINO 500 SERIES WIDE CAB. WITH A GAME CHANGING ACTIVE SAFETY PACKAGE. THAT’S ANOTHER HINO
VEHICLE STABILITY CONTROL - STANDARD
The Hino 500 Series Wide Cab redefines what to expect from comprehensive vehicle safety in the medium duty truck category. In an Australian-first for this class, Vehicle Stability Control is now fitted as standard across the range. Another class-leading active feature is the standard inclusion of a reverse camera. The Hino safety package also includes ABS, traction control, driver SRS airbag, ADR84/00 Front Underrun Protection System (FUPS), Easy Start, Cruise Control and Fog Lamps. All that’s on top of the 500 Series’ unrivalled build quality, safety features, driver comfort, and innovative range of Hino Advantage business support solutions. The Hino 500 Series Wide Cab. It’s a game changer! Visit hino.com.au
ALLAN WHITING THE ELECTRIC ALTERNATIVE BECOMING A REALITY
he media is full of electric vehicle stories these days, but a great deal of the hype is just that – hype. Sure, there are initiatives such as Fuso’s eCanter that is already in limited production in Europe and Wrightspeed’s extended-range waste collection trucks that are being built in California, but they’re not in showrooms. You can buy several models of electric cars off the shelf – China makes more than the rest of the world’s production combined - but there are no volumeproduction electric trucks. Every major truck maker and some engine makers have prototype electric vehicles, but production isn’t committed at this stage. Looking at the two production vehicles that are available gives us a clue as to why there aren’t more offerings yet. The eCanter is being evaluated by selected fleets and is restricted to short-haul work by its very limited operating range. The Wrightspeed waste trucks are mainly converted Macks and aren’t true electric trucks, because they rely heavily on a turbine electric generator that aids regeneration in keeping the batteries charged. The system is designed for waste collection and justifies its considerable cost by the savings in fuel and brake maintenance it brings to this traditionally high-cost operation. What of the touted linehaul trucks being predicted by Tesla and Nikola?
The best engineering assessment I’ve read on these machines was done in April 2017 by US engineer, Randy Carlson, on the seekingalpha.com website. His conclusion was that the only way an electric linehaul truck could be viable was with a battery-swap system. His projected electric truck used a hollow box-girder chassis that allowed battery swaps to be carried out through the front of the vehicle. Interestingly, most major truck makers have gone cold on the idea of hybridelectric heavy trucks and the consensus seems to be that the slightly smaller diesel component would be almost as expensive as that of a straight-diesel truck, with the added cost and weight of a hybrid driveline, for only modest economy gains. At the lower end of the market hybrids are getting much more attention and we have a story in this issue on RAM’s forthcoming hybrid pickup. Small diesels are dirty words in Europe, the USA, Japan and China and even in India older diesels are banned from entering central New Delhi. Most major global car and light commercial makers are phasing out small diesels in favour of supercharged or turbocharged, direct-injection petrol engines, with and without hybrid drivelines. The latest three-cylinder,1.2–2.5-litre forced-induction petrol engines have diesel-like characteristics and economy, and easier emissions compliance than the diesels that have cost VW and
other makers so much in fines and customer confidence. In the short term, Australian buyers will continue to have diesel utes, light and heavy trucks. Medium term I think we’ll see an increasing number of petrol hybrids at the light end and some full-electric medium-weight metro-distribution vehicles that can be recharged overnight. Long term predictions are more difficult, because solid-state batteries that are due in the early 20s have up to three times the energy density of existing batteries and quicker recharging. That said, I think it will be quite some time before we see battery-powered A-B Quads ghosting along inland highways! Readily available now is Scania’s latest NTG truck range and I recently had a very pleasant drive in two of these models. Also in this issue we look at and drive Mack’s new Anthem model in the USA. While we were over there we visited the once great Mid-America Truck Show in Louisville while back home here we take a look at a livestock carter in Northern NSW and we analyse why truck companies are involved in sponsoring motor racing. Finally I look at the possible return of horizontally opposed diesels and the electrification of Toyota LandCruisers. All that and a whole lot more in this issue of TTA, hope you enjoy, until next time drive safely.
12 months free insurance on 2017 plated trucks. Fuso. all day.
Take advantage of Fuso’s end of year clearance deals and start your business oﬀ strong in 2018. Plus, roll into the new year with 12 months free insurance at no extra cost*. For value that doesn’t stop, contact your local Fuso dealer or visit fuso.com.au
fuso.com.au *This oﬀer is available from par�cipa�ng Fuso dealers on orders for 2017 plated trucks and Rosa buses placed between 1 January and 31 March 2018, unless extended and while stocks last. Excludes na�onal ﬂeets, government and rental buyers. Excludes vehicles modiﬁed or ﬁ�ed with concrete agitators, concrete pumps or ﬁ�ed as tow trucks used in accident or breakdown situa�ons. Insurance arranged by Fuso Financial, a registered business name of Mercedes-Benz Financial Services Australia Pty Ltd ABN 73 074 134 517 AFSL 247271 (MBFS) as an agent of the underwriter QBE Insurance (Australia) Limited ABN 78 003 191 035 AFSL 239545. Insurance cover cannot be exchanged for cash or a discount oﬀ the purchase price of the vehicle. Terms and condi�ons apply. Please consider the Product Disclosure Statement and Policy Wording booklet available from par�cipa�ng Fuso dealers or www.fuso.com.au. Warranty terms and condi�ons apply. See an authorised Fuso dealer or our warranty policy at www.fuso.com.au/service for full details.
ALL THE LATEST NEWS AN
D VIEWS FROM ACROSS TH
TRUCK SALES ON THE RISE /PACCAR PROFITS SURGE/ UDâ€™S INNOVATION ROIADMA P/CUMMINS IS
ELECTRIFYING/FUSOâ€™S BUILT READY RANGE
BOOM, BOOM! TRUCKS SALES CONTINTUE TO RISE IN AUSTRALIA THE TRUCK SALE BOOM CONTINUED IN APRIL WITH HEAVY-DUTY SALES IN PARTICULAR LEADING THE WAY. APRIL TRUCK SALES totalled 2,757 for the month, 157 units less than the outstanding figures for March but well ahead of the April 2017 results and for preceding Aprils for the last couple of years, which tend to trend down after strong results in the first quarter. So far in 2018 there have been 10,003 trucks and vans moved which is 2,048 or 25.7 per cent up on the first four months of 2017. The infrastructure boom again contributed to the strength of the Heavy Duty segment which saw 1,156 registered in April, up 406 or 54 per cent on the same period last year and line ball with March 2018 (just 18 units less). So far this year the Heavies are a staggering 1,192 units or 41.6 per cent ahead of the first quarter last year with 4059 sales so far in 2018.
Medium Duty was also up, registering a 19.7 per cent or 111 unit improvement on April 2017 with 674 new trucks moved and so far year to date there have been 2,442 trucks registered which is 201 or 25.8 per cent more than for the same period in 2017. Light Duty was not left out of the bonanza up 114 units or 14 per cent for the month with sales of 927 units which sees the segment 11.3 per cent or 355 units ahead of light duty sales for the first four months in 2017 with 3,147 units registered till the end of April. The Van sector was line ball with April 2017 result with 394 units sold last month just three ahead of last year but year to date sales of 1,823 units is 103 units or 6 per cent up on last year.
Isuzu topped the charts again as it has done for almost 30 years moving 749 trucks for the month an improvement of 16.3 per cent over the same month last year while its closest rival Hino also had a big month posting a 22.6 per cent improvement and moving 418 trucks for the month. Mercedes Benz new Actros models really made some ground with the Tristar posting a 110.7 per cent improvement on this time last year selling 1218 trucks, while its German rivals MAN also had another big month on the back of the Australian Defence Force contract it continues to service registering 114 trucks a 165.1 per cent lift on its April 2017 result. Kenworth also had a tremendous month moving 250 trucks a 90.8 per
cent lift on the same month in 2017. Improvements occurred all over the industry with Fuso up 24.7 per cent, Volvo up 59.5 per cent, Scania with 69 units up 68.1 per cent, DAF with 46 units up 64.1 per cent, Mack up 16.2 per cent with 79 sales, Iveco up 15.4 per cent with 142 units, and Freightliner up 44.1 per cent with 36 sales. While most brands were winners with sales improvements there were some losers including Western Star which was down 2.8 per cent with just 35 units, Dennis Eagle down 91.3 per cent with just two units and International, which continues to bump along the bottom of the sales charts with two units registered while Hyundai Commercial again under performed with just four units for the month.
PACCAR REPORTS SURGE
IN FIRST QUARTER GLOBAL PROFITS PACCAR HAS REPORTED its best-ever first quarter global revenue and profits this week revealing a 65 per cent increase in overall earnings compared with the first quarter in 2017. The company which produces Peterbilt, Kenworth and DAF Paccar’s saw its earnings surge to $US512 million in the first three months of the year while it logged net sales of $US5.7 billion, an increase of 33 per cent compared with the same quarter a year earlier. “The strong financial results come from a healthy US and global economy driving truck and aftermarket parts demand,”
said the company’s chief executive, Ron Armstrong. Paccar’s report was better than Wall Street investment analysts expected with demand being driven by large Class 8 sleepers and day cabs. The need to ship more freight in the US in particular is contributing to higher sales of Paccar trucks in the heaviest Class 8 weight segment. Orders more than doubled in the U.S and Canada compared with the first quarter 2017. The company increased the lower end of its annual U.S. and Canada sales forecast for Class 8 trucks to 265,000 from and earlier forecast 235,000
and the higher end to 285,000 from its earlier forecast 265,000 units. “We believe there could be further increases to these forecasts,” said David Leiker, an analyst at Robert W. Baird & Co. Paccar’s parts division also achieved record revenue in the first quarter of 2018. The company’s parts sales topped $US 940 million, an increase of 19 per cent over the same period last year. Earnings grew 27 per cent to $US191.8 million in the first quarter. Investments in product distribution centres, increased dealer locations, expanded product lines, fleet services and e-commerce programs as well as
growing market share has contributed to the growth, said David Danforth, who heads the division. Paccar also did well in Europe, where sales of its DAF trucks increased 41 per cent. Paccar recently invested $US110 million in its Westerlo, Belgium factory to increase capacity. The company also expanded offerings of its DAF brand lineup in Brazil, Panama and the Andean region, which includes Venezuela, Colombia, Peru, Ecuador and Bolivia. As part of its long-term strategy, Paccar has invested $US3 billion in new facilities, products and services over the past five years.
ALL THE LATEST NEWS AND
VIEWS FROM ACROSS THE
TRUCK SALES ON THE RISE /PA CCAR PROFITS SURGE/ UD’S INNOVATION ROIADMAP/CUM MINS IS
ELECTRIFYING/FUSO’S BUILT READY RANGE
UD PLUGS INTO THUNDER AND WIND FOR INNOVATION ROADMAP
UD TRUCKS has this week announced the launch of an innovation roadmap which aims to deliver a variety of solutions for smart logistics. The plan which includes moving to fully-electric and autonomous trucks towards 2030 has been titled “Fujin &Raijin. Vision 2030”. UD says that the road map focuses on the key areas of automation and electromobility to address the challenges of a rapidly-changing world. The company says the plan stays true to its vision to ‘provide the trucks the world needs today’ and that the innovation roadmap takes a
step-by-step approach together with customers to offer commercialised solutions for select automation and electromobility applications from 2020 with a view toward full-fledged commercialisation by 2030. UD says in its statement that demand for parcel delivery is expected to grow 50 per cent by 2030, compared with the volume of 2014. UD goes on to say that to meet this demand, the logistics industry faces significant challenges, including a responsibility to reduce CO2 emissions, the growing scale of online commerce and driver shortages. UD believes that transformative
innovations in automation and electromobility are key to overcoming these challenges and providing customers with the trucks that fit their needs. “When delivering on our promise to provide the trucks and services the world needs today, we have always done things a bit differently from others in our industry. As we now look forward, we are convinced that the world needs smart logistics,” said UD Trucks chairman, JoachimRosenberg during the roadmap’s announcement at the Embassy of Sweden in Tokyo on 23 April.
UD says it has taken inspiration for its innovation roadmap from the gods of wind and thunder, as depicted in a famous gold-embossed Japanese folding screen,“Fujin and Raijin”. UD Trucks’ progress in automation is inspired by Fujin, the god of wind, who symbolises the power of movement, while its work in electromobility is inspired by Raijin, the god of thunder, who symbolizes the power of energy. With “Fujin & Raijin. Vision 2030” UD says it is committed to developing smarter logistics solutions in these key areas, enabled by advances in connectivity and digitalization.
SCANIA MAINTENANCE WITH FLEXIBLE PLANS Increased Profitability Maximise your Uptime Tailored plan via Operating Data
Servicing when required
Scania Maintenance with Flexible Plans sets servicing timeframes to meet the precise needs of each truck, based on distance travelled, loads transported, the type of roads and driver efficiency. It can mean fewer or faster workshop visits, reducing downtime, boosting profitability.
Contact your local branch to find out how a Scania Total Transport Solution can work for your business. VICTORIA Scania Campbellfield Tel: (03) 9217 3300 Scania Dandenong Tel: (03) 9217 3600 Scania Laverton Tel: (03) 9369 8666
SOUTH AUSTRALIA Scania Wingfield Tel: (08) 8406 0200 NEW SOUTH WALES Scania Prestons Tel: (02) 9825 7900
Scania Newcastle Tel: (02) 9825 7940
Scania Pinkenba Tel: (07) 3712 7900
K&J Trucks, Coffs Harbour Tel: (02) 6652 7218
Wideland, Toowoomba Tel: (07) 4633 1150
RSC Diesels, Cairns Tel: (07) 4054 5440
Scania Richlands Tel: (07) 3712 8500
~ These figures are for illustrative purposes only and represent a snapshot of a Scania R620 6X4 prime mover travelling Melbourne to Adelaide on the 25/09/2017.
WESTERN AUSTRALIA Scania Kewdale Tel: (08) 9360 8500
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ELECTRIFYING/FUSO’S BUILT READY RANGE
MACK SAYS ELECTRICITY IS THE FUTURE OF WASTE IN US IN LINE WITH the other Volvo Group brands which have already declared a future electric design path Mack has announced that it will produce a fully electric refuse truck next year. The Bulldog brand made the announcement during WasteExpo held in the Las Vegas last week saying the first electric Mack refuse truck would be deployed by one of Mack’s major US customers, the New York City Department of Sanitation when it is introduced. Mack is a dominant player in the US refuse truck market with its forward cab over designed trucks, which are
exclusive to the North American market. Refuse collection is ideally suited to electric trucks with set routes over relative short distances and the need to return to a central depot allowing for charging and replenishment. Jonathan Randall, senior vice president of sales and marketing for Mack Trucks North America said that introducing the truck will allow the company to move forward with sustainable technology for the future of the industry. “It’s clear that electromobility will be a part of the trucking industry’s future, and Mack is well-positioned
to offer integrated, fully electric solutions for the North American market,” said Randall. “DSNY is one of Mack’s largest customers, and the department is known for its progressive sustainability efforts. We look forward to working with them as we test the first fully electric LR model in a realworld application.” Mack reports that introducing a full electric vehicle within the context of a route wherein a truck returns home nightly will be an excellent test for the vehicle. “The New York City DSNY looks
forward to extending our longstanding partnership with Mack Trucks through the testing of the electric LR,” said New York City DSNY deputy commissioner, Rocky DiRico,. “Sustainability is extremely important to the DSNY, and we consistently test new technology to help New York City reach its goal of 80 per cent reduced emissions by 2050.” Mack Trucks reports that benefits of introducing the electric truck include zero emissions, environmental sustainability, and overall reduced noise during operation, allowing for quiet evening operation
ELECTRIFICATION HAS A LONGER LEAD TIME SAYS CUMMINS CUMMINS, A COMPANY BEST KNOWN FOR PRODUCING DIESEL ENGINES HAS TOLD THE MARKET IT WANTS IT KNOWN THAT ITS CAPABILITIES EXTEND BEYOND DIESEL.
“ CUMMINS WON’T DISAPPEAR BEFORE ELECTRIC POWER BECOMES MAINSTREAM”
JULIE FURBER, executive director of electrification fgor Cummins said the company intends to be in the diesel business for a long time yet but it also thinks hybrids have a part to play and believes fully-electric has a part to play. Ms. Furber made the remarks during a keynote address in Canada last month. “We think the diesel market has a long way to go, and Cummins has committed to spending $AUD390 million into electric power research and development over the next three years,” Furber said. “But the trucking industry is still in the early stages of adoption and how fast it will happen is another story,” she added. “At this point in time we are thinking around the next 20-25 years,” Furber said. “The industry is currently in Phase 1 of adoption and this is driven by social requirements for cleaner air, but challenges such as charging time and range remain,” she said.
“The energy density of batteries today doesn’t allow sufficient range without compromising payload,” she explained. Furber said Phase 2 will see the adoption of improved technologies, and lower-cost batteries that are smaller and regulations will be required to promote the use of electric power. The Cummins executive said government subsidies will be needed to promote electrification and during this phase, lots of municipal returnto-base trucks will adopt electric power, as well as smaller pickupand-delivery vehicles. Furber said that Phase 3 will see the economics work in a broader range of applications with trucks needing to deliver a payback within a five-year initial life-cycle. “Further breakthroughs will be required to provide 800 kms of driving range per day and questions about resale value will need to be answered,” said Furber.
“Battery recycling programs will be necessary, and a more expansive charging infrastructure is needed, to the pioint that right now, we wouldn’t advocate an electric linehaul truck,” Furber admitted. “Currently Cummins believes diesel remains the best fit for longhaul, natural gas is ideal for regional haul and refuse, while hybrid is an ideal solution for utility fleets,” Furber said. “Full electric power is best suited to urban transit bus applications, but in the future, customers will choose between internal combustion engines, hybrids, battery electric power and fuel cell electric,” she added. “Many fleets will end up with a mixture of these vehicles,” she said. “We are moving from being an engine company, to being a power delivery company – to delivering the right power to customers at the right time.” Furber was quite dismissive of new arrivals into the industry such as Tesla. “We can all build one truck, anybody
can build a truck and make an electric truck. The difficulty is the next piece – getting it on the road, doing it reliably, repeatedly and robustly is much more difficult,” she said. “Cummins has a global network of 3,000 distributors to supports its engines and Cummins won’t disappear before electric power becomes mainstream,” Furber said. “Others, who are fully invested in an electric-driven future, will be in a hurry to see the technology succeed.” “There will be a lot of consolidation and a lot of companies that run out of cash,” she predicted. “A lot of them care about how fast electrification adopts, if it doesn’t adopt fast enough, they will not have the cash to stay in business.” Furber said Cummins is already working with OEMs today to integrate an electric powertrain. It plans to have fully electric buses in production by the end of next year, and trucks should come soon after – initially as prototypes.
ALL THE LATEST NEWS AND
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TRUCK SALES ON THE RISE /PA CCAR PROFITS SURGE/ UD’S INNOVATION ROIADMAP/CUM MINS IS
ELECTRIFYING/FUSO’S BUILT READY RANGE
READY, SET, GO!
FUSO LAUNCHES BUILT READY RANGE
“ THE QUALITY OF THESE BODIES IS EXCELLENT AND WE KNOW THE DESIGN AND FEATURES WILL BE APPRECIATED BY CUSTOMERS WHO USE THESE TRUCKS ALL DAY, EVERY DAY.” WITH WAITING LISTS at truck body builders getting longer and more unwieldy and a need to manage customer expectation for light truck delivery times Fuso has announced it has launched a range of ready to go trucks with a program called Built Ready. Like its counterparts at Isuzu and to a lesser extent at Hino, Fuso has entered the ready to go truck market with a line-up that includes eight different models that can be purchased with bodies already fitted. Fuso says its Built Ready range will include Canter tippers, trays, fridge trucks and pantechs, as well as the larger Fighter tipper and tautliner. “Fuso wants to make it easier for our customers to do business, so we have developed the Built Ready range that
covers a wide range of applications,” says Fuso Director, Justin Whitford. “We know that our customers would rather be out there getting the job done than waiting for a body to be built up.” The Built Ready Canter tippers are sourced directly from Japan, while all the other Built Ready bodies have been developed with leading Australian truck body builders and are made in Australia. “We have been working on this program for quite some time because we wanted to get this right,” Mr Whitford says. “The quality of these bodies is excellent and we know the design and features will be appreciated by customers who use these trucks all day, every day.” The Built Ready range includes
two Canter tippers, a city-friendly 515 City model with a standard cab (6 tonne GVM) and a 715 Wide Cab (6.5 tonne GVM). For those customers needing to tip more on each run, the medium duty Fighter tipper is the one to choose, with a GVM of 11 tonnes. Tradies are being catered for with two Canter tray models, the 515 City Cab and the 515 Wide Cab. These feature alloy trays with drop sides, removable racks and a heavy duty floor. A Canter 515 Wide Cab pantech model targets delivery customers, who can choose from fiberglass gloss reinforced panels or lighter honeycomb fiberglass construction. The truck also features a sturdy chequerplate floor, an interior LED light and a Dhollandia tuck-away lift.
Fuso is also offering a Canter 515 City Cab model with a Thermo King fridge, styrene sandwich panel construction, a non-slip fiberglass-on-ply floor and a kerb-side door with fold down step. This model can be used for either frozen or refrigerated cargo. A Fighter tautliner model is also part of the Built Ready range and is offered with a choice of 10, 12 or 14 pallet bodies. These models all feature a sturdy chequerplate floor, white curtains with black pelmet and lift out hanging gates. The Fuso Built Ready cab-chassis are covered by Fuso’s five-year manufacturer warranty (conditions below), while the bodies will be covered by a one-year manufacturer warranty.
NATURAL GAS POWERED AUTOS MAKE FOR CLEANER GARBAGE TRUCKS
DAIMLER TRUCK and Bus has announced a new US recruit to its Australian operation with the announcement that Matt Smedley will be joining the company’s down under team as the head of network development. Smedley held a senior business development role at Daimler Trucks North America before accepting the offer to move to Australia and further develop the local Freightliner, Fuso and Mercedes-Benz brand networks. “Securing Matt is a real coup for Daimler Truck and Bus in Australia,” said Daimler Truck and Bus Australia Pacific president and chief executive officer, Daniel Whitehead. “He has a fantastic track record of success in helping to improve the customer-focussed dealership network in the United States, where Freightliner is a clear market leader.” Daimler Truck and Bus Australia Pacific director of aftersales and network operations, Greg Lovrich, said the Australian team is thrilled to have secured Mr Smedley.
“We are extremely excited to welcome someone of Matt’s calibre and knowledge as we work to continually improve the customer experience across our Freightliner, Fuso and Mercedes-Benz dealerships and support centres across Australia,” Mr Lovrich said. Mr Smedley, who started his new role earlier this month, served with Daimler Trucks North America since 2000 and headed up the rollout of the Elite Support initiative, which has delivered improvements in customer experience across more than 250 outlets in the United States. Elite Support was introduced by Daimler Truck and Bus Australia last year and is being implemented across the network as dealerships move through the rigorous certification process. Daimler Truck and Bus has 40 sales dealerships across Australia, in addition to 20 aftersales and parts centres. The product portfolio includes Freightliner, Fuso and Mercedes-Benz as well as Alliance Truck Parts.
A German company plans to acquire 30 additional Mercedes-Benz Econic NGT (Natural Gas Technology) refuse trucks equipped with Allison automatic transmissions. In December 2016, the municipally-owned company put into service the first of 10 Allison-equipped Mercedes-Benz NGT trucks now in its fleet. Due to its location in a valley basin, Stuttgart is particularly vulnerable to fine dust, exhaust gas and noise emitted by diesel engines. “We will actively help to alleviate the emission problem in our inner city,” said Dr. Thomas Hess, Managing Director AWS Abfallwirtschaft Stuttgart. “The new Econic NGT with Euro 6 natural gas engine and Allison automatic transmissions are on route environmental friendly, quiet and virtually free of any particulates.” The company claims natural gas engines are more responsive when joined to an Allison Automatic. Torque converter technology multiplies engine torque to significantly improve startability and launch, even on steep grades. With the torque converter and a deep first gear ratio, the Allison 3500 enables ideal performance in variable terrain. “Our drivers appreciate the smooth and easy launch of the vehicles with Allison transmissions, even under load,” Hess said. “Due to the topographical situation of Stuttgart, with large height differences, this is a great advantage and simplifies the daily work.” Allison transmissions allow alternative-fuel engines to operate at a more consistent engine speed, maximizing efficiency by eliminating torque interrupts of a manual or automated manual transmission. An optional output retarder improves braking, resulting in reduced downtime and maintenance costs. In addition, the helical gears of the Allison transmission in combination with the natural gas engine help to reduce noise compared with a diesel engine. According to measurements in Stuttgart of trucks during a drive cycle, the noise emissions of the Mercedes-Benz Econic NGT are 78 dBA, while the measuring instrument displays 80 dBA for a typical Euro 6 diesel engine. Throughout Europe, governments have banned or are considering bans on diesel vehicles in city centers as a way of reducing pollution. Although some fleet operators are exploring fully electric vehicles, vehicles using alternative fuels such as natural gas are less expensive to acquire and are already supported by fueling infrastructure. Besides virtually eliminating particulates, Mercedes-Benz Econic NGT vehicles emit about 23 percent less carbon dioxide than Euro 6 diesel engine, according to tests performed by Daimler. The AWS refuse trucks are equipped with the new, 7.7-liter Euro 6 M 936 G natural gas engine that produces 222 kW (298 hp). Since its market launch in 1998, the Econic series has been a constant in AWS Stuttgart fleet. Currently, a total of 62 Econic trucks –including the 10 new Econic NGT models – are in use by AWS.
CLOSE TO 18 MONTHS SINCE IT WAS UNVEILED IN EUROPE SCANIA HAS LAUNCHED ITS NEW TRUCK GENERATION RANGE DOWN UNDER. STILL RECOGNISABLY SCANIA, BUT WITH SMOOTHER LINES, THE NTG RANGE BOASTS NEW CABS, ENGINES, AND UPGRADED TRANSMISSIONS THE NEW TRUCK IMPRESSED THE EDITOR ON A PREVIEW RUN FROM MELBOURNE TO SYDNEY.
he Swedes are a taciturn bunch, they don’t rush things, they consider the logic and have a penchant for form following function. Scania’s now-familiar, pillarless look was first penned by Italian car stylist Bertone and stunned the truck world in 1995. Since then styling has been handled inhouse, but the ‘look’ has been retained. External changes on the NTG have streamlined the cab, through altered corner profiles; flush-fit headlights, driving lights and fog lights; deletion of the sun visor; fitment of an under-body air deflector and a tailored wheel arch trim panel. Internally, the new windscreen is larger; the dashboard is lower-set and modular layout allows for control changes; the A-pillars are slimmer, to reduce blind spots; curtain side airbags are standard; seat adjustment is greater; ceiling height is increased; the new S-cab with flat-floor is available; an extendable one-metre bed can be specified; a new fridge is easy to
reach on the move; a new infotainment system has a seven-inch touchscreen and storage areas are larger, with cupboards replacing the upper bunk. Dynamic safety initiatives on all new Scanias include: Advanced Emergency Braking, with semi-autonomous protection; Adaptive Cruise Control with Active Prediction that monitors topography for improved fuel saving strategies; Electronic Stability Programme and Lane Departure Warning. Under the cab in the mechanical department Scania is offering its V8 engine in 520hp and 620hp form with Euro 5 compliance, and in 520hp, 580hp, 650hp and 730hp outputs with Euro 6 emissions comnpliance. For the Australian NTG Scanias onboard fuel capacity has been increased to 1100 litres for Euro 6 V8s, and 1210 litres with Euro 5 compliance. The four Euro 6 V8 variants use an exhaust muffler/ after-treatment canister while it contains an oxidisation catalyst, an AdBlue mixer, two diesel particulate
filters, three parallel SCR catalysts, and three ammonia catalysts. The big banger flagship 730hp V8 retains a variable-geometry turbo and uses EGR and SCR for after-treatment. Scania claims a seven to 10 per cent fuel consumption improvement for the latest V8 engines achieved via increased compression, higher cylinder pressure, retained exhaust temperature, reduced friction, improved AdBlue vaporisation performance, disengageable auxiliary systems and a thermostatically controlled oil pump. Scania is alone amongst the last of the world’s major heavy truck makers to retain a V8 diesel. The company says it gives them better performance and with its modular design there is a lot of commonality of components whether it is a Scania V8, six or even the five cylinder. Blocks are designed modularly as are the heads, pistons and liners offering Scania the flexibility to economically and efficiently build the various configurations.
“THE LAUNCH OF THE NEW TRUCK GENERATION RANGE, THE SAFEST AND MOST FUEL-EFFICIENT IN AUSTRALIA, IS AN ABSOLUTE MILESTONE FOR THE SCANIA HERE”
The six-cylinder, 13.0-litre line-up is led by Scania’s most powerful in-line engine yet, with 500hp and 2550Nm (1881lbft) of torque. This engine rating is available in G- and R-series cabs. The 12.7-litre engine family employs DOC, DPF and SCR emissions kit and is available with 370hp, 410hp, 450hp and 500hp Euro 6-compliant outputs, as well as in 380hp, 410hp, 450hp and 500hp with Euro 5 compliance. To maintain the necessary exhaust temperature for Euro 6 emissions components to function properly, the lessstressed 370hp version has Miller-cycle inlet valve overlap. This technique is also employed in the 520hp V8 Euro 6 engine. In the urban distribution and vocational truck market, the new P-series is offered with five- and six-cylinder engines, in both Euro 5 and Euro 6 compliance. The five-cylinder nine-litre is rated at 280hp, 320hp and 360hp outputs. Above that, the P-series is available with 370450hp 13-litre engines. The P-series features for the first time a new six-cylinder lightweight 7.0-litre engine, with Euro 6 compliance, in 220hp, 250hp and 280hp outputs. This 7.0-litre engine is a commonrail-injection engine, using SCR aftertreatment to meet Euro 6 emissions requirements. Its compact dimensions and lighter weight should make it attractive to operators who require a low-entry cab and have front axle loading issues. Every metropolitan fire brigade in Australia has the Scania P-series Crew Cab in its medium and heavy-duty fleet: around 700 are on duty Australia-wide. So, the new, improved and significantly safer CrewCab should continue to appeal to these authorities. The key revision to the Scania Opticruise automated-manual gearbox is a layshaft brake for faster gear changes. A claimed reduction in gear-shift time of 45 percent is aimed at making shifts seamless The Scania chassis has been upgraded and is available in different versions, with an array of pre-drilled mounting holes for body builders, on rigid and CrewCab versions. In addition, the redesigned front axle has been positioned 50 mm further forward to give better load stability, balance, handling, braking and driver comfort. It is integrated with a new cab suspension system. For twin steer applications the redesigned steering gear for the second axle layout is
installed lower in the chassis, to aid bodybuilders. The shock absorber mounting for this axle is also revised and no longer rises above the chassis rails. When we road tested the NTG G500 and R620 models we noted the reduced ground clearance at the bumper. This reduced road gap is obviously good from a streamlining point of view, but not so good for trucks that do site work. To some extent Scania has addressed this situation with an ‘XT’ pack, featuring a heavy-duty steel bumper that protrudes 150 mm in front of the cab. XT-unique equipment packages can be added: robust rear view mirrors, an external sun visor and additional recessed roof lights; XT-trimmed seats, rubber mats with high edges, storage units and an extended instrument panel with space for controls to operate equipment and bodywork. “The launch of the New Truck Generation range, the safest and most fuel-efficient in Australia, is an absolute milestone for the Scania here,” says Mikael Jansson, Managing Director of Scania Australia. “It is undoubtedly the biggest investment in our 127-year history. “As a global truck company, we have spent 10 years and AUS$3 billion researching and developing the new range as well as covering more than 12 million kilometres testing our new designs in all climates and on all types of roads. “The most noticeable features are of course the new cabs, but the real innovation is the introduction of new technologies, safety feature, services and insights that will help our customers gain an accurate overview of some of their most significant operating costs. “On average across the range, our new trucks will consume around five percent less fuel and emit fewer emissions, particularly those equipped with Euro 6 after-treatment,” Mikael said. “With our focus on driving down costs and eliminating waste for operators, we can demonstrate quite clearly how our New Truck Generation provides increased value to customers. “In test after test by media across Europe, in isolation or compared with direct rivals, the New Truck Generation has emerged as the best possible option in all of its formats; from long haulage to urban distribution and vocational applications,” he said.
“ IT IS UNDOUBTEDLY THE BIGGEST INVESTMENT IN OUR 127-YEAR HISTORY”
ON THE ROAD Scania laid on a pair of the new NTG prime movers for our test, a G500 and an R620. The external difference was the obvious cab profile of the R620 that towered over the G500. Scania has designed easily adjustable cab roof spoilers for the NTG range, so we were able to fair the vertically-challenged G-cab to match the lead B-Double trailer’s roof line. The R-cab was a neat match with its spoiler at a lower angle. Adjustment was simply a matter of turning a long crank handle, as you do when extending a caravan awning. It’s easy enough to do a pre-trip check on the new Scanias by lifting the front access panels, but since all vital operating parameters are monitored by on-board sensors we didn’t do the manual operation.
Climbing aboard was easy, thanks to three-contact-point handrails and cleated steps. However, the new flat-floor S-cab has an additional step to climb. Fortunately, there’s a ‘staircase’ layout of the steps, meaning you’re not teetering on a vertical drop! Ergonomics and seat comfort have always been Scania hallmarks and the NTG series continues this theme, but improves on past achievements. The seat and steering column adjust incrementally to accommodate sizes from jockeys to sumos, but the steering column won’t adjust with the vehicle moving – a good safety improvement. The driving seats felt very firm at first, but remained comfortable for our eight-hour test drive.
Those switches and controls that are most frequently adjusted during a trip are grouped on the steering wheel and on the new driver’s door console. This console is quite close to the driver’s right hand, because the NTG cab has the steering column and the driver’s seat positioned closer to the door than before. The steering wheel switches look after cruise control modes, information displays on the dashboard and sound system controls, while the door panel buttons handle four-mirror power adjustment and heating, and lights. Column wands are a left side indicator and wiper/washer control and a right hand side gear selector and retarder control, with five detents. As with most European-sourced trucks there’s no trailer brake handpiece, but there is a dashboard button that we used after coupling, to do a ‘tug test’. Incidentally, the Rm – reverse manoeuvring – gearing is ideal for coupling precision. The graduated-release parking brake lever pokes out of the dashboard and beneath it is a charging switch for the trailer brakes. All NTG Scanias have a hill-hold function that’s not time-regulated: it will hold until the accelerator is touched. Getting mobile was simply a matter of turning the gear selector knob to ‘D’ and pressing the ‘loud’ pedal (in this case the very quiet pedal). Our first mount was a G500 13-litre, with the new 500hp/2550Nm setting. Peak power is at 1900rpm, but that torque figure is available in the 1000-1300rpm band. This truck was hauling a tri-tri B-Double set, loaded to 56.8 tonnes, which we
thought might be a big ask for 500hp, but the NTG Scania didn’t seem to mind. The 61.5-tonnes GCM 620hp V8 got away somewhat on steep hills, but in the give and take of the Hume – Upside-down Transport accident, roadworks, roadworks and then more roadworks, brain-dead caravan towers and P plate drivers with no training in how trucks work – there was nothing much in it at the end of the trip. At T&TA we love to hear of complaints about how boring it can be driving modern trucks, with all their electronic driver aids, but, with training in how all this gear works, every responsible truck driver should find each day a driving challenge. Scania’s driver score readout continues with the new NTG models and has been enhanced. Obviously, it encourages maximum use of cruise control and that driving mode has been made more flexible with the introduction of Active Prediction – highway gradient mapping – to the already reactive Adaptive Cruise Control. The truck can now ‘read’ the road ahead and select the most appropriate gear for climbs and descents. Hill descent cruise control works well, combining exhaust braking and retarder action to maintain a pre-set downhill speed. In the previous-generation Scania I drove it was necessary to disengage cruise control before a crest, control downhill speed using the retarder and then re-select cruise control at the bottom of the hill. Now, that’s all automated and it’s easier to leave the cruise control engaged for most of the time. Being adaptive, it instructs the truck to maintain a variable gap between itself and the traffic ahead. That’s a great safety
aid and is supplemented by automated emergency braking that warns the driver of an impending shunt and applies the brakes if he does nothing. I didn’t get to test that, obviously, but it’s nice knowing that it’s there. The taller R-cab-equipped V8 had more hill-climbing grunt than the 500, but on the undulating sections of our drive there was little performance difference. Gearing was taller in the V8 truck, with 100km/h cruise using only around 1320rpm, compared with the 500’s 1450rpm. Fuel consumption, after week of test drives by different trucking journalists, worked out at 1741 litres for 3677km in the G500 (2.11km/L) and 2053 litres for 3752km in the R620 (1.83km/L). The tall, R-cab (or the new S-cab we haven’t yet tested) is obviously better for sleeper applications, because moving from the front seats to the bunk was easier. The trade-off was less seat-of-the-pants feel when cornering, when the R-cab’s higher centre of gravity became apparent. Ride quality, steering and handling of both trucks was exemplary and mechanical noise intrusion barely noticeable. Retardation was powerful enough to hold the B-Doubles on every Hume Highway descent, without fear of over-running the speed limit. Its fair to say that Scania has been punching above its weight in Australia in recent times. In the last three years Scania has doubled its Australian market penetration and the NTG models should preserve that trend. Watch out KW, Volvo and Daimler, Scania might not challenge for heavy duty market leadership but it will take some market share and will be a popular addition to the Australian truck market.
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THE STAR SPANGLED BANNER IS A CORNER STONE OF US PATRIOTISM, IT IS AN ANTHEM WHICH IS SUNG AT EVERY OPPORTUNITY AND GOES TO THE VERY CORE OF AMERICAâ€™S NATIONAL IDENTITY. MACK HAS NAMED ITS LATEST ON HIGHWAY TRUCK, THE ANTHEM AND FOR THE VOLVO OWNED US TRUCK MAKER IT IS A VERY IMPORTANT VEHICLE, WHICH HAS THE POTENTIAL TO REFOCUS THE BRAND AND TO BRING ADDED SALES, BOTH IN AMERICA AND HERE IN AUSTRALIA. WE VISITED THE US RECENTLY TO TAKE A CLOSER LOOK AT THIS NEW STAR SPANGLED BANGER. 022 www.truckandbus.net.au
t’s fair to say that in the 17 years since Volvo came to the rescue of Mack by buying the venerable US brand, that the Swedish company has gone out of its way to tread carefully with the famous Bulldog. Volvo had learned some valuable lessons from its earlier purchase of the White Truck brand in the 1980s and Mack was a much bigger and more important acquisition. The culture inside the century old Mack brand was deeply entrenched and despite the fact that realists believe the brand would have disappeared had Volvo not invested in the company, there remained a hard core keen to defend the Bulldog brand no matter what. It was vital therefore that Volvo take the Mack loyalists along with them, to prove
the long term goals and to ensure the brand was preserved. After all no other truck brand has the sort of global cachet that Mack has. ‘Built like a Mack’ has entered the vernacular and sets the brand apart from all other truck makes. That being said, Volvo has patiently worked away at its Mack brand, investing in new facilities, merging drivelines and positioning Mack as a premium product in its home market. The Anthem could be the catalyst to lift Mack to a new level and comes as the immediate product of an investment of $US84 million in the Lehigh Valley Operations facility at Macungie near Allentown, Pennsylvania, along with a further $US40 investment in the driveline plant at Hagerstown in Maryland, and of
course the investment in the development of the Anthem model itself. Proof of the sensitivity that the Volvo Group has towards preserving Mack’s identity could be seen when speaking with a variety of Mack executives in the USA. At no time did any of the key players mention the V word, instead they referred to Volvo as the ‘parent company’. Even Volvo’s advanced lean production system, known everywhere else in the world, including at the shared production facility at Wacol near Brisbane, as Volvo Production System or VPS -has been renamed Mack Production System or MPS at Macungie. Even 17 years down the track Volvo works hard to win the hearts as well as the minds of the rusted on Mack employees within the operation, not to mention Mack operators.
The Anthem is first and foremost an attempt by Mack to capture a larger share of line haul sales in the USA and potentially in Australia as well. A cynic could say that the Anthem is little more than a cab redesign, however it is much more than that, bringing a lot of new elements together to prove that the sum of the parts is worth more than the parts themselves. It’s fair to say that Mack lost its way in line haul in America, it has concentrated on other areas and taken its eye off the ball in a market where it was once a key player. These days in the USA Mack is seen, particularly within the Volvo Group, as a premium brand, while Volvo is the volume fleet brand. Mack has also, in recent
times, concentrated on its vocational, rigid and off highway models. Mack produced 26,000 trucks in 2015 and last year held about eight per cent share of the total market in the USA. However Mack only held about 1.6 per cent of the line haul market in America. Line haul trucks accounted for around 42 per cent of the total market in 2017 and Jonathan Randall, senior vice president in charge of sales and marketing for Mack in North America, reckons that the brand needs to capture more of that market and the Anthem is the truck it will use to chase a greater line haul share. “We need to pay attention to the line haul market, you can’t ignore it but our goals are modest,” Randall added. The Anthem primarily gives Mack a
fully integrated sleeper cab for the first time. In the US it is a 70 inch integrated sleeper, in Australia it will be a shorter adaptation to suit our length rules, but most importantly it will give operators a full stand up cab and flat walk through floor to a bunk and the modular storage units that are part of the design. How it all plays out in Australia is yet to be fully determined but Mack Trucks Australia senior vice president of sales and marketing, Dean Bestwick is pushing hard to get the features Anthem has brought to the market for local adaptation in Australia. Volvo Group’s facility at Wacol gives Mack the same sort of flexibility for local adaptation that it delivers for the Volvo brand.
Mack North America VP of sales and marketing, Jonathan Randall
When Anthem does arrive on our shores - potentially some time in early 2020 - although a firm timetable is yet to be determined - it will directly replace the current Granite model. However because Macks are local assembled in the VGA plant at Wacol and the local adaptation that enables, the Anthem cab will be adapted to all of Mack’s other Australian models, except for the MetroLiner. This means the Titan, SuperLiner and Trident will use an adapted Anthem cab and give Mack a full standup cab and sleeper to fight rival Kenworth’s T610 as well as line haul offerings from other truck makers. “Mack has never had a fully integrated sleeper cab and finally we have one,” said a clearly happy Dean Bestwick, who has been pushing hard for the Anthem and its cab from the start. In fact when asked if Australia was part of the consideration when it came to Anthem planning Bestwick’s opposite number in the US, Jonathan Randall was very clear. “Australia won’t let you ignore them!” “This has been a 4.5 year program and Dean and his Australia team has been pushing hard from the start,” said Randall. Some of Mack’s product planning team arrived in the US as the media contingent was departing to continue work on Project Anthem. “We need 18 months for a full validation program but we can use some data from the US that may speed things up a little,” said Bestwick. Field tests of Anthem and Anthem adapted models are expected to start in Australia in late 2018. The Anthem is now in full US production at Mack’s Lehigh Valley Operation (LVO), where that $USD84 million investment has streamlined production and turned the factory into a modern facility, filled with light and the latest productions systems. Just down the road at the Allentown Mack Customer
Mack Australia senior VP of Sales and Marketing, Dean Bestwick
Experience Centre, we had the chance to drive a couple of examples of the new Mack Anthem on the closed test track during freezing conditions and the start of a blizzard, and came away impressed, particularly with the new interior layout. Unlike present day Macks, the Anthem boasts a more user friendly cockpit with better switch gear, steering wheel mounted cruise control and audio controls, stalk mounted engine braking, lighting and turn indicators, better instrumentation and a race inspired flat bottomed steering wheel. All of that comes along with the full stand up height cab and a new far more aerodynamic cab profile. Given the sensitivities surrounding a 114 year old US truck brand that has as much heritage as Mack, parent company Volvo has gone out of its way to make sure this new truck has received the sort of technology and ergonomics expected these days – well almost – while preserving the Mack identity and character. We say – well almost – because while it has a full arsenal of new tech it still lacks SRS airbags, something Volvo would not leave out of any of its offerings these days. Jonathan Randall and his team say the airbags are on their way in coming iterations and evolutions of Anthem and other Macks but explained that the low overall use of seatbelts by US truck drivers meant airbags could be more a problem than a safety plus. The effect of an airbag on an unrestrained driver or passenger can cause major injuries so an education process is required. Anthem will mean much more for Mack Australia than just a single model aimed at the line haul market as it is in the US. It will bring a more modern dash, cabin layout, a more aero profile and an integrated sleeper to put it in the game with its rivals from down Bayswater way. Dean Bestwick’s enthusiasm is palpable, he can’t wait for the Anthem and after seeing it in the flesh, neither can we!
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THE LAST GREAT mid-AMERICA TRUCK SHOW? Truck Show
THE ONCE GREAT MID-AMERICA TRUCK SHOW IN LOUISVILLE, KENTUCKY WAS BUT A SHADOW OF ITS FORMER SELF WHEN IT OPENED ITS DOORS IN LATE MARCH, THE VICTIM OF A CROWDED SHOW MARKET AND THE ARRIVAL IAA RUN NORTH AMERICAN COMMERCIAL VEHICLE EXPO IN ATLANTA.TRANSPORT & TRUCKING AUSTRALIA WAS AT THE SHOW TO REPORT ON THE LATEST IN US TRUCKING.
nly three genuine Class 8 heavy duty manufacturers were listed on the exhibitors roster at Louisville in March, really only two if you consider that both Peterbilt and Kenworth are out of the same PACCAR stable and along with Mack they were the only big truck makers with stands. Ford Commercial vehicles was also there but with a small stand and an array of pick-ups and vans. Mack was the star of the MATS with its new Anthem the only really new offering on display and attracting plenty of interest. Apart from that both Peterbilt and Kenworth had lots of shining metal and plush carpet along with a push to market its MX engines in what it described as a ‘PACCAR’ driveline, which conveniently renamed Eaton and Meritor components as PACCAR. The absence of so many manufacturers was so obvious and made the show, once dubbed the ‘World’s Largest Truck Show’ fencing off empty space to make the smaller array of exhibitors seem less obvious. Speculation was that IAA has made deals with the European owned truck groups – such as Daimler with its North American Freightliner and Western Star and its Japanese brand Fuso, Volvo Group with Mack and Volvo and Volkswagen Truck with its Navistar International brand – for special pricing on exhibition space, based on commitment to both the Atlanta Expo and the German Hannover show in alternate years. Atlanta last year featured the Daimler brands including Freightliner, Western Star and Fuso, Volvo and Mack , Navistar’s International brand along with Hino and an array of component makers. Like Australia, US truck brands have suffered from show overload with the Working Truck Show in Indianapolis taking place just a few weeks before Louisville and a myriad of specialist truck shows across the calendar. It seems that the Atlanta IAA show every two years is a more attractive proposition than the once every 12 months MATS format. Perhaps if the Anthem had not just been launched Mack may not have been in Louisville either MATS “bread and butter”however has always been owner-operators and the small and medium-size fleets. However like Australia, America is increasingly seeing big fleets getting bigger
“ IT’S A GREAT OPPORTUNITY TO TALK DIRECTLY TO DRIVERS”
and smaller operations diminishing and Atlanta seems to be a more attractive option for most truck makers to reach the fleet buyers. MATS’ organisers Exhibit Management Associates said through its CEO Toby Young that the small fleets and owner operators will continue to be the Louisville show’s focus. “We’d love to have all of the truck manufacturers here, but we’re very happy with the ones that we do have here,” Young said. A major snowstorm across the eastern USA in the days leading up to MATS caused severe travel delays for exhibitors and attendees with Louisville itself blanketed in up to 30cm of snow, but much of it had melted by the time the show kicked off. Mack was the only truck maker to hold a formal news conference at the show, a major downturn from previous shows. In the past MATS was widely regarded as the industry’s biggest venue for major product launches and updates by truck makers and suppliers. But not this year. Increasingly, MATS has become a showcase for technology aimed specifically at drivers and small to medium-size carriers. Uber Freight was a prominent participant at MATS greeting owner drivers and offering demos of its load-booking app near the main registration area. “It’s a great opportunity to talk directly to drivers,” Uber Freight’s director, Bill Dreigert, said of the show. Convoy, which offers its own digital load-matching platform, also made an appearance at MATS this year. Meanwhile some large fleets saw the show as fertile grounds for driver recruiting amid a tight labour market, just as it is here in Australia. However the days of MATS being the dominant truck expo in North America seem to have passed and the once great Expo which celebrated its 47thrunning this year lacked lustre.
THE BUSINESS OF
THERE HAS BEEN AN EXPLOSION OF SUPPORT BY TRUCK COMPANIES FOR RACING CATEGORIES AND TEAMS. TT&A TAKES A LOOK AT WHY ITS SO ATTRACTIVE FOR HEAVY TRANSPORT MANUFACTURERS AND WHY THEY ARE EMBRACING RACING. IN THIS INSTANCE WE FOCUS ON CHARLIE SCHWERKOLTâ€™S PRESTON HIRE TEAM 18 AND ITS SUPPORT FROM HINO.
CEO of Waverley Forklifts and Team 18 Preston Hire Racing, Charlie Schwerkolt in the driver’s seat
harlie Schwerkolt is one of the true characters in the Supercar paddock, a bloke who really did turn his hobby into a business, applying all of the lessons he learned in starting and growing Australia’s largest forklift hire business into creating his own Supercar team. At one stage Charlie helped Dick Johnson ensure his team survived in Australian motor racing and from that Charlie branched out and decided to start his own team. However his own race team is only part of the story. In 2016 Charlie started his own Supercar team, Team 18, a team that has its roots in Schwerkolt’s 40-year involvement in motor sport. He has an unsurpassed passion for the sport, and the business of motor racing. Charlie took a lead management role within the Waverley Forklifts family business in 1976, building it into the leading forklift hire operation in Australia with a focus on hard work, good people, passion and customer service. The adaptation of these simple
philosophies worked equally well in motor sport, demonstrated by the transformation of a struggling Dick Johnson Racing team, in which Charlie purchased a halfshare in 2008, to become a championshipwinning operation in 2010. That victory was clinched in the final round of what many regard as the toughest championship in the 50-plus year history of Australian touring car racing. The sense of achievement for all of the team’s partners as the championship trophy was lifted is something Charlie wanted to experience again and share with the team. However racing is one thing and some might view it as a hobby or a past time rather than a fully-fledged business. However at the level of Australia’s premier racing category, Supercars, it is very definitely a business. In the past many saw race cars as a billboard to display a sponsors name and nothing much more than that. The world has moved on and with a crowded market and multiple sponsors on cars its by necessity had to evolve into a
massive networking opportunity and the corporate suites at Supercar rounds are filled with people of influence in a variety of industries. Corporate ride days and other opportunities offered to sponsors are the bigger lure these days, the things way beyond having your name on a race car that will help you influence your customers and clients and to drive sales in the business. In this regard Supercars is a category that has honed the art well. Like the modern master of commercial professional motor racing, Roger Penske, successful motor racing teams now operate as businesses. They’re not hobbies or past times but fullyfledged profit and loss organisations with the focus on profit. The aim is to generate the revenue from sponsorship, team merchandise sales, racing success and a share of TV payments from the organisers, which ensure the teams costs are covered and that there is a surplus at the end of the day. Like Penske, Schwerkolt’s passion is the driver but his business brain is the counterpoint. If his knowledge and
“SUPERCARS WORKS FOR THE HINO BRAND AS WE HAVE SEEN OVER THE LAST TWO YEARS AS A CHAMPIONSHIP SPONSOR”
passion can enable him to run a successful professional race team and generate the income to run it then it can also help drive his non-racing businesses and assist in networking and sales generation. Team 18 commenced under its own operations in Melbourne in 2016 with leading driver Lee Holdsworth. The naming rights partner of the team is high profile rental company Preston Hire. Inside Waverly Forklift Charlie has built a company based on the best equipment and the best service and in building that business he has closely aligned himself with Toyota, not just Toyota branded vehicles and forklifts but closely aligned Toyota family company, Hino when it comes to trucks. It is this sort of synergy that has fuelled Hino’s backing for Team 18 and underlines what the business of racing is all about today The reality is that people who rent or buy forklifts often also own trucks and utes and the profile of may people in the industry is such that they are interested in motor sport which is why so many truck companies have a tie up with Supercars, either on a category level with the series organising body or with individual teams. This works well on both fronts. Truck companies can use involvement to reach customers and teams can access trucks to handle the large task of moving the many tonnes of cars and race equipment around the country as the racing circus visits the far flung tracks from Darwin to Perth, Townsville, Tasmania and everywhere in between. That is one of the reasons Hino became involved with the Supercars category as an official truck sponsor and in more recent times why they have signed on with Schwerkolt’s Team 18. When it was announced that Hino had signed a deal with Team 18 the emphasis was on it being a ‘new business and sporting partnership’ with Preston Hire Racing Team 18. “Supercars works for the Hino brand as we have seen over the last two years as a Championship sponsor – so the relationship with Preston Hire Racing is a natural extension of our brand association,” said Dimitri Andreatidis, national marketing manager for Hino. “Given the synergies between our customer base and Team 18’s sponsors, our partnership goes well beyond any brand exposure Hino will receive from displaying our logo on the Team 18 car and merchandise, and extends into all areas of the Hino business.”
“ WHEN I ASKED THEM ABOUT THE TRUCK, THEY SIMPLY SAID ‘WHAT’S NOT TO LIKE?”
With Lee Holdsworth behind the wheel of Team 18’s new-look ZB Commodore, the dedicated Preston Hire Racing outfit is committed to 2018 being its best year ever. “Gun driver Holdsworth will be a popular visitor to the Hino Sports Deck at selected rounds of the Championship,” said Andreatidis. Hino sits alongside Toyota Forklifts as a sponsor of Preston Hire Racing. “The Toyota Group offers Australia’s only complete fleet solution with a partnership that makes sourcing and managing your complete fleet needs – trucks, cars, prestige vehicles, forklifts, financing – affordable and easy, which are key considerations for our customers,” he said. “I’m excited that Hino has joined s as a supportive partners– it’s a partnership that I believe makes business sense for both parties,” said Schwerkolt. Waverley Forklift Group, uses a fleet of 20 transport trucks, more than 2000 Toyota forklifts and 50 Toyota Hilux utes any way you cut it that is a sizeable fleet and one that is clearly attractive to Hino for all of the reasons already outlined. The company also recently purchased two Hino 500 Series trucks. For its transport fleet not just because of the racing tie up but also as a result of the
safety and reliability the Hinos deliver. “Hino is one of our preferred supplier as well as being a business partner,” said Charlie. The Forklifts team was so impressed was with its first Hino 500 Series FM2635 that it promptly ordered a GH1828 model as well. The new 500 Series models join a 700 Series SS2848 prime mover, a 500 Series FE1426 tilt tray and an FM2632 tilt tray in the Waverley Forklifts fleet. “We consider our main product to be ‘service’ in the provision of forklift solutions, rather than just being a forklift company,” said Charlie. “Based on this, we have grown from 500 forklifts in 2008 to 1000 in 2013 and we now have over 2000 – we need reliable, cost-effective trucks to transport them to customers throughout the three states we operate in,” he continued. “Another reason we chose the Hino was the flexible grid hole chassis design which suits the type of low profile tilt tray bodies we have. “Our drivers are impressed by the quietness and comfort of the truck – the extra horse power and 9 speed transmission are the perfect combination. “When I asked them about the truck, they simply said ‘What’s not to like?”’
continued Charlie. Such is the nature of Supercar racing that the closeness of the racing and the mandated specifications of the cars means that fractions of seconds can separate most of the field and on any day a team can be vying for a podium. Preston Hire finished 2017 off with a high claiming second overall at the grand finale of the season on the streets of Newcastle. It was a big boost for the team and its highly regarded driver Lee Holdsworth. “2018 brought a lot of continuity for the team with Lee Holdsworth and we’re building on a solid foundation with the second overall in Newcastle,” said Schwerkolt. This year also brought another significant change with the team, like other Holden runners switching to the new-look ZB Commodore which it debuted at the challenging Adelaide 500 street circuit in the first round of the Supercars Championship in early March where it had a best finish of 12th in the opening race. However it’s a long season and while the team has not scored a top ten result yet this season the corporate suite is still full and the networking is still happening and the business of racing rolls on carried on the trucks that help drive that business.
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^ Offer based on new standard specification Freightliner Argosy 101 Mid Roof DD15 Ultra Shift with listed features at $279,820 Inc GST Excl. On Road Costs purchased and delivered between 01.01.18 and 30.06.18 unless offer extended. While stocks last and not available with any other offer. Finance Fees of up to $1440 payable upfront. Monthly repayments $4,529.26 Inc GST, total amount payable $318,844.48 inc GST. Restricted to approved business customers (excluding fleet, government or rental buyers) of Mercedes-Benz Financial Services Australia Pty Ltd ABN 73 074 134 517 trading Daimler Truck Financial Services and subject to standard credit assessment and lending criteria. + Guaranteed Future Value (GFV) is $100,000 Inc GST subject to Excess Kilometre charges calculated at $0.15/km in excess of the agreed annual allowance. Fair Wear and Tear return conditions apply. *The extended warranty offer 4 Years/800,000km is available on new truck orders placed and delivered between 1 January 2018 and 31 December 2018. Extended Warranty is subject to standard terms, conditions and exclusions. For full terms and conditions contact your authorised Freightliner dealership.
CARTING CATTLE IS A SPECIALISED BUSINESS AND FOR ONE YOUNG BUSINESSMAN ON THE NSW NORTH COAST, A BACKGROUND IN FARMING AND A DESIRE TO BE INVOLVED IN AGRICULTURE HAS SEEN HIM BITE OFF A BIG CHUNK OF MEAT IN THE FORM OF BUYING A LIVESTOCK CARTING BUSINESS AND TO CHEW LIKE CRAZY TO MAKE IT WORK. TTA TAKES A LOOK AT JAKEB DUFFY AND HIS LIVESTOCK HAULAGE BUSINESS.
p on the North Coast of NSW around Murwillumbah the rolling green paddocks of the hinterland and over the divide to the prime farming land around Kyogle and Lismore the cattle dot the paddocks and make it one of the best grazing regions in the country. For livestock transport operators the land around Murwillumbah is fertile territory, offering plenty of work moving cattle to and from sale yards and abattoirs and to agistment, however the essential element is flexibility. Farmers have to move those cattle in varying numbers, from a few head to a large herd. Often a big cattle crate is way to large for the job of moving a few prime head to the yards down in Lismore or across the border in the Sunshine State. For Jakeb Duffy it was that desire to provide flexibility and a tailored service for his customers moving cattle around the region from his base in Murwillumbah that
motivated him to purchase two cattle trucks of different dimensions to ensure that he almost always had the right tool for the job. Jakeb bought the business from his boss a few years back and three trucks came with the operation. One of them, a Volvo FM was getting old and starting to play up, so he decided to switch brands and buy two Fusos, a Canter and an FV Heavy to tackle the bigger jobs. After selling the Volvo he kept an Acco and a UD PK190 adding the two Fusos to bring the fleet to four. “I worked for the fella for about a year before I bought the business, he was wanting to get out and I thought it was a good opportunity,” said Jakeb. With a background in farming and rural life and being born and bred in Murwillumbah Jakeb was keen to establish a business in the region and in agriculture. “Mum and Dad only have 20 acres but my Pop had a big farm so I have been
around it all my life,” said the buddingtrucking entrepreneur. “I was only 25 when I bought the business so it was a pretty big move but everything is going well and we are always busy,” he added. Jakeb runs the business and drives himself and has a pool of casual drives he draws on to meet the demands of his customers around the Northern NSW and SE Queensland. “We cart all over the region with a lot of runs up to the Brisbane Abattoirs, to the abattoirs and sale yards at Casino, the saleyards at Lismore and occasionally down to Grafton, we are on the move all the time,” said Jakeb. Despite a drop in consumption over the last three years, Australians still have a huge appetite for beef and prices have remained strong. The retail price of beef in Australia has nearly doubled since 2000 and beef had a big spike back in 2015 and
has continued to fetch strong prices, so demand for carting livestock has helped fuel businesses like Jakeb’s. In recent times beef prices have been more than double chicken prices and 30 per cent higher than lamb prices underlining the strength of the market. To balance the Fuso FV, Jakeb chose the Canter to handle the smaller yards and shorter haul work. While the FV Heavy is perfect for larger yards and longer trips to Dalby, Lismore and Brisbane. “The Canter is perfect for doing work locally and the Heavy is just right for the longer runs with more stock on board,” Jakeb said. “The Volvo was costing me money and I realised it was easier and cheaper to go to this new one and not worry about any of that,” Jakeb added. Part of his decision to go with the FV Heavy was that he wanted to deal with his local Fuso dealer in Murwillumbah,
which was recently named the 2017 Fuso Regional Dealer of the Year, rather than other dealers further afield. “It is nice dealing with the guys there right in town,” Jakeb says. “It is really convenient and they look after you.” Generally Fuso’s FV Heavys are sold with airbag suspension, but Jakeb was keen to use the familiar six-rod steel rear suspension This specification runs the 360hp version of the 12-litre six-cylinder engine and Jakeb chose the 13-speed Eaton manual transmission over the optional automated transmission. “The FV Heavy certainly has enough grunt for the task at hand, which can include hauling between 18 to 20 large cows and around 30 vealers,” he said “It’s good to drive, especially on the longer runs, it just sits on a hundred, no problem, and it is a reliable truck that is also “really comfortable,” Jakeb said.
The Heavy is also easy to move around in the yards, which can tight and tricky. “It has got a good turning lock on it, which is good because there are some pretty tight yards around here,” Jakeb says. “Some of them are pretty rough too, but I haven’t had a problem.” If the yard is particularly small, or the livestock only needs to be moved a short distance, Jakeb calls on his 918 long wheelbase Canter or the UD. The Canter can take 15 vealers or 7 or 8 cows in its 16ft crate and is powered by a 129kW (175hp) four-cylinder engine, linked up to a five speed manual transmission. The UD PK has an 18-foot crate, which can handle 9 cows and 17 vealers while the old Acco fits in between the UD and the Fuso FV. Jakeb also has the extra piece of mind provided by a five-year manufacturer’s warranty, which applies across all Fuso trucks and the Rosa bus.
WILL THE FLAT ENGINE MAKE A COMEBACK? 046 www.truckandbus.net.au
THE DUAL GOALS OF MEETING TIGHT EMISSIONS STANDARDS AND IMPROVING FUEL CONSUMPTION HAVE SEEN SOME ENGINE DEVELOPMENT COMPANIES LOOK TO DESIGNS OF THE PAST FOR INSPIRATION. ONE SUCH ENGINE IS AT THE PRODUCTION EVALUATION STAGE IN THE USA. EDITOR WHITING TAKES A LOOK AT THE CONCEPT AND THE PROSPECTS. ‘
lat’ engines aren’t new. The most familiar is Ferdinand Porsche’s opposed-cylinder (OC) design that powered millions of Volkswagen Beetles and Kombis and lives on today in the rear ends of Porsche cars and between the legs of BMW motorcycle riders. In the 4WD world the ‘boxer’ engine – so called because of the back and forth ‘punching’ action of the pistons – sits under millions of Subaru bonnets. But the boxer engine isn’t the only type of ‘flat’ engine that’s been developed. The opposed piston (OP) engine is one in which the cylinders are through-holes in
the block, with a piston at each end and no cylinder head. The crankshaft timing is arranged so that the opposed piston action creates the necessary compression for efficient combustion. A revolutionary early application of an OP design was in the World War II Junkers Jumo 205 diesel aircraft engine. This OP engine had two crankshafts – one at either end of a single bank of cylinders – that were geared to the propeller shaft. The 1940s Napier Deltic diesel engine had three crankshafts to serve three banks of double-ended cylinders arranged in a triangle with the crankshafts at the corners, and was used in railway
locomotives and to power fast patrol boats. OP diesel designs by FairbanksMorse powered US submarines and diesel locomotives. The best-known OP engine Down Under was undoubtedly the Rootes TS3 engine that powered Commer trucks from 1954 to 1972. This three-cylinder, six-piston diesel used one crankshaft linked by large rockers to the piston connecting rods. The engine had a distinctive sound, earning it the Australian nickname of ‘Commer Knocker’. An improved four-cylinder version, the TS4, was almost ready for production
when the English Rootes Group fell into Chrysler’s hands in 1968 and the TS4 prototypes were discarded in favour of more conventional diesels. During the past 40 years it seemed that the flat engine would be limited to OC types, but a 2005 development of the OP engine surfaced in the USA, at the SAE World Congress. This light-weight, high-efficiency diesel concept engine was developed by FEV Engine Technology for use in a broad range of military applications. Developed in conjunction with Advanced Propulsion Technologies (APT), the engine’s innovative design combined an OC engine with an OP engine, eliminating the cylinder head, valves, camshafts and all related drive systems. The two-stroke cycle of this opposedpiston, opposed-cylinder (OPOC) engine used uniflow-scavenging, with intake and exhaust ports at opposite ends of the cylinders; asymmetric port timing, with the exhaust opening before intake and
exhaust ports closed before intake. (Uniflow scavenging was successfully used by Nissan Diesel in its two-stroke truck engines and even developed into their heavy truck brand name: UD, an acronym for Uniflow-scavenging Diesel.) In 2008, another company, EcoMotors, sprang out of the FEV/ATP ventures and was aiming to exploit non-military applications of this revolutionary engine. The company was funded by Vinod Khosla, who founded Sun Microsystems and Microsoft’s Bill Gates, with R&D spearheaded by Peter Hofbauer, former head of engine and transmission development for Volkswagen. In March 2015 EcoMotors announced a joint venture with a subsidiary of Chinese automaker FAW Group, outlining plans to begin producing opposed-piston engines. The joint venture intended to build a plant in China’s northern Shanxi province with the capacity to make 100,000 engines a year. However, EcoMotors folded in 2017, without making a single production engine.
PRODUCTION PROTOTYPE Achates Power is another US company engaged in OP engine development. The company secured its fifth OEM contract in December 2014. Achates engines differ from the EcoMotors designs in having two crankshafts. The cranks are geared together and output passes through a single shaft. Early test engines have met EPA 2010, Euro 6 and Tier 3/LEV 3 emissions standards, the company said. The design enables an increase in volume to surface ratio within the cylinder, preventing heat losses through the engine walls. Furthermore, pumping losses are reduced because of the twostroke design.
At the Detroit Motor Show in February 2018, Achates Power displayed a production prototype petrol, 2.7-litre, six-piston, three-cylinder engine in a Ford F-150. That engine boasts an EPA combined fuel-economy rating of 37 mpg (US) – around 9L/100km. The two-stroke Achates powerplant burns a very lean gasoline-air mixture purely through compression, giving it diesel-like characteristics and claimed thermal efficiency of 45 percent. The company designed and developed this engine with US$9 million in funds from the US Department of Energy’s ARPA-E program, in conjunction with both Argonne National Laboratory
and auto-parts maker Delphi. In Detroit, Achates said it had formed a joint-development agreement with consultant Aramco Services, the Houstonbased US subsidiary of Saudi Aramco, the national oil and gas company of Saudi Arabia. Achates ultimately intends to license its design to vehicle and engine makers throughout the world, said CEO David Johnson, but doesn’t intend to manufacture engines itself. The company reportedly has nine development programs underway with engine manufacturers; some of which could lead to other automotive applications.
ASSAULT ON BATTERY
MANY INDUSTRIES ARE INTERESTED IN ZERO-POLLUTION ELECTRIC VEHICLES – PARTICULARLY UNDERGROUND MINING – AND THE UBIQUITOUS LANDCRUISER UTE IS AN OBVIOUS CANDIDATE FOR ELECTRIFICATION, ALLAN WHITING REPORTS.
n late 2017 we were made aware of the Dutch-designed Tembo 4x4 e-LV ‘Cruiser, then being distributed in Australia by Western Australian based automotive wholesaler, Autoline. This model was launched in Europe in July 2016. In early 2018 we discovered that Autoline had contracted NZ based electric heavy vehicle specialist maker, Zero Emission Vehicles (ZEV), to build an electric conversion kit for the 79 Series LandCruiser. Autoline is marketing the resulting Voltra, RHD electric LandCruiser and as at early 2018 was still demonstrating a Tembo 4x4 LHD e-LV. However, we understand that the Tembo 4x4 distribution will in future be through independent Australia-wide e-LV distributors and one has been appointed already: Adelaide-based Heavy Vehicle Electrics. Autoline told us that the Tembo 4x4 vehicle is LHD only and their Voltra is RHD; however, Tembo lists RHD and LHD LandCruiser utes and 76 Series wagons, as well as HiLuxes, in its future product plans.
The first production Voltra batteryelectric LandCruiser developed for Autoline is being trialled in an Australian underground mine. A Voltra spokesperson said: “The eCruiser offers trademark toughness and reliability to handle harsh and corrosive underground environments, but with massive savings on cost, downtime and maintenance, as well as long-term environmental sustainability.” “This is a significant milestone for us,” said ZEV Chairman George Zander. “Our goal has always been the global market and this vehicle represents our first steps in the international arena.” “The mining industry is a very stringent one in terms of process and regulations,” said George Zander. “Electric drive provides huge health and safety benefits
for the mines and its workers, as well as big reductions in the amount of maintenance a vehicle requires when it does not have a combustion engine.” The Voltra was launched in September 2017 at EV World in Auckland and the latest vehicle includes refinements from customer feedback, to suit the harsh operating conditions it is intended for. Conversion kits are designed and manufactured in New Zealand and are shipped to Australia, where Voltra staff assemble and fit them in Adelaide. The Voltra eCruiser is powered by a 42kWh lithium ferro-phosphate battery pack and three-phase permanent magnet, radial flux motor, with peak power of 104kW and peak torque of 256Nm. Claimed driving range on road is 150km and 100km off road.
MEANWHILE, IN THE NETHERLANDS… We contacted Tembo 4x4 when we were confused about who was selling what in Australasia and Tembo 4x4’s principal, Frank Daams, told us that in late February 2018 his company had launched its second-generation LandCruiser e-LV, with considerable updates on the 2016 model. The first model was developed in conjunction with Huber Group in Germany, but the latest development is with Actia in France. The Tembo 4x4 e-LV EVO2 is the second edition of the world’s first zero emissions mining industry electric ute, featuring a completely new drivetrain and energy management system. Frank Daams said: “Using all the data and feedback collected during the initialmodel phase we can offer a vehicle that is even more robust, smoother to drive and better suited to the conditions in the mining industry.” The new vehicle was unveiled at the headquarters of FD 4x4 Centre in Bergeijk, the Netherlands, in front of an international audience. Representatives of the mining industry, clients and suppliers were able to drive the vehicle and to examine the technical aspects of the vehicle with the Tembo 4x4 people who designed and built it.
The new drivetrain of the Tembo 4x4 e-LV has been designed using components certified for industrial use and readily available from reputable partners. “Together with our French partner Actia we have selected an electric motor that is in use all over Europe,“ said Frank Daams. “The compact size allows for a high position between the chassis rails, and a custom full-time-4WD gearbox transfers the power to the wheels.” The full-time-4WD system eliminates the driveline damage that occurs in existing part-time-4WD LandCruiser mine vehicles that are locked in 4WD and driven on high-friction surfaces. Power comes from an industry grade 28-42kWh battery pack, certified to ECE R100 and contained in a metal box. Forsee Power is one of the few battery companies able to offer the combination of quality and flexibility needed for the Tembo 4x4 e-LV. Typical mine site range is 60-80km, but more batteries can be added for increased range. Battery life is calculated at 8000 cycles at 80-percent depth of discharge (DOD) and 4500 cycles at 100-percent DOD. Vehicle management is done by a can bus and telematics with remote access and
a user and maintenance friendly interface. The ECU is accessed with a diagnostic tool and it can automatically share data with a server for maintenance and fleet management purposes. This simplifies maintenance on this already very simple and robust vehicle. The Tembo 4x4 e-LV was well received by the international audience present at the launch. Brian McKenna from Boliden Tara Mines, Ireland, evaluated the first prototype and he was happy to see the development: “It is a huge improvement over the first prototype,” he said. “The engine power is more balanced and it is very quiet. “I think our workshop will like the elevated drivetrain that puts everything out of harms’ way.” “For me, reliability is most important in such a vehicle,” said Eve Tousignant of Access Canada. “Our clients can live with the charging time, but ideally it should be able to run 24/7. “It drives beautifully and is a real solution to the problems we have in underground mining.” At T&TA we’ll follow closely the electric LandCruiser experience from both these companies in Australia.
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THE YANKS FLIRTED WITH HYBRID PICKUPS IN THE EARLY 2000S, BUT DROPPED THE CONCEPT AFTER THE GFC, WHEN FUEL PRICES FELL. HOWEVER, THE HYBRID MAY BE ON ITS WAY BACK, ALLAN WHITING REPORTS.
iat Chrysler Automotive has restarted the hybrid pickup trend, with the 2018 Detroit Motor Show introduction of an eTorque hybrid powertrain as standard equipment on all MY2019 Ram 1500s that are powered by the 3.6-litre Pentastar V6 petrol engine. It’s the hybrid system used in the Jeep Wrangler - a 48-volt mild-hybrid setupthat’s making its way into the new lightduty Ram pickup. The V6 with eTorque should put Ram close to the magic 30mpg (US) mark, or around 8L/100km. Rams fitted with the 5.7-litre Hemi V8 have cylinder deactivation as standard and eTorque is optional. The 48-volt battery pack powers a beltdrive motor generator unit to enable start/
stop and brake energy regeneration. The system brings some extra torque to Ram models: 130Nm with the Pentastar V-6 and up to 170Nm with the Hemi V-8. The RAM 1500 is due for release in Australia mid-2018, but it’s the previous model, not the 2019 Hybrid – not yet, anyway. At the lower GVM end of the US pickup market Honda revealed at the Detroit auto show that it is adding a dedicated hybrid model to its light truck line-up in 2018. Takahiro Hachigo, the automaker’s president and CEO, announced that the new hybrid Ridgeline pickup will be manufactured in the USA as part of the Honda Electrification Initiative, which
calls for the expansion of the company’s electrified vehicles. “Half of the all-new models Honda will launch in the United States in the coming two years will be electrified vehicles,” Hachigo said. executive said it would begin to use the company’s two-motor hybrid system that powers cars, in its light trucks. Currently the two-motor hybrid system is employed in the Accord Hybrid, a midsize passenger sedan which uses a 2.0-litre Atkinson cycle four-cylinder engine and two electric motors that produce a combined output of 160kW. The Accord’s 5L/100km city rating makes it the most fuel efficient midsize car in America. At the 2018 Detroit Show Toyota premiered a hybridised 2.0-litre engine.
This new petrol four-cylinder Dynamic Force Engine relies on a more efficient combustion process and benefits from a variable control system. Thanks to a higher thermal efficiency (41 percent in hybrid models), it generates more horsepower and torque while meeting stringent exhaust regulations. Output is 107kW at 6000rpm and 180Nm at 4400rpm, plus as yet undisclosed electric motor outputs. This new hybrid powerplant is released against the background of comments made by Toyota’s European executive
vice-president Didier Leroy at last year’s Tokyo Motor Show that there would be no more diesel Toyotas released in Europe. Also, we’ve come across a patent application from Toyota, showing a hybrid battery storage layout schematic under the cargo floor of a seven-seat wagon, with the battery sandwiched between the floor and the spare wheel. In addition, Toyota has engineered two new 4WD systems, one for gasolinepowered cars and the other tailored to hybrids. The former, called Dynamic
Torque Vectoring AWD, works by independently distributing torque to the left and right rear wheels, depending on the driving conditions. The latter, known as E-Four, boosts total torque channelled to the rear wheels by 30 percent compared with existing hardware. In front of these 4WD systems are two new TNGA powertrains: a 3.5-litre V6 (2GR-FKS), and, a 2.5-litre Dynamic Force four-cylinder Toyota Hybrid System II with 650-volt electric motor (A25A-FXS) and Continuously-Variable Transmission (CVT).
AN ALL NEW MAGAZINE AIMED SQUARELY AT BUILDING AND MAINTAINING GRAVEL ROADS IN THIS COUNTRY
WELCOME TO GRAVEL ROADS AUSTRALIA AN ALL-NEW niche publication will be hitting your desk in early 2018 when Gravel Roads Australia arrives on the scene. Gravel roads make up almost 66 per cent of the nationâ€™s road network with close to 600,000 kms of unsealed thoroughfares across this wide brown land. Many have low traffic volumes while others are vital arteries providing access to some of our most valuable resource assets. Building and maintaining our unsealed road network is a major industry in itself with Local Govt, Civil Contractors, Mining Companies, Forestry, Farmers and a
myriad of others all involved in ensuring these vital routes are available to industry and travellers alike. Now, for the first time, this sector will have its own journal featuring interesting stories about road construction practices, new equipment, case studies, planned projects and new techniques - in fact anything that involves the building and maintaining of gravel roads. Gravel Roads Australia will be a high quality 64-page publication, produced four times a year by Grayhaze Publishing, publisher of Transport & Trucking Australia and Coach and Bus magazine
as well as the highly successful transport website, www.truckandbus.net.au Gravel Roads Australia will feature great writers with features and news produced by some of the best journalists in Australia with high quality photography and design. The first edition will be published in March 2018 and then in June, September and December each year. The magazine will be direct mailed to more than 3000 Local Govt Works Officers, Civil Contractors, Transport Operators, Machinery Dealers and Manufacturers as well as Mining Companies.
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TOYOTA IS A BEHEMOTH OF A COMPANY AND ITS HILUX IS ONE OF ITS MANY STRENGTHS IN AUSTRALIA. THE HILUX FINISHED 2017 AS AUSTRALIAâ€™S TOP SELLING AUTOMOBILE OF ANY CLASS OUTSELLING SEDANS, HATCHES, STATION WAGONS AND SUVS. THESE DAYS, LIKE AMERICA, AUSTRALIA IT SEEMS LOVES A PICK UP OR A UTE AS WE KNOW THEM. WE SAMPLE THE LATEST TOP OF THE RANGE HILUX TO SEE WHY IT IS SO POPULAR. 060 www.truckandbus.net.au
he HiLux has received a bit of a model update in recent times and C&B jumped at the chance to have a lash at the latest incarnation of Australia’s most popular vehicle. After testing many of HiLux’s rivals in recent times including the Ford Ranger, Holden Colorado, Isuzu DMax and VW Amarok, it was a great chance to see exactly what makes this the most popular ute in the pack. The top of the line SR5 + HiLux was the vehicle we picked up for a week behind the wheel powered by the 2.8-litre turbo diesel coupled to a four-wheel drive. The duel cab SR5 + boasts maximum power rating of 130kW and torque of 420Nm. Although a petrol engine is available the fuel consumption advantages of the diesel see most HiLux models fitted with the compression ignition engine. First, the petrol engine - you’ll use between 11.1L/100km for the manual (9.0km L), or 10.9L/100km for the auto (9.2km L). Bank on using more than that in the real world - up to 50 per cent more, if you’re loaded up. The powerful 2.8-litre turbo diesel averaged around 9 litre/100kmduirng our time in the HiLux which was pretty reasonable given the fact that most of our driving was in city conditions and traffic and we did not spare the horses. The turbo diesel by comparison with some of its counterparts in this market is a slightly noisy, clattering thing. There are certainly more refined turbo diesels around both in terms of harshness and
power delivery but as rusted on Toyota users will tell you the HiLux is bulletproof and lives up to its advertising slogan of being ‘Unbreakable. The question I ask is, will the Toyota be that much more reliable than the others? Short of looking at all the warranty claims of every model in the market and doing a thorough comparo, it would be nigh on impossible to know. Most people buy the six speed automatic in the HiLux and that may will have been a smoother and more pleasant option than the robust but clunky manual. The manual has slightly less pulling power and its delivery isn’t as instantaneous however the Toyota iMT - intelligent manual transmission system is excellent at matching revs on the downshift will revmatch preventing lag during downshifts particularly as the ratios are quite long. The Ranger, Colorado and Amarok, all have higher torque outputs than the HiLux and that enhances the smoothness of their delivery while further showing up the HiLux, although it is no slouch, it is just that the others have caught and passed it in the engine refinement and power stakes. The HiLux does have an Eco and Power mode switch that is a bit like a Jekyll and Hyde character change. In Eco mode the engine really is quite sluggish, but does save fuel. In Power Mode the difference is a stark and immediate contrast and the big dual cab lifts its skirts and really sprints along. The ride isn’t as supple or refined as Amarok or for that matter the Ranger but is on par or better than the Colorado and DMax. However the steering of the HiLux
is really good, nicely weighted, sharp and accurate with excellent feel. The SR5+ gets 18 inch alloy wheels which have dark highlights and quite attractive and set the look of the car off nicely. The HiLux suspension settings are a little harsh for my liking and it can get a bit choppy at times on the limit and on uneven tarmac, although it does perform well off road when that strong control is needed to prevent bottoming and bounce in the rough stuff. It does make the HiLux hard to live with in most other situations however. Toyota says it has recently reworked suspension settings and made some subtle changes to to help soften the ride but it still jiggles and bumps on paved country roads, and does not deliver anywhere near the suppleness and compliance of the class’ best riding offerings from VW and Ford. Safety is an important factor for fleets these days and HiLux measures up with a 5 Star ANCAP rating and boasts safety features across the range including electronic stability control with trailer sway control and seven airbags in the cabin with dual front, front side, curtain and driver’s knee airbags protecting the occupants in the event of an accident. The HiLux’ big colour centre screen displays the great image form the standard
reversing camera and although there are no rotary dials (one of our major bugbears with modern car audio systems), the big screen does display info and audio options clearly and easily. The top of the range SR5 +model comes with a chrome sports bar, smart key and push button start, an alarm, dual-zone climate control AC, and those aforementioned 18-inch alloy wheels along with leather seats and electric seat control. Like most of its rivals the Toyota HiLux is built in Thailand and the cabin finish and fit is superb, which is what we have come to expect from Toyota. There are no squeaks and rattles because everything is bolted together properly and how it is meant to
be, in this regard the HiLux is the category leader and the quality is terrific. Then again with a price tag for the SR5+ turbo diesel dual-cab 4x4 pick-up as tested of $56,990 in manual or $58,440 for the auto, as a buyer you would rightfully expect quality. The most fruit-filled spec in the range is the SR5+, which is essentially a premium interior pack for the SR5 that sees the addition of leather seats and electric seat adjustment for the driver (it adds $2000 to the list price, pushing the manual to $56,440 and the auto to $58,440). Despite the criticisms the HiLux is a safe bet and most buyers see that, which is why it is the best seeling model and reigns supreme in the Aussie auto market.
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MONEY MATTERS PAUL CLITHROE PLANNING FOR A LONG LIFE WITHOUT OVERLOOKING THE UNFORESEEN
ustralians today need to do something our parents and grandparents didn’t even think about – plan for a long life, and a new report shows the benefits of planning for longevity go beyond money matters. Australians enjoy one of the longest life expectancies in the world. Around 3.7 million of us (15 per cent of the population) are aged 65-plus, and today’s 60-somethings can expect to live for another 20 years on average. That’s an increase of more than eight years for men and almost 10 years for women since the turn of the century. However, a new study by National Seniors Australia (NSA) shows that our savings behaviour is not keeping pace with increasing life expectancy. The challenge of ageing is simple – in theory at least. We need to make earnings from 40 to 50 years in the workforce extend across 80 to 90 years of living. The NSA report highlights a key problem with this: We have a tendency to take the present more seriously than the future, and that means we often fail to save enough to pay for later life. The same study found that what matters most to people about their finances in retirement is having regular, constant income. Conserving capital to leave money for the next generation is becoming less of a consideration for many Australians. Nonetheless, many of us expect to maintain similar spending patterns in retirement as we did in the workforce. Crunch time often comes as we head towards retiring age, and the reality of what may be a limited nest egg becomes more obvious. We also have a tendency to make plans for travel and leisure in early retirement. However, it pays to look a little further over the horizon and consider how you will meet aged care costs because chances are, either you – or your family – will need to pay for them. It all highlights the need for good planning. The NSA found that people
who have no plans to deal with an increased lifespan are more likely to experience financial, social and emotional disadvantages. I’m pretty sure that’s not the outcome you want for your retirement. Thankfully there is a solution. Part of the answer lies in committing to saving for retirement while you have enough income to do so. But it also hinges on how you use your super and other investments once you leave the workforce. Striking the balance between a quality retirement and running out of funds prematurely is a juggling act that calls for expert financial advice, and it’s not something you should put off until you’re ready to walk away from the workforce for the last time. Seeking good advice early can be one of your best investments. While we need to be planning for a long life you should also give some consideration to insurance and planning for the potential of death coming when you least expect it, which it often does. If you have a family, dependents or debt, life insurance is essential. Yet one in four Australians aren’t sure whether or not they have life cover in place at all. If you die and your life is insured, your beneficiaries receive a lump sum payout. This money can be the difference between the people who matter most to you enjoying a decent lifestyle or facing a financial struggle. Yet one in four Australians aren’t even sure whether or not they have life insurance. Many of us have some level of life cover through our super fund. However, this isn’t always the case so it pays to ask. Despite this being a matter of picking up the phone to speak with your fund, a recent study by Finder shows one in five super fund members have no idea whether they have life insurance through their super. If you have more than one super fund – and 40 per cent of Australians do, you could be doubling up on premiums. The downside here is that paying multiple premiums through several funds, will eat
away at your total nest egg over time. Having some life cover in place is better than having none at all especially if you have dependents. And incidentally, these days it makes sense for both parents in a family to have life cover even if one person is a stay-at-home parent. Too often the economic worth of the child-rearer’s work is overlooked, and ideally, both parents should be insured at a similar level. I mention this because Finder’s research found woman tend to be more uncertain than men about whether they have life cover in place. Close to one in three women simply don’t know if their life is insured. Like all insurances, life cover works best when you have the right level of protection in place for your situation. The insurance available through your super is typically very affordable because your fund ‘buys in bulk’ for a large number of members. However, life insurance policies arranged through super may not be as comprehensive as standalone cover purchased directly from an insurer. Similarly, life insurance organised through your super fund is unlikely to be designed with your individual circumstances in mind, and figures from industry body Lifewise show up to 50 per cent of fund members can be underinsured by $100,000. The solution is simple. Contact your fund or check your most recent super statement to know whether or not you have life insurance. If you feel the life cover offered by your super fund is insufficient, consider taking a look at what’s available with an independent insurer. At least this way you will have control over your family’s financial wellbeing if tragedy occurred. Paul Clitheroe is a founding director of financial planning firm, Chairman of the Australian Government Financial Literacy Board and chief commentator for Money Magazine. Visit www.paulsmoney.com.au for more information.
ALL IT TAKES At Kumho, we deliver a smoother, safer ride for you and your cargo – on tyres designed to perform in all Australian conditions. Whether it’s a light load or heavy highway haulage, our commitment to quality will deliver you great value and a safer tomorrow. And like a circle, it never ends. We’ll continue to look for new ways to make your experience better. It’s just what we do. KUMHO TYRE. BETTER, ALL-WAYS.
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In this issue we have the first local drive of Scania’s latest NTG truck range and we look at and drive Mack’s new Anthem model in the USA....
Published on May 11, 2018
In this issue we have the first local drive of Scania’s latest NTG truck range and we look at and drive Mack’s new Anthem model in the USA....