Transport & Trucking Australia Issue 123

www.truckandbus.net.au Issue 123 2019

$8.95 incl. GST

HINO LAUNCHES A NEW STANDARD

ISSN 2206-1495

9 772206 149012 >

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UD GOES AUTONOMOUS FUSO BUILT READY KENWORTH HAULING HARD FIRST DRIVE OF NEW IVECO X-WAY

ISUZU TRUCKS

Thirty years and * still number one.

*Currently 30 years leadership (1989-2018) according to T-Mark industry statistics. FSA/ISZ12213

CONTENTS CONTACT DETAILS

FEATURES

PO Box 7046 Warringah Mall NSW 2100

14 A NEW STANDARD

www.truckandbus.net.au admin@truckandbus.net.au Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews Follow us on Facebook at Truck and Bus Australia

Publisher Jon Thomson admin@truckandbus.net.au Editor in Chief Jon Thomson Art Director Fiona Meadows fiona@kududesign.com.au Advertising Sales Jon Thomson Mobile 0418 641 959 admin@truckandbus.net.au Editorial Contributors Barry Flanagan, Mark Bean, Glenn Torrens, Peter Barnwell

There is always a lot hanging on a new truck launch and in the case of Hino’s new Standard cab 500 series it is especially true. T&TA went to Japan to find out all there is to know about Hino’s new 500 series standard cab models and we reckon they might have a winner on their hands.

20 X-MARKS THE SPOT

The welcome news that Iveco was committing to local manufacturing and that it would be building its local version of The Stralis , the X-Way right here in Australia was applauded by us here at T&TA. We were keen to get behind the wheel of the new truck to discover if Iveco had stepped up a little or whether it was just a resampling of the same old Stralis, here is what we found.

26 TECHNO TOUR DE FORCE

UD is using its parent, Volvo Group’s array of advance technology to unleash trucks and transport of the future and we were privileged to have a front row seat in Tokyo to be given a preview of the techno Tour de force that is already underway.

32 INTER-RESTING?

As month after month of record Australian truck sales figures were spat from the computer in the past 18 months one brand has stood out as the serial under performer – International! We recently had another steer of its Pro-Star and came away believing that the problem isn’t the truck but the fact that it hasn’t had a decent push yet. But as we found out that may be changing.

38 FUSO’S SUMOS LOSE THE WAIT

There is a trend amongst the three leading truck sellers in Australia to provide customers with ready to work trucks, already built and fitted with a working body or tray that enables the buyer to put the truck straight to work - no waiting for months while a body builder fits the body you require to a cab chassis truck. We went to the Nation’s Capital to drive Fuso’s latest no waiting, ready to work range.

44 A GROWING CONCERN

While the latest Euro cabovers are scoring big wins in terms of fuel efficiency a Sydney based Kenworth fleet is showing that US inspired conventionals can match the Swedes and Germans while also offering a strong proposition on give and take Australian roads we dropped into Acacia Transport to take a look at its operation and how it has embraced Kenworth’s new T610.

50 30 NOT OUT

Isuzu chalked up an amazing achievement at the end of 2018 – leading the Australian truck market for 30 consecutive years as well as becoming the first company to sell more than 10000 trucks in a year in this market. We take a closer look at the achievement and why it is unlikely any other company will ever equal.

56 PICK-UP STICKS

Ford’s Ranger is the Blue Oval’s most popular model in Australia making up almost 60 per cent of the brand’s sales in this country. We take a spin in the latest versions of Ford favourite pick up.

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60 COMPANY CAR: WILD HORSES

Since landing here in 2015 the Mustang has been one of Ford’s great successes a new updated 2019 model presented us with a really good reason for another test.

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DEPARTMENTS 04 BACK TRACKS

Musings from the Editor

06 HIGHWAY 1

News and info from all over

64 MONEY

Paul’s latest advice on finances

XAVIER_HINO36265

THE ALL-NEW STREET SMART TRUCK.

Introducing our next generation truck with the most comprehensive active safety package offered by a Japanese medium duty manufacturer. Delivering the next generation of operating efficiency and performance, with an all-new car like interior, designed to raise the bar for style and driver comfort. For more information visit hino.com.au

THE ROAD TOLL IS FAR FROM SIMPLE

T

hey say there are lies, damn lies and statistics and while numbers and statistics are vital in the day to day running of modern civilisation and particularly the truck industry, as always some stats can be over read and too much can often be made of a number that goes against the trend.

One area where stats can some times be overplayed is in our road toll numbers.

If there is a huge spike in a year then authorities are up on the high horse appealing for everyone on the roads to slow down and drive more diligently but when the road toll numbers follow the downward trend they have been on for the last decade or so, there is no credit given and little made of the drop in fatalities and casualties.

We are writing about this topic because of a press release from the ATA stating that the latest crash statistics show a dramatic fall in fatal truck crashes in 2018, well in fact fatalities were down in 2018 no matter what vehicle class is considered.

Compared to 2017 there was a 20.5 per cent decrease in fatal crashes involving heavy trucks in 2018, a 15.2 per cent decrease in fatal crashes involving articulated trucks and a 26.1 per cent decrease in fatal crashes involving heavy rigid trucks.

Now the ATA has its own barrow to push and like any industry body it uses the stats to push its own agenda and points of view, That’s understandable and its what every body like the ATA does, in this instance it has used the figures to push the argument that operators are compliant with rules, quoting a recent multi-agency operation led by WA Main Roads in partnership with the NHVR, South Australian Police and Department of Transport WA showing a high level of legal compliance by operators.

The operation on the SA-WA border found 91 per cent of trucking operators travelling interstate to be compliant with the Heavy Vehicle National Law. That is terrific but an operation in the SA WA border is not exactly truck central.

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The reality is 2017 was a blip year amongst a generally downward trend.

Accidents in 2017 on the East Coast showed that compliance was often not all it should have been. So using that relatively small operation in outback WA and SA to somehow correlate compliance with a drop in the truck road toll is a bit ridiculous.

The number of road deaths in NSW has dropped over the past four-and-a-half decades not just in pure numbers but also in per capita terms, from 28.9 per 100,000 people in 1970 to a low of 4.1 in 2014 and even with that blip in 2017 the number only went up to just 4.99 per 100,000 in 2017 and last year it dropped back to 4.66.

This year fatalities are already down about four per cent on last year. Serious injuries in road accidents are also down about 12 per cent over 2017.

What does all that mean? Well the bottom line is that our chances of completing a journey without finishing up in hospital or worse not making it home at all are considerably better than they have ever been. Why? Well the answers are incredibly complex and are as a result of a whole range of improvements from vehicle technology to better roads, to the widespread use of seatbelts, and random breath testing to name but a few.

If the road toll per 100.000 in NSW had stayed at the same rate as the 1970 toll then the 2018 road toll in NSW would have been around 2340 in 2018 instead of 353 deaths.

In 1978 the highest road toll ever recorded in NSW shocked everyone when 1384 people were killed on the roads. Back then almost 300 people were killed on the Hume Highway alone and another 300 lost their lives on the Pacific. Duplicating those highways has dramatically cut the toll but it is just one of the reasons for a reduction in fatalities.

We heard a senior road traffic policeman a year or so back say something like,” the answer to the road toll is really simple, just don’t speed”. There had to be a better way to convey the message.

Point is driving is not simple, it is really complex, saying it is simple was underselling the complex nature of driving on our roads. A better message would have been “Driving is a really complex task that requires concentration and if you drive at excessive speed your levels of concentration have to rise along with your chances of having a serious accident.”

Ingo Kalinar, one time head of the Mercedes Benz crash lab told us once that the unquantifiable factor in every crash was the chaos theory. Kalinar said that they would crash 50 cars into a barrier in the lab with all of the same parameters and no two results would be exactly the same.

In real terms it is a lottery out there. For a start you might find yourself in the wrong place at the wrong time, not speeding but just making a small error, but a matter of a few seconds might mean you get away with it. So when human error comes into play, you have to have really safe vehicles and roads We need to keep working at every aspect of road safety and it does no one any good when nebulous reasons are linked as reasons for reductions or increases in road toll. We need to take a far more scientific approach and in fact that is what has been the real road safety winner - science!

Enough of that, in this issue we have some great stories with a full rundown on the new Hino 500 Standard Cab, UD’s entry into the world of autonomous trucking, Fuso’s updated Ready to Work range, we have road tests of the new Iveco Stralis XWay as well as the International ProStar.

We take a look at an impressive Kenworth fleet Acacia Transport and its use of the T610 on a tough line haul job and we celebrate Isuzu’s impressive 30 years of market leadership. All that and a whole lot more in this issue of Transport & Trucking. Enjoy the read and remember driving is not simple. It requires your full attention, nothing less.

JON THOMSON

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ISUZU GETS INTO SUPERCARS ISUZU TRUCKS has announced it is getting into sponsorship in Supercar racing by signing on as a sponsor partner with Truck Assist backing the Tekno Autosports in this year’s Australia Supercars Championship.

The sponsorship marks Isuzu Trucks’ debut Supercars and according to Isuzu head of marketing and customer experience, John Walker, joining forces with Truck Assist, Australia’s leading truck roadside assistance provider, was the perfect introduction to the racing format.

Isuzu is the last of the major truck makers to get involved in Supercars which sees Hino and Kenworth sponsoring the series and manufacturers including Volvo, Mack, Scania, MAN, International, Iveco, Western Star and Freightliner all involved in team sponsorship.

“Isuzu Trucks is excited to be onboard with Tekno Autosports, driver Jack Le Brocq and our long-term industry partner Truck Assist for the 2019 Supercars season,” Walker said.

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“The fanbase for the Virgin Australia Supercars racing series has a very strong alignment with the Isuzu customer base, so naturally it’s exciting that we are able to have our customers engage further with the series.

“It’s fantastic to be partnering with a team that has the Bathurst winning pedigree of Tekno, while we are also partnering with Jack on a personal level, as we see him having a bright

future in the sport.

“IAL has enjoyed numerous successful partnerships with Truck Assist and parent company NTI, with Isuzu’s 24-hour roadside assistance service provided by Truck Assist for many years,” Mr Walker said.

Truck Assist general manager Alan Hasted added “It’s fantastic to be bringing together Tekno Autosports, Jack Le Brocq, Truck

Assist and Isuzu Trucks for the 2019 Supercars season.

“Between Truck Assist and our parent company NTI, we have enjoyed a long-term relationship with Isuzu Trucks as the brand’s preferred service partner, with a focus on 24-hour roadside assistance.

“This partnership is a natural extension of that collaboration and is exciting for everyone involved,” said Mr Hasted.

VW GETS SET TO

FLOAT TRATON

VOLKSWAGEN is in talks with major Swedish institutional investors about being the cornerstone shareholders in the dual listing of its trucks unit Traton in Stockholm and Frankfurt.

The discussions could result in more than one cornerstone investor being brought on board and for each investor to take a $AUD 240 million to $AUD480 million (€171.21-342.42 million) stake, confidential sources revealed this week.

Cornerstone investors are institutions that are invited to subscribe to shares ahead of an IPO to boost its popularity and often serve as a seal of approval for other investors. Securing such investors is popular among Nordic companies.

Swedish investor Första AP-fonden had conformed it has been asked about being an anchor investor, according to its head of equities Olof Jonasson, but declined to comment on the stake size or price.

“We have been approached but I couldn’t really tell you anything about the details... Our interest would be about business potential and valuation and all those things put together,” said Jonasson, whose fund is also a large owner of Swedish rival AB Volvo.

It was reported recently that VW expects to sell shares worth $AUD7.98 billion-$AUD 9.6 billion in an April listing that could value Traton at about $AUD 30 billion to $AUD 40 billion.

At this size and value, the IPO could

be Germany’s and Sweden’s biggest new share offering in 2019, but the sources said its size had not yet been finalised and would depend on market conditions.

AP4 head of equities Per Colleen said he could not confirm any of the details but added: “Anything of that size, we will have a serious look at”.

Traton is the umbrella name for MAN, Scania and VW brands, but Swedish company Scania is by far its most valuable part, with superior profitability and stability.

Scania was listed in Stockholm until 2014, when its then largest investor VW took it private in a deal that valued it at about €17.9 billion, but many Swedish investors that were squeezed out said then that the offer undervalued the group.

One source said that Swedish funds were keen for a substantial stake in the Traton IPO as they expected it to have a large influence on the automotive and engineering-heavy Stockholm blue-chip index that they try to outperform.

Traton CEO Andreas Renschler would not comment when asked about the plans but told analysts at the firm’s capital markets day that the company wants to be the most profitable global commercial vehicle player and to have access to all global profit pools. That might be a key to future consolidation of its assets in Australia, particularly once it takes a bigger, controlling stake in Navistar.

If markets are deemed favourable, Volkswagen would publish a so-called intention to float (ITF) in the second half of March followed by the listing four weeks later.

Traton aimed to float on the Frankfurt

stock exchange with a possible secondary listing in Sweden, the home of its Scania brand. “Stockholm would help Traton attract local oriented, long-term investors in Sweden,” one source said.

VW plans to build a global trucks business by integrating its MAN and Scania divisions and growing its stake in US maker Navistar enabling it to challenge other global truck giants Daimler and Volvo. Traton boss Andreas Renschler pioneered the concept and so has done it all before when he headed up Daimler during its successful acquisitive phase when it brought Mercedes, Freightliner, Fuso, Western Star and Detroit Diesel together under one operation.

A flotation could allow Traton (Volkswagen Truck & Bus) to build a war chest to deepen its relationship with Navistar in the U.S. truck where it now owns a 16.85 percent stake.

Meantime, while Daimler posted record resultsin 2018, Traton has also posted some fantastic results significantly increased its sales revenue and operating results in 2018.

Traton’s sales revenue rose by six per cent to $AUD 41 billion (€25.9billion) across all brands.

The company’s adjusted operating profit increased by about 13 per cent to approximately $AUD 2.6 billion (€1.7billion), more than doubling the rise in sales revenue.

“Traton has performed exceptionally well since being established three years ago. We remain right on track to become a global champion. As a group of strong brands, we create success for our customers and tap synergies together. We are ready to take the next

steps.” Andreas Renschler, said.

Now that the company has systematically taken steps to achieve capital market readiness and streamlined its portfolio, it will now focus on a new system of financial reporting,” said Renschler.

All three Traton brands produced strong results in 2018 with sales revenue of MANTruckandBus rising by about eight per cent to $AUD17.12billion (€10.8billion).

The increase in adjusted operating profit was up about 13 per cent to $AUD 856 million (€540million).

The Scania operating unit revenue rose by more than four per cent and totalled about $AUD 20.16 billion (€13billion). While its operating profit was weighed down by the additional costs associated with the introduction of the new truck generation but still rose by more than three per cent to $AUD1.9billion (€1.2billion).

Traton is expecting a slight increase in sales revenue in 2019 driven by a slight increase in sales volume and will target a further increase in sales volume and a slight acceleration in sales revenue growth starting in 2020, driven by positive sales volume and aftermarket services revenue growing proportionally.

The result positions Traton well for the upcoming IPO and its expected purchase of the controlling share in Navistargiving it a footprint in a vital market, as Daimler has proved this year with record sales for its truck division there where it sold more than 175000 trucks and captured almost 50 per cent of the class 8 market boosting its global earnings to more than $AUD 61 billion in 2018.

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general access Coronado 114 short OSCARS SEASON

wheelbase tipper.

The company says it is responding to demand from the local market, and says it worked with a local body

FREIGHTLINER PUMPS UP CORONADO LINE-UP

builder to develop a tipper and dog combination that falls within a crucial design envelope of 19 metres.

The company says that this means the Coronado tipper can run as a general access vehicle at 50.5 tonnes and enables PBS level 2 route access running at 57.5 tonnes.

Freightliner has introduced the new model after it performed well in a local evaluation program during 2018 Freightliner Australia director, Stephen Downes, says the Coronado 114 short wheelbase tipper will lift productivity.

“The Coronado 114 short wheelbase truck is a great example of Freightliner Australia working to develop a truck that is just right for the needs of our local operators,” he says.

“We had a lot of feedback that operators really rate the Coronado 114 as a tipper and dog, but would really appreciate the option of running general access or PBS level 2 for productivity gains, so we got to work.”

In order to meet the length requirements, Freightliner engineers started off with a shorter chassis and fitted a space-saving horizontal exhaust. They also moved the batteries off the chassis rail and under the passenger seat and replaced a single fuel tank with two compact tanks on either side of the chassis. The wheelbase was shortened by 500mm to 4800mm.

These changes not only open up the 50.5 tonnes general access and PBS Level 2 57.5 tonnes classifications, but also reduce the already low tare weight and further improve the truck’s turning circle.

The Coronado 114 general access tipper is fitted with the trusted Detroit DD15 six-cylinder engine that generates up to 560hp and 1850lb-ft of torque.

It can be ordered with an 18-speed Eaton manual or 18-speed Eaton UltraShift Plus automated manual transmission (AMT).

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ANYTHING BUT GENERAL CARGO You carry the essentials that make our world go round. Essentials that we often take for granted. Most people have no idea about the long hours spent on the highway. To arrive on time you need a vehicle that is anything but general. This is why we don’t do one-size-fits-all trucks. No. At Scania, we tailor solutions for the only business that matters. Yours.

For more information about our new generation trucks and services simply contact the team at O’Reilly Truck Repairs on 6971 0133 or visit www.scania.com.au

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TOYOTA HAS REVEALED its first new HiAce van in 15 years, claiming advanced safety features, new engines and enhanced ride comfort and specification.

The new HiAce marks a shift to a semi-bonneted design enabling the development team to implement ‘significant changes with a stiffer frame, stronger straight-line performance, greater stability and manoeuvrability and more pliant suspensions’.

Toyota says the new HiAce will arrive in Australia in the middle of this year and will be available with two-seat vans in long (LWB) and super-long wheelbase (SLWB) configurations, five-seat LWB crew vans and 12-seat SLWB Commuter buses.

Toyota Australia vice president sales and marketing Sean Hanley said the all-new HiAce will meet the safety, comfort and reliability needs of ownerdrivers, private drivers, passengers,

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fleet and corporate users.

“All-new HiAce is the total solution for transporting cargo, tourists, workers and families,” Mr Hanley said.

“Beyond expanding the vehicle’s core mission as capable, durable and reliable transport, it has now stepped up to deliver the comfort and safety that today’s motorists demand for private use,” he said.

“Importantly, we anticipate even better whole-of-life costs with excellent reliability and resale value along with minimal downtime and affordable maintenance. The semi-bonnet design makes it significantly easier and quicker to replace parts such as the oil and air filters, battery, and coolant.

“In addition to being highly capable right off the showroom floor, all-new HiAce has been designed to offer immense flexibility through conversions and customisation to meet varied business and personal needs.”

The sixth-generation HiAce range will

be offered with two new engines - a 2.8-litre four-cylinder turbocharged diesel or a 3.5-litre naturally aspirated petrol, both available with six-speed manual or automatic transmissions.

Toyota says HiAce has been maintained at a maximum of 6.2 (LWB) and 9.3 cubic metres (SLWB) due to it claims a longer wheelbases and clever packaging that increases internal width by 215mm and height by 5mm without altering overall exterior width.

The SLWB two-seat van is capable of accommodating Australian standard pallets (1165mm x 1165mm) through its wider sliding side doors.

Toyota says the new HiAce is expected to achieve the maximum 5-star ANCAP safety rating as a result of its highly rigid structure and advanced safety technologies, including a pre-collision system with autonomous emergency braking and pedestrian and cyclist detection.

A reversing camera and up to nine

airbags are complemented by an optional digital rear-view mirror that provides a wide field of view unobstructed by headrests, occupants or cargo.

The bottom edge of the front door is lower and comes with a wider step for easier access. Larger front-door glass and a lower belt line improve visibility.

Towing capacity has been expanded to a maximum 1,900kg on key variants, an improvement of up to 500kg.

Newly developed MacPherson struts at the front provide improved handling and stability as well as ride comfort, according to Toyota.

In the rear, the new leaf spring suspension span has been increased by 200 mm, extending the bound stroke by 30 mm for a comfortable ride while enhancing handling and stability.

Toyota claims to have sold more than 330,000 HiAces over the decades it has been sold in Australia.

SCEPTICISM THE BIGGEST HURDLE FOR ELECTRIC TRUCKS ACCORDING TO US SURVEY US HEAVY TRANSPORT operators are sceptical about the chances for widespread electrification of heavy trucks according to a survey by US fleet company Fleet Advantage.

The US Class 8 heavy-duty truck and fleet industry held a prolonged dialogue throughout 2018 regarding the prospects of electrification of vehicles and where they stack up against diesel counterparts.

While electrification has potential to grow into a possible reality down the road, many in the US industry remain devoted to improving output of quality returns found in diesel.

According to Fleet Advantage there are numerous reasons why electric trucks may continue to take a backseat when private transportation fleets and carriers are developing their truck procurement strategies.

Items ranging from fuel economy, cost of investment, range and charging station organisation are at the top of the list of trepidations for fleet managers according to the survey.

In a the survey, fuel economy

ranked second (36.7per cent) as a top motivator overall for truck replacement. This is especially important since 86 per cent said they’ve experienced a consistent increase in fuel economy in model years from 2013 to 2018.

This perspective is further underscored by the fact that the recent US price of diesel has increased above what industry forecasts projected.

According to the latest North American Council for Freight Efficiency (NACFE) and its Annual Fleet Fuel Study, diesel recently increased to $US3.28 per gallon ( about $ AUD1.10 per litre), surpassing its projection of reaching just $2.72 ( 0.95cents Australian per litre) in 2018.

In terms of electric or hydrogen fuel-cell trucks, only 4 per cent of respondents said they are currently procuring these types of trucks, and 53 per cent said they neither see the value nor will they consider the technology for at least another 10 years.

Nearly a quarter of respondents (21 per cent) also said they believe electric

or hydrogen fuel-cell trucks will never be widely used for over-the-road operations. As for their reasons, 39.4 per cent said they will not consider the technology because of limited fuelling or charging station infrastructure; and 33.3 per cent have concerns over the vehicle’s range or distance.

Proponents of electrification point to the technology’s environmental benefits.

However, many do not fully realise the substantial gains diesel has made in these areas as well. Private fleets and for-hire organisations realise these benefits when they upgrade to the latest truck equipment available.

An analysis of US Class-8 truck utilisation from Fleet Advantage saw that these companies could realise a first-year savings of $AUD 37,754 ($US26,687) when upgrading from a 2012 model-year truck to a 2019 model. This represents a 15.5 per cent increase in savings compared with a similar analysis a year ago upgrading to a 2018 model when diesel prices were the equivalent of 0.95 cents Australian

per litre ($US$2.57 per gallon).

In addition to realising significantly better cost savings from fuel economy gains, fleets also achieved an estimated 18 per cent reduction in CO2 emissions and 46 per cent reduction in NOx output when upgrading from a 2012 model-year sleeper to a new 2019 unit.

The industry will continue to calculate electrification as a possible asset for the transport of goods in support of the economy – and they should take a hard look. However, the data continues to support diesel as the primary option for transportation, as newer truck technology makes great strides in improving fuel economy and lowering emissions.

Fleet Advantage said that coupled with lifecycle asset management strategies that leverage flexible lease models that help reduce the total cost of ownership and help upgrade into newer technology every three-to-four years, diesel will remain the most economically viable option for the foreseeable future.

WHILE ELECTRIFICATION HAS POTENTIAL TO GROW INTO A POSSIBLE REALITY DOWN THE ROAD, MANY IN THE US INDUSTRY REMAIN DEVOTED TO IMPROVING OUTPUT OF QUALITY RETURNS FOUND IN DIESEL.

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ITS OSCAR SEASON AGAIN, not the movie awards but the round of truck maker awards acknowledging the performance of their dealer networks.

Paccar Australia was one of the first naming New Zealand’s Southpac Trucks as its Australasian Kenworth dealer of the year while BMG Kenworth DAF Mt Gambier won DAF dealer of the year and Financial Dealer of the Year with both the awards fo presented at Paccar’s annual dealers event in Queenstown NZ last month.

Paccar Australia MD Andrew Hadjikakou presented the award to BMG Kenworth DAF Mt Gambier Dealer Principal, Jim Cornolo, congratulating the dealership for winning the hotly contested DAF prize and crediting them for their benchmark performance.

Hadjikakou praised the dealership for constantly exceeding customers’ expectations and striving to deliver the highest level of support across all areas of their business.

Hadjikakou also complimented Southpac, which was runner-up last year.

“Focusing on the most important factor in the business – the customer – Southpac Trucks has again shown the highest standards of service and professionalism,” he said.

“The Kenworth Dealer of the Year award is not about who sells the most trucks, but which dealer provides the best overall performance for the customer. This award serves to encourage all dealers across the Kenworth dealer network to strive for customer excellence.

“Southpac’s ongoing commitment to the industry and continued investment in its people and facilities is commendable, providing customers with the latest products and services and industry know how.”

Southpac Trucks CEO Maarten Durent dedicated the award to his team.

“We are again honoured to win this

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award and for being recognised as the top performing dealer among an excellent cast of dealers,” Durent says.Isuzu has congratulated its dealer network on the back of its record sales and history making break through the 10000 annual sales barrier at the company’s annual dealer of the year awards.

Meantime Isuzu reached the milestone of being top truck brand for the past 30 consecutive years in 2018 and sold a massive 10027 trucks for the year, whichthe company says was made possible by the hard work of its national dealer network.

Isuzu announced Ballarat Isuzu for the third time as its national dealer of the year last week at the company’s annual national dealer meeting in Melbourne.

Notching up an impressive hat-trick in 2018 with the achievement of National Dealer of the Year, was.

IAL MD Ms Hiroko Yaguchi said it was the unrelenting focus on the delivery of exemplary customer service and support that saw Ballarat Isuzu achieve the award once again in 2018.

“Ian Deacon and his team at Ballarat Isuzu are examples of the Isuzu difference and what has kept us number one for 30 years in a row,” she said.

“Testament to this success is the expansion of the Ballarat Isuzu operation with the team recently also taking on the Mount Gambier Isuzu Trucks dealer franchise.

“Sales Dealer of the Year went to Tracserv in Dubbo while Suttons Trucks at Arncliffe in Sydney won. Service Dealer of the Year for the third year in a row, capping off a huge year for the Sydney-based dealer.

Parts Dealer of the Year award was shared between Peel Valley Isuzu in Tamworth and Ballarat Isuzu.

Outgoing IAL Director and Chief Executive Officer, Phil Taylor, congratulated the winners in what was

his last appearance at a national dealer meeting function.

“These gatherings are important and serve as a fantastic opportunity to celebrate our collective efforts each year.

“I’m very proud of the achievements of our dealer network. They are at the coalface every day, and it’s their professionalism and dedication to the brand that ensures our success year after year.

In the middle of the Gongs Season Hino has praised its dealer network and handed out accolades accolades at its Dealer of the Year awards, Sydney’s last weekend.

Melbourne’s Prestige Hino took the top gong as Metropolitan Dealer of the Year for the fourth year in a row while Newcastle Hino took the Regional Dealer of the Year title for the fifth time.

Dealer Principal of Prestige Hino Angelo Valerio complimented his team on their exceptional performance in 2018: Newcastle Hino Dealer Principal Kevin Purcell was delighted with the award: “Our team is focused on being the best that we can possibly be, and to have our efforts recognised and applauded is awesome.

“I am immensely proud of everybody at Newcastle Hino and it is a continuing pleasure and privilege to lead such a committed group of people.”

Prestige Hino Danny Timewell was named salesperson of the Year while Pacific Hino in Cairns clinched the Regional Customer Experience – Service award while Sydney’s Adtrans Hino won the metropolitan title.

In a nod to longevity of service, West Orange Motors was recognised for its 40 year partnership with Hino.

Hino Motor Sales Australia Chairman and CEO Steve Lotter credited the brand’s excellent results to the strong dealership network and the efforts of the Hino Motor Sales Australia team.

“With an increase in sales of 17 \per cent in 2018 compared with 2017, Hino outperformed the market, taking our market share to 15.8 per cent likewise we achieved record results in both the service and parts divisions of the business,” said Mr Lotter.

“Our ongoing focus on the customer has translated to a continued high customer experience score which provides us with the strong foundation we require for further growth.”

NIKOLA SAYS BATTERY ALONE WON’T MEET ALL NEEDS NEW AGE TRUCK MAKER, Nikola has confirmed it will present the US truck market with both a battery electric vehicle (BEV) and a hydrogen fuel cell (HFC) power plant for both its heavyduty Nikola Two and Nikola Tre prime mover models.

The US based zero emission truck maker and Tesla’s key truck rival says it will have 500kWh, 750kWh and 1mWh power options for its battery powered trucks aimed at short-haul operations, while the Hydrogen Fuel Cell trucks will target longer haul work.

Nikola says that its smaller, Euro style cab-over Tre will be aimed at European, Asian and Australian markets , however its arrival down under is likely be later rather than sooner with the company saying it will be in the medium- to long-term.

Nikola says the the Tre will produce 2,712Nm of torque, between 500 to 1,000hp and a range of between 500 and 1,000km.

“One size does not fill all and both replace internal combustion engine and emissions,” according to Nikola

as the company gears up for a formal market presentation in mid-April and underlines a growing acceptance that both BEV and HFC will be needed to meet all road transport tasks.

“So far, Fuel Cell can’t be beaten for long haul and BEV is good option for short haul,” said Nikola says in a recent facebook post.

“The World needs both, ICE (Internal Combustion Engines) is enemy, not hydrogen or BEV, although each have advantages.”

Nikola says that a BEV semi running at

36 tonnes will run at about 2.25 kWh per mile in” real weather and normal hills on routes”, with 1nWh good for about 600km.

It notes that only 90 per cent of the battery is useable and that in cold weather, “you get 500km / 1Mwh” for a nine tonne vehicle.

On HFCs, it sees 80kg of hydrogen producing 11-16km per kg and using the same 2.25kWh per mile as its BEV. “Fuel cell system and truck complete weight 6.8-7.7 tonne so about 1.36-2.27 tonne less than the BEV,” it added.

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New Model

THERE IS ALWAYS A LOT HANGING ON A NEW TRUCK LAUNCH, THAT GOES WITHOUT SAYING AND IN THE CASE OF HINO’S NEW STANDARD CAB 500 SERIES IT IS ESPECIALLY TRUE. T&TA WENT TO JAPAN TO FIND OUT ALL THERE IS TO KNOW ABOUT SECOND PART OF HINO’S NEW 500 SERIES MODELS AND RECKON THEY MIGHT HAVE A WINNER ON THEIR HANDS. 014 www.truckandbus.net.au

I

f there is one area where out and out market leader Isuzu is potentially vulnerable it is in the bottom end of medium duty. It is here where Hino is closest to its archrival in volume and where the new Standard Cab 500 Hino will play.

The Standard cab comes to market 18 months after Hino launched its bigger medium duty models, the Wide Cab 500 as it has dubbed them.

The new Standard Cabs first broke cover at the 2017 Tokyo Motor Show and Hino has been hard at work refining the spec and the detail for the Australian versions in the year since then.

The trade press were hosted in Japan

by Hino in November to preview the new Standard Cab 500. It’s been 12 years since Hino hosted the Australian truck media to its home country, which only serves to underline how important the new truck is to the company.

Hino will tell you it is happy to be a profitable number two in the market rather than pursuing Isuzu in a status race for number one and sacrificing the profit in the process. However no matter which way you look at it Hino is in the business of selling trucks and the more the better so if they can get an advantage and take some sales from its opposition, then so be it.

In fact that is exactly what it believes will happen with the strategy it has adopted with the new Standard Cab 500, but then again every manufacturer says that at launch.

In this instance Hino has put most of its eggs in the safety and standard equipment basket choosing to spec the new range with the largest array of primary and secondary safety features that has ever been seen in a medium duty truck in Australia.

Hino says it has crunched the numbers, spoken with key fleets and its dealers and believes it can sell an extra 300 FC, FD, FE 500 series models in 2019 over the 2018 tally for the trucks that will be directly updated by the new models.

The company’s general manager of brand and franchise development, Bill Gillespie reckons that to take those extra 300 sales it will mean winning sales away from that ever present dominant rival Isuzu and probably Fuso as well. That will not be an easy task as we proffered earlier.

It is not easy to directly compare segment sales numbers, based on the Truck Industry Council’s stats, because there is an overlap with the light duty sector as well as another over lap with the heavy segment at the upper end with the Wide Cab 500 Series.

So just looking at the Medium Duty

numbers on the TIC spreadsheet can be confusing. However if Hino does meet its goals and sells another 300 Standard Cab 500s next year and the extra 500 as it hopes to sell in 2020, then it believes a lot of those sales will come from Isuzu. Only time will tell if Hino can win the hearts and cheque books of those often loyal Isuzu buyers.

Having said that Hino will be serving up an incredibly well equipped, economical and up to the minute truck that will meet Euro 6 specs through Japan’s pPNLT (post Post New Long Term) emission standards, making it potentially the greenest of the Japanese bunch in this sector of the market.

Hino customers will be able to choose from 54 different vehicle specifications across the 500 Series Standard Cab range of FC, FD and FE models giving a wide array of variants to fill various niches.

As we said earlier and as Hino drove home to Aussie journos on the media trip, safety will play a key role in the way the company markets this new truck. Hino claims it is the best equipped, light medium truck to ever hit Australian roads and we have to agree with the claim, thanks to a list of standard features that includes a PreCollision System, Vehicle Stability Control, Autonomous emergency braking, pedestrian detection, a reverse camera with infra-red night vision capability with audio and Safety Eye to name some of the systems the truck has as standard.

The new truck also includes Adaptive Cruise Control and a Lane Departure Warning System. The Adaptive Cruise Control maintains the speed set by the driver and utilises the Safety Eye to continuously scan the road in front of the truck. If a slower vehicle is detected in front, it will reduce the engine acceleration and even engage the engine brake to adapt the truck’s speed to that of the other vehicle.

Daniel Petrovski, Hino Australia’s manager of product strategy, reckons the level of safety on this truck has never been seen before in a Japanese-built medium duty truck in Australia.

“This is complemented by the superior torque, increased power and reduced fuel consumption of the all-new heavy-duty Hino A05 turbo charged five-litre fourcylinder diesel engine,” said Petrovski.

Hino claims that it is the only Japanese manufacturer to offer Vehicle Stability Control (VSC) as standard equipment on every on-road model in its light and medium duty ranges, from the 300 Series light duty to the 500 Series 6x4 350 horsepower FM models.

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Along with the list of high tech crash avoidance systems Hino says the new Standard Cabs also boast an impressive list of passive safety features including a driver SRS airbag, in-built UN ECE R29-rated cab strength on single cab models and ADR84/00 compliant Front Underrun Protection (FUP).

Apart from a new cab and all that safety the other headline feature in the new truck is the aforementioned new modular fivelitre four cylinder turbo diesel A05 engine, which is based on its larger sibling, the AO9, seen in the larger updated 500 Wide Cabs launched 18 months ago.

The AO5 is as we say, modular, so like its counterparts at Scania, Hino is using lots of common componentry across the two engines despite the fact that one is a four and the other is a six.

The high capacity four cylinder does have good torque as we sampled in an all too brief drive in several variants of the new 500 on a Hino proving track near Tokyo. It felt flexible and tractable including in some hill starts and stop go driving. We’d like a more detailed and searching test of the new truck which will come in our next edition

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but on the surface the engine is smooth, quiet and flexible and apparently proving very economical.

Hino will serve up three different power ratings across the 500 Standard Cab range all using the four cylinder five-litre, with the 11-tonne rated FC and FD models using the A05-TE with 240hp at 2300RPM and 794Nm of torque at 1400RPM. The 14 tonne GVM rated FE crew models are powered by the A05-TD with 240hp at 2300RPM but with more torque at peak of 833Nm at 1400RPM, while the top of the range 11 tonne FD and 14 tonne FE models receive the A05C-TC with peak power of 260hp at 2300RPM and a class-leading torque rating of 882Nm at 1400RPM. Another addition that will win friends is the fact that the new Standard Cab is the first Japanese medium duty truck below 15 tonnes GVM in Australia to be fitted with a true engine brake.

“This means that medium duty market customers can now benefit from the improved drivability and operational efficiency that the Jake brake can deliver,” said Daniel Petrovski.

Mated to the new A05 engines is an array

of transmissions that will please just about every sector of the market with Allison’s sixspeed 2500 Series automatic now available across the entire cab chassis range with the Standard Cab 500, which Daniel Petrovski says is a move that confirms the trend to automatics in the Australian market.

Alongside the Allison auto, manuals will still be available with the six speed Hino LX06 fitted to the 240 horse FC and FD 1124 and the new MX06 six-speed manual in the 260 horse FD models, while the 260 horse FE models get the new MX07 sevenspeed manual with an additional cog and Hino claims a wider ratio spread than its Japanese rivals.

An AMT option on the MX06 six and MX07 boxes is also being offered on the FD and FE. While Euro 6 is yet to be legislated in Australia, Hino, as we mentioned before, has set the bar high with the pPNLT A05 engines and there compliance to the equivalent of Euro 6, which sill hold some appeal to a growing number of fleets needing strong environmental and emission credentials in their trucks.

So breaking down the model mix within

“THE INTERIOR IS QUITE UNIQUE IN THE AUSTRALIAN TRUCK LANDSCAPE, WITH INCREASED DAY-TO-DAY FUNCTIONALITY”

the three Standard Cab variants and the FC model is now rated at the same 11-tonne GVM as its sibling the FD delivering a significant increase in payload for the FC, while FE models continue to be offered with wither a 12 tonne or 14 tonne GVM depending on operational requirements.

Hino is also crowing about its FC factory tipper, which has been given a significant boost thanks to that new 11 tonne GVM. There are now three Standard Cab variants offered with a short cab on the FC, what Hino is calling a rest cab with an ADR42 compliant sleeper available on both the FD and FE along with a crew cab available in both FD and FE. Interestingly the crew cab variant is new to the FE with Hino claiming it is the only Japanese 14tonne 4x2 crew cab available on the market.

One thing that will raise comment and spur interest in the new Hinos is a departure from the boring grey interiors that have so long been the benchmark for Japanese ‘white box’ trucks. Instead Hino will have striking reddish brown contrast panels across the cockpit along with a Toyota inspired dash and instrument layout that

will we believe become the new standard amongst light and medium duty trucks.

An ISRI suspension seat is now standard across the range and that will give Hino a big boost thanks to the comfort and usability it delivers for professional drivers at the wheel for long hours. Hino has chosen the ISRI NTS2 driver’s seat, which it says is the first time the newest version of ISRI`s popular 6860 / 870 has been fitted standard to a Japanese truck.

“The ISRI 6860 has been the benchmark seat in terms of driver comfort and with the new NTS2 version, the driver has the benefit of improved comfort, extra adjustability in rear seat travel, and improved safety courtesy of SRS pretensioner seatbelt and a seatbelt warning reminder,” Petrovski added.

Hino obviously says the aim has been to provide increased comfort, functionality and practicality with its ergonomicallydesigned dash and a new smart Multimedia touch screen system as well as all-new instrumentation and a larger LCD multiinformation display.

The truck gets a new multi-function steering wheel with a rotary switch on the

left providing fingertip control of the multiinformation display while the right hand rotary switch controls the Adaptive Cruise Control Hino claims this is another first for medium duty Japanese trucks in Australia.

Stealing an idea from upmarket Jaguar and Land Rovers the transmission contol for AMT equipped Standard Cabs is a new rotary gear selector on the dash that toggles between drive, neutral and reverse while gear selections can also be controlled manually via a gear selector paddle on the steering column.

“The interior is quite unique in the Australian truck landscape, with increased day-to-day functionality, practicality and comfort, all set in a balance of carbon, silver and earthy tones,” said Petrovski.

Externally the new Standard Cab has a new look that follows the family styling trend started with the Wide Cab with a new two bar grille and an enlarged Hino badge while headlamps with integrated indicators are set into the bumper. In the case of the FD and FE those headlights are the latest LED versions with integrated daytime running lights and fog lamps.

As a further fillip to its environmental

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credentials Hino is claiming that the new truck is made from materials that will allow at least 95 per cent of the truck by weight, to be recycled at the end of its life.

“Our commitment to the environment at a local and global level goes far beyond the cleaner, greener operation of the new truck,” continued Daniel Petrovski.

“At our Koga Plant, where the 500 Series Standard Cab is produced, we have made many changes to the way we operate, from the reuse and recycling of water to reduce water consumption, the reduction of energy use in cooling and heating and the use of geothermal ventilation for climate control purposes.

“These are only some of the environmental initiatives that we are implementing as part of our Hino Environmental Challenge 2050,” he concluded.

Clearly the culture at Hino has changed significantly in the past decade and there is now a far more discernible ‘Toyotaisation’ of the truck maker in line with the Japanese giant’s controlling shareholding in it. This is seen in everything from the

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company’s new production facility at Koga to the large number of executives who have come into Hino from Toyota roles and in the technology and design cues that pervade new models.

It is not a bad thing, Toyota is a large, wealthy and highly resourced automotive giant which will enable Hino to move faster and further than its rival Isuzu in a global development sense in the coming years.

Interestingly the recently announced technology tie up with VW’s Traton signals that even a Toyota controlled truck company can gain something from a cooperative agreement with a competitor.

While some may see this as a VW take over, they are a long way from the reality.

In fact the way we read it is a two-way tech flow where Traton has as much to learn from Hino as Hino does from its German counterparts.

Trust us Toyota would never cede control of its truck maker to a global rival. While the likes of GM and Ford got out of truck making and heavy vehicle businesses a decade or so ago the reality is that the smart

auto makers realise the value and synergies that can be had from having a profitable truck maker in their portfolios and in this we cite Daimler, VW and Toyota.

Interestingly Ford is re-entering the heavy truck market with its International Truck of the Year the F-Max in Europe from its Turkish plant while GM has started rebadging Isuzus in the States and looking at truck technology opportunities beyond its popular large pick up base. So with Toyota, Daimler and VW making the right call their US rivals are now trying to get back in, you can bet Toyota won’t be giving up on its Hino asset anytime soon.

Can the Standard Cab 500 make a dent in Isuzu’s massive lead in Australia? Yes, on paper, potentially it can. The problem with making predictions in this business is that the crystal ball can often be damaged on the rough road of truck selling and turning that potential into real sales is often more difficult than it seems. Only time will tell if the Standard Cab can win those extra sales for Hino but it certainly won’t be lacking in terms of spec or resources and most importantly the will to do it.

MAXIMISE YOUR PAYLOAD WITH THE T610 600MM SLEEPER.

THE T610 continues to break new ground with the release of the 600mm Aero Roof Sleeper. The most compact sleeper in the T610 range offers you an outstanding driver’s experience with in-cab comfort, combined with aerodynamic lines to support enhanced fuel efficiency.

Designed to fit within the 26m B-double envelope, the new sleeper allows for full length 34 pallet trailer sets with the inclusion of a bullbar for optimal durability.

Kenworth’s most innovative and durable truck yet, continuing to redefine productivity.

For more information contact your local Kenworth dealer.

KENWORTH.COM.AU/600SLEEPER

Road Test

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THE WELCOME NEWS THAT IVECO WAS COMMITTING TO LOCAL MANUFACTURING AND THAT IT WOULD BE BUILDING ITS LOCAL VERSION OF THE STRALIS, THE X-WAY, RIGHT HERE IN AUSTRALIA WAS APPLAUDED BY US HERE AT T&TA. WE WERE KEEN TO GET BEHIND THE WHEEL OF THE NEW TRUCK TO DISCOVER IF IVECO HAD STEPPED UP A LITTLE OR WHETHER IT WAS JUST A RESAMPLING OF THE SAME OLD STRALIS, HERE IS WHAT WE FOUND.

W

e are pleased to say that Iveco has stepped up with the Stralis X-Way and that there have been some significant improvements made to the Australian made ‘big’ Iveco.

Now lets just preface this by saying that our time with the Stralis was confined to a two hour drive south from the company’s Dandenong HQ along the South Gippsland Highway before looping back to base. It was a taster rather than a full three course meal but it was our first drive and enough at least to get a feel for the truck and what improvements Iveco has made to deliver a more Australian adapted and oriented truck.

The test truck was a Stralis X-Way with the Active extended sleeper cab, which boasts a nice wide bunk behind the driver’s seat and a second fold down bunk above that high in the cab space.

Under the bunk is an optional slide out fridge unit as well as an ice box, so there is plenty of cold space for food and drinks on a long run, but more of that later. The Active Space is the biggest of three cab options starting with the day cab called

Active Day, the basic sleeper known as the Active Time and of course the Active Sleeper we were testing. The X-Way is sold as a 6x4 prime mover or in 6x4 or 8x4 rigid configurations.

Underneath the cab is Iveco’s own 12.9-litre Cursor 13, rated at 510 hp with 2300Nm of torque. It is the biggest of the three Cursors available in the X-Way starting with the 8.7-litre Cursor 9 at 310hp with 1300Nm moving up through the11.1 litre Cursor 11 to the Cursor 13 on test.

Iveco says it has overhauled the Cursor 11 and 13 engines, fitting new Garrett electronic variable geometry turbo as well as revising the cylinder heads, block, conrods and crank as well as fitting new design pistons and rings for better performance and efficiency. As well as that Iveco’s product manager for heavy duty trucks, Emiliano Foieri told us during a briefing on the truck prior to our brief test, that the the new Bosch high pressure common rail injection system is now fitted inside the rocker cover and delivers better performance.

A walk around the test truck and its

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A WALK AROUND THE TEST TRUCK REVEALED A REALLY NEAT DESIGN AND WELL THOUGHT OUT ENGINEERING ON THE STRALIS.

single tri-axle trailer loaded to 40.5 tonnes GVM revealed some really neat design and well thought out engineering on the Stralis. For instance perforated aluminium cat walk decking has been fitted over the chassis behind the cab meaning safer access for drivers while coupling hoses and connectors, a small thing but a safe, welcome inclusion. Also the moulded plastic mudguards over the drive wheels are really neatly designed and very tidy while the integration of the fuel tanks and 60 litre AdBlue tank on the right hand side of the chassis and the muffler/ exhaust and fuel tanks on the left are also well designed and look like they are meant to be there not just tacked on.

Iveco offers a range of fuel capacities from 480 litres to 600 litres with the test truck boasting 540 litre tanks while all Stralis X-Way chassis are now 7.7 metres long up from the 6.7 metre length offered in the previous Stralis.

Suspension on the test truck was the latest incarnation of Iveco’s own ECAS suspension which Foieri says is 35kg lighter than the last version and is mated to 23 tonne Meritor rear axles, while at the front a Meritor 9 tonne axle is used. Air suspension is used on all

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X-Ways, however an optional steel spring suspension will be available for tipper and vocational applications sometime in the second half of 2019.

A full aero kit was fitted to the test truck coming up off the back of the sleeper roof and down the rear edges of the cab creating a smooth, streamlined appearance that also delivers much better efficiency as well.

The X-Way also features electric cab tilting making it easier to access the mechanicals while the front grille panels are easily lifted to access vital fluids for daily checks and Iveco has built in some useful no slip steps into the front of the truck for attending to windscreen cleaning and wiper replacement.

Halogen headlights are standard with a Xenon option which also delivers fog and driving lights while an array of LEDs are used for day running lights as standard, while LED tail and indicator lights are used on the X-Way. Inside the cab you climb up into the ISRI seat and face the wrap-around instrument panel with a speedo and tacho sitting either side of an electronic display that can be cycled through a number of pages, revealing all sorts

of vital information by control buttons on the steering wheel. It is a little bit clunky for a novice but we feel sure that with some familiarity it would become easier to operate and use.

The tilt adjustable steering column has a nicely designed steering wheel that is smaller than a lot of truck wheels, adding to the overall car feel of the Stralis cockpit. Either side of the column are stalks with wipers , indicators and lights on the left hand side while on the right hand stalk is control for the six-stage engine brake and retarder as well as the ability to manually select gears in the 12-speed Iveco automated box. All very neat and particularly easy to use.

Gears are selected via three switches on the dash, punching D, N or R to select the desired mode and just below that is the easy to use park brake lever.

Start the X-Way and the first thing you notice is the quiet. The new Stralis is totally Euro 6 and part of that compliance involved noise reduction and that means that the interior cab noise for driver and passenger is very low indeed. The actual noise figures Iveco claims include a 6 decibel reduction in transmission noise and just 1 decibel in engine noise for a

combined 7dB decrease. Now that might not seem like much but the dB scale is not linear and even a relatively small number like that actually mean a lot when it comes to the human ear.

The roar of the 13-litre is more a muted murmur in the background as the new Iveco HiTronix 12-speed shifts up through the box, skipping its way up the box as the XWay powers its way down Dandenong Rd towards the freeway.

We wouldn’t say it was totally quiet but by truck standards this is a very quiet environment and we have to take our hats off to Iveco for what it has achieved with the XWay in this regard.

The heavily revised HiTronix transmission also features a crawler gear, four reverse speeds and rocking mode, which can be used to get out of sticky situations particularly in slippery conditions. Drivers also have the aid of standard cross locks and the truck’s power divider to ensure traction in marginal conditions. Thankfully the highway we were on did not present those challenges.

Iveco claims its revised AMT is a critical element in the X-Ways significant fuel efficiency gains. The ‘electronic brain’ controlling the power train has some smart

features to reduce fuel consumption.

Like many of its Euro counterparts Iveco offers an Eco-roll function in cruise control, kicking the trans into neutral when coming off a hill to lower engine speed and fuel burn, while the Ecoswitch will set the speed limiter to 95km/h, automatically adjusting the engine torque for a given load and switch off the kickdown to reduce unnecessary revs. All of which makes for more efficient operation.

The adaptive cruise has ‘Gap Setting’ that allows the driver to set a ‘gap’ of up to 10km/h over the set cruise speed to account for overrun on hills etc, before the retarder is automatically applied, ensuring efficient utilisation of the trucks momentum. The cruise control can also be used in non-adaptive standard mode, which we applaud as too many trucks don’t allow drivers this discretion.

Pulling away from the lights uphill from Dandenong Rd onto the freeway towards Cranbourne, the Stralis handled the acceleration with ease. Admittedly with around 90 per cent of its maximum gross to haul it was not overtaxed, but some trucks seem to be working hard even when they aren’t.

The XWay’s quietness and smooth

power delivery adds to the impression that it is just taking things in its stride and loping along.

The XWay was quickly up to cruise speed, sitting comfortably at 100 when we were legally allowed to and then the excellent engine brake/retarder comes into its own, slowing the truck efficiently when throttling off for road works, traffic lights and other urban hold ups. When the service brakes are used the ventilated discs bring the truck to a stop without drama time after time. We were also impressed with the feel and consistency of the service brakes and believe they’re amongst the best truck brakes we’ve encountered.

Another aspect of the Stralis we liked was the excellent vision through the screen and the side mirrors, which are all electrically adjustable from the drivers seat, which is very confidence inspiring.

Ride comfort is also really good and a standout thanks to the electronically controlled eight airbag suspension and this is aided by the excellent ISRI seat and the cab suspension. The combination of the quietness and the excellent ride means the X-Way would be a low fatigue environment for drivers putting in long hours at the wheel.

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Fuel economy? Well we were able to see 45.4 litres/100km during our all to brief time in the X-Way or just over 2.2 km/ litre, not too shabby and we reckon that we could do better on a longer line haul route.

We didn’t have a long time at the wheel although we would like to tackle a longer run up the Hume or the Pacific to see how a 12-hour day in the XWay shapes up and hopefully Iveco will give us that opportunity in the near future.

Certainly the new Active Space cab offers plenty of room with the cab now stretched out to the full legal 2500mm in width, which is 200 mm wider than the Active Day and Active Time X-Way cabs.

While we didn’t sample the sleeper we hope to when we get another longer crack at the truck - the layout, space and

comfort is apparent with both bunks delivering good width and length thanks to that wider cab. There seems plenty of storage space and comfort features including reading lights, power outlets and privacy curtains, cup holders and a cooler box, while the optional under bunk fridge is plenty big enough for a life on the road.

There is ample room to stand up and move about the cab with the high roof providing room for some large overhead storage lockers There’s also a clear glass hatch allowing more light in while delivering extra ventilation when it is cracked open.

X-Way is full of advanced features that match its Euro rivals in terms of technology and usability, is refined and well engineered and is a strong and willing performer with

good fuel economy.

The X-Way also comes with Iveco’s standard two-year, 500,000-km warranty which includes free roadside assistance and some specific repair and maintenance programs making this ‘Aussie’ Stralis a compelling addition to the shopping list for a variety of applications.

Its fair to say Iveco has struggled a little with Stralis sales in recent times, but we reckon with some new focus and direction through Iveco’s sales operation and dealers, the fact that this truck is locally assembled and above all that this is a very well equipped and engineered machine, there really is no excuses for the Dandenong based company now. We look forward to seeing how it performs in the sales charts.

STRALIS X-WAY AS 6X4 SPECS Engine:

Cursor 13 12.9-litre in-line six-cylinder turbo-diesel

Power:

510hp at 1900rpm

Torque:

2300Nm at 900rpm

Emissions:

Euro6

Transmission:

Iveco HiTroniX 12-sp automated manual with four reverse, crawler and rocking mode

Configuration:

6x4

Front suspension:

Two-leaf parabolic steel leaf springs

Front axle:

Iveco forged steel I-beam

Rear suspension:

Iveco 5890/D eight-bag ECAS (Electronically Controlled Air Suspension)

Rear axles:

Meritor MT23-150/D tandem single reduction with power divider and cross locks

GCM:

45,000kg

Wheelbase:

3900/4200mm

Fuel tank:

540lt

AdBlue:

50lt

Brakes:

Air/ ventilated discs and six-stage hydraulic retarder

Cab:

Active Space sleeper (2500mm wide, double bunk)

Tyres:

Dunlop SP 350 (steer) / SP 431 (drive)

Safety:

Automatic Emergency Braking System, Brake Assistant System, Electronic Braking System, Electronic Stability Program, Anti-Slip Regulation, hill holder, tyre pressure monitoring, daytime running lights, Lane Departure Warning System and Adaptive Cruise Control

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Improve Your Fuel Economy

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*Over current production baseline © 2018 Allison Transmission Inc. All Rights Reserved.

Technology

TECHNO

TOUR DE FORCE UD IS USING ITS PARENT, VOLVO GROUP’S ARRAY OF ADVANCE TECHNOLOGY TO UNLEASH TRUCKS AND TRANSPORT OF THE FUTURE AND WE WERE PRIVILEGED TO HAVE A FRONT ROW SEAT IN TOKYO TO BE GIVEN A PREVIEW OF THE TECHNO TOUR DE FORCE THAT IS ALREADY UNDERWAY.

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hen Volvo purchased UD Trucks back around 2007 no one really knew where this enigmatic Japanese truck brand would go. Would Volvo use UD to target the light and medium duty market and use it to attack the South East Asian markets? This is traditionally an area that Volvo had never really played in - or would Volvo use UD to achieve a stronger footprint in Japan for the local market? No one really knew and some suspect that Volvo’s strategy was pretty fluid at the time.

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Of course when Volvo made the purchase no one suspected that the Global Financial Crisis would debilitate the business world across most parts of the world within a few months of the purchase having been completed.

Twelve years down the track Volvo has injected capital into its wholly owned Japanese subsidiary and overhauled the company in its look feel and spirit. Visits to the UD HQ in the outer Tokyo suburb of Ageo pre Volvo’s arrival revealed a dismal grey manufacturing plant remarkable for its austerity and lack of colour.

Today UD’s front office is a sharp modernist building of Scandi design architectural origins blending the best of Volvo with modern Japanese tech.

It demonstrates, at least on the surface, that the marriage of the two organisations is working and producing fruit.

In fairness Volvo had a few set backs in its early forays into buying overseas brands. One only has to cast one’s mind back to the purchase of White Trucks in the USA in the 1980s, which never bore the sort of fruit Volvo president of the time Per Gyllenhamer and his

management team thought it would.

White disappeared as a brand but Volvo did strengthen its footprint in the USA and some would argue that the poor result prepped Volvo for its later purchase of Mack about 15 years down the track.

As a consequence UD, which came another half dozen years after the Mack acquisition, appears to have found its feet and the target seems to be the heavier end of medium duty and into the heavy duty realm. Volvo while injecting. Its resources and technology into UD seems to be very conscious of preserving and building the UD brand and establishing it as the technology leader amongst Japanese truck brands.

The Australian truck media were flown to Tokyo for a couple of freezing days in December to see a huge step for the UD

brand with the company demonstrating its firstlevel 4 automated heavy duty truck at a special industry event at the UD Experience Centre at in Ageo near Tokyo.

L4 automation is the last step towards fully-automated transportation, where the driver lets the vehicle autonomously handle every aspect of driving. The truck being demoed, negotiated a complex series of manoeuvres around a confined test course at the centre with the driver sitting at the wheel but acting as a passenger with hands off and feet off the pedals The company explained that the course‘ emulated the real-use conditions of heavy-duty trucks in confined areas such as ports, factories, warehouses and construction sites, where automation technology will help improve efficiency,

safety and productivity.

The exercise demonstrated automation technologies including GPS, Radar, Lidar, onboard camera and software which enable such high-precision automation for starting, stopping, slaloming, U-turns and reverse driving.

UD says that balancing and manoeuvring heavy-duty payloads in unexpected road conditions requires a high level of expertise, especially in steering technology and explained that the heavy-duty Quon used in the exercise helped stabilise automated driving with its ESCOT VI automated manual transmission as well as its proven steering system.

UD also revealed that it is currently participating in the Japanese government’s highway platooning projects and says it will continuously improve the accuracy and

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safety of automation technologies including vehicle-to-vehicle communications and lane keeping assistance.

UD’s position as part of the Volvo Group means it has access to a wealth of testing data that it uses to improve automation and connectivity technology to suit the unique needs of each customer.

The company says it aims to partner with companies across the logistics industry and beyond to build knowledge and refine its technology through a strategy of “building knowledge while testing.”

One of the keys to all this technology was a fascinating executive who had the room hanging on his every word as he explained the technology, even if his words were not in Japanese but rather in a Latin American accented English, then translated to Japanese for the local crowd.

Douglas Nakano, is senior vice president, technology for UD having arrived a year or so ago from its Volvo parent. Nakano is an engaging and charismatic guy who clearly has a passion for new technology in trucks

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“We are proud of the first demo of Level4 automation for our heavy-duty trucks and the demo is a major step toward practical application of this technology by 2020. Our heavy-duty Quon,, contains a sophisticated vehicle control system, which is the base for our highly-precise automation technology,” said Nakano.

“We will continue to develop more advanced automation technology to address the needs of our customers everywhere and provide the trucks the world needs today. In doing so, we want to drive open discussion together with our business partners. We hope this public demonstration will be the opportunity to start that discussion,” Nakano added.

UD’s automation technology– known as “Fujin” -named for the Japanese god of wind—is one of the two pillars of the UD Trucks’ Innovation Roadmap , Fujin and Raijin. Vision 2030, announced in April this year.

The company says the Innovation Roadmap lays out solutions for global issues facing the logistics industry, such as the need to reduce CO2 emissions, the growing scale of e-commerce and driver shortages.

UD said that connectivity is the enabler of innovation technologies such as automation, electromobility and smart logistics. In Japan, UD says it has provided connectivity technology since 2006 and has around 50,000 vehicles connected in Japan and in some international markets and is targeting 150,000 by 2025. The company says that data collected from each vehicle is used to help improve customer uptime, fleet operation, quality and innovation.

As part of the wider Volvo, UD clearly has the advantage of accessing knowledge from different concepts around the world with more than 800,000 connected vehicles now in use.

“We have access to Volvo Group assets, so we will leverage this to improve customer

experience, contribute to smart logistics and the development of society,” said UD Trucks senior vice president of process and solutions, Satish Rajkumar,who spoke about the benefits of UD Trucks’ position within the Volvo Group.

UD says it will continue demonstrations of autonomous driving and electric drive prototypes, aiming to complete field tests and customer trials ahead of the 2019 Tokyo Motor Show with a view toward daily operation by 2020 and commercialisation of fully-electric trucks and autonomous trucks by2030.

The automated Quon happily manoeuvred its way around a large open area abutting the old Ageo test track which has recently also seen the Swedish aesthetic applied in the form of the UD Experience centre where Nakano and his technology team and other UD execs had presented earlier in the day.

With a driver sitting in the cab but with his hands off the wheel and feet off the pedals, ‘look Mum no hands’ style the

Quon moved off turned and wheeled around the area, backing, stopping and doing all the things necessary for a truck operating in a confined area.

It was impressive but underlines that the short to medium term future for automated trucks is in confined, controlled areas, like container terminals, quarries and other areas closed to external traffic.

Nakano reckons that cleaner, smarter and connected commercial transport will be the key driver in helping achieve greater efficiency and sustainability, thanks to benefits still being unlocked by the digital age.

He added that technology would transform society in the next few years with next-generation logistics becoming a major piece in the puzzle.

“Global challenges are getting more critical each day, climate change, e-commerce, labour shortages, road accidents to mention a few”.

“Logistics plays a very important role in becoming more sustainable, and

there’s a growing responsibility to reduce emissions, to make trucks safer, and increase productivity.

“Technology provides us with a great opportunity to unlock ourselves from the current restraints and solve these issues in a different way.”

Experts have forecast that the current annual global rate of around 1.3 million road accidents could be reduced by as much as 90 per cent by autonomous vehicle technology.

“Instead of designing an even more robust truck to survive crashes, for instance, we have the opportunity to avoid the crash altogether, by using technology,” Nakano said.

Government white papers such as Society 5.0’ in Japan, ‘Smart Nation’ in Singapore and our ‘Australia 2030: Prosperity through Innovation’ are blueprints for next gen transport solutions and technology that could change society for the better. ”Efficient, reliable transport will enable

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more prosperity, growth and welfare, and it’s a very important competitive advantage for any company around the world,” said Mr Nakano.

Also on stage at the event was Volvo Group’s vice president, group vehicle automation, Henrik Färnstrand, who said smart logistics will change the way truck manufacturers approach the development of transport solutions.

“If we want to go where we have never been, we need to do things we have never done – this is the way that a colleague of mine back in Gothenburg explained what vehicle automation is all about,” he said.

Färnstrand went on to say it would be commercial vehicles, and not passenger cars that would lead the way in terms of automation and connectivity.

“Now most experts believe that autonomous solutions will actually first be seen in the commercial vehicle industry, and initially this will for sure happen within confined areas,” he said.

“Why is that? It is simple. Within confined areas we can manage the safety.

To go to public roads will take some time, and the reason for that is also simple – it’s because of the sheer complexity of the traffic situation that we see on public roads.”

He said the development of these new transport solutions would require a high degree of collaboration beyond the R&D taking place within the truck manufacturers themselves.

“In order for us to learn more, it is crucial for us to pilot these solutions with our partners and also with society as a whole,” he said.

“As you can see, we have built both competencies and capabilities over time,

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ones that will serve UD as a springboard going forward.

“So finally, the future in our minds, is about automation.”

Along with the autonomous demo the event highlighted UD’s roll-out of its ‘Fujin and Raijin, Vision 2030’ program which is looking to seeks to develop its products with automation, connectivity and electro-mobility.

‘Fujin’ is the word for the Shinto god of wind, while ‘Raijin’ is the god of lightning or energy.

“These are the pillars of our roadmap for innovation and by using them we are developing solutions for smart logistics,” said Nakano.

“We are confident of bringing significant contributions in realising the ambition of Japan’s Society 5.0,” Nakano said.

Society 5.0 represents the next phase of civilisation according to the Japanese.

To explain Society 1.0 was humanity’s hunter-gatherer period followed by agrarian society which was Society 2.0, industrial society was Society 3.0 and Society 4.0 is the information society.

Society 5.0 tries to define and guide resources toward reaching a smart society where numerous digital technologies bring greater efficiencies and in doing it will reduce emissions and the reliance on fossil fuel while bringing a healthier more sustainable society.

“UD’s vision is to provide the products the world needs today and therefore we focus on solutions that will provide customers with the benefits of these technologies: electro-mobility, connectivity, and automation,” said Nakano added.

“The capabilities will grow over time

and for example we will make trucks safer and significantly decrease road accidents, save lives, money and decrease insurance costs,” he said.

“In terms of productivity, the truck will be easier to drive and we will assist the driver and take over in some situations.”

“The truck will also be able to optimise the route, optimise the supply chain, improve flexibility and reduce labour costs.”

Mr Nakano said the roll-out of its smarter vehicles would be done slowly, with safety an utmost priority.

“With UD Trucks’ vision to provide the trucks the world needs today in mind, we have decided to focus on level four automation in confined areas, as it is the perfect environment to start building our knowledge in a safe way,” he said.

“That will allow us to gradually provide our customers with solutions and give knowledge step by step and refine our technology, before moving gradually to non-confined areas.”

While the demonstration in Tokyo highlighted UD’s work in truck automation, Mr Nakano said an announcement concerning the brand’s progress in electrification would be made shortly.

“We are working very hard on ‘Raijin’, the energy side of UD’s innovation roadmap, or electro-mobility as well, and soon we will have something to show you, very soon,” he said.

“We are studying a lot of alternatives, many based on Volvo Group solutions, and it will be coming soon.”

It is clear that demos like the UD Autonomous show in Ageo is just the tip of the iceberg and there is a lot more truck technology flowing down the pipeline.

UD NEW MODEL WAVE HEADING DOWN UNDER

While UD showed some of Volvo Group’s advanced future technologies closer to home, UD Trucks Australia boss Mark Strambi, was keen to flag a number of new models which are on ‘short final’ for landing in Australia to strengthen the brand’s range down under.

Strambi told T&TA that the investment which has been made in UD by parent the Volvo Group in recent times is starting to come to fruition.

Strambi said that UD is preparing for an attack on the Australian market and other markets around the world.

“The future is bright and over the next 18 months we will roll out a number of models, but we’ll talk about it when we’re ready,” Strambi said.

Strambi was reticent to reveal to many details about exactly what is coming but there is a good chance UD’s new clean and efficient eight-litre GH8 turbo diesel will be a star of the model liner up which is sure to play a major role at the upcoming Brisbane Truck Show.

“It will be 18 months of model roll out with the first due in the second quarter of 2019,” Strambi said.

“I think there will be at least three more models that we will announce in 2019 and there will be more in 2020,” he added.

Strambi said UD will be targeting applications and industries that UD Trucks currently doesn’t focus on. “ We are aiming to target very specific markets where there is significant prospects of growth and that’s it’s an exciting time,” he added.

UD is the smallest of the Japanese truck makers in terms of volume but it has always punched above its weight in terms of engineering and design and since its take over by Volvo it has enjoyed some reasonable success in potting a more heavy duty courser with its Quon.

UD grew Quon sales by 50 per cent in 2018 compared with 2017 building on the 200 sold in 2017 to 300 last year and the company is hoping that momentum continues in 2019.

The new Quon was launched in Australia in 2017 and has met with significant success here with the brand registering a bumper 1015 sales in 2018 combining its heavy duty and medium

duty tallies with Quon amounting for more than a third of UD sales and heavy duty better than a half of all of their registrations.

Strambi reckons the ability to ‘cherry pick’ components from the wider Volvo Group parts bin gives UD and its the Quon a competitive edge.

“It’s what we said when we launched the product: it’s actually the best of three worlds,” he said.

“It’s very good European technology that comes from our parent. It allows our engineers in Japan to pick components or technologies and we use something called the CAST system, or Common Architecture Shared Technology.

“We have the ability to go to Sweden and say, for example, we need stability control and that technology can then be adapted and put into our trucks,” he adds.

“I think the Quon has been well received because it offers a much higher level of specification from a Japanese manufacturer,” he said.

We await the model roll out with keen anticipation along with the future technological advances.

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Road Test

AS MONTH AFTER MONTH OF RECORD AUSTRALIAN TRUCK SALES FIGURES WERE SPAT FROM THE COMPUTER IN THE PAST 18 MONTHS ONE BRAND HAS STOOD OUT AS THE SERIAL UNDER PERFORMER - INTERNATIONAL! WE RECENTLY HAD ANOTHER STEER OF ITS PRO-STAR AND CAME AWAY BELIEVING THAT THE PROBLEM ISN’T THE TRUCK BUT THE FACT THAT IT HASN’T HAD A DECENT PUSH YET. BUT AS WE FOUND OUT THAT, MAY BE CHANGING. 032 www.truckandbus.net.au

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ome trucks have no presence what so ever, others captivate your attention even after a mere fleeting glimpse. So it was that walking between the industrial buildings around the Iveco factory complex at Dandenong in Melbourne’s East that a glimpse of the International ProStar finished in a striking blue, white and gold paint scheme with a tautliner trailer behind gave us the belief that this bold American has some real street presence.

It helped that we would be driving that truck later in the day, coming back to the Inter for a steer in a few hours. A good-looking truck is a bit like the visual equivalent of smelling a delicious steak on a barbie or a lamb roast in the oven, it whets the appetite and ignites the cravings.

All the more surprising is that despite offering some strong visual cues the International has failed to ignite the interest of truck buyers across the country.

It has sold in meagre numbers since being re introduced in late 2017.

The couple of times we have driven ProStars it has become obvious it is not the truck’s fault. The reasons are far more complex and as we have already chronicled, relate more to a lack of will and commitment from those charged with marketing it and selling it.

We are told that has all changed and now that Iveco as distributor has put experienced industry guy Paul Dinicol in charge of moving International metal.

Paul’s actual title is Key Accounts Manager for International Trucks and he brings a lifetime of experience in the industry to the task in both sales and actually operating trucks and has a particular affection for the International badge. Finally after more than two years Inter has a concerned guardian and is no longer a virtual orphan.

Dinicol has been running a series of road shows taking the truck to the potential buyers particularly around rural areas and he says that it is starting to get some traction, although he admits it will take some time to turn things around.

He is also keen to emphasise that at least initially he is pitching ProStar at regional fleets and at intrastate operations rather than full on line haul duties, although we reckon it wouldn’t be a bad thing on line haul operation.

Of course an ordinary start in a market that is as tough and as hard fought as Australia is a difficult thing to overcome.

It seems that may be starting to weigh

heavily on the people at Navistar in the US and at Iveco and combined they’ve finally resolved to do something about it and put an experienced truck man like Dinicol on the ProStar case. At least there is someone who will be pushing the brand out there.

There has been a litany of mistakes made with the ProStar in the past two years and while we have seen record sales in the Australian truck market in that time, International has struggled to move half a dozen trucks a month, and that was in a good month.

Of course the Iveco factory complex in Dandenong was once owned by International and Inters were built there for many decades up to selling the plant to Iveco in 1992. Then for another 19 years they were assembled under licence by Iveco until that marriage broke down.

That was then this is now and someone has realised it is time to do it or get off the pot. Only time will tell if Iveco is really serious.

Paul Dinicol reckons the aim is the heartland where International has always had strong support and there are still many rusted on Inter buyers, who have been deprived of the brand for years.

So the International ProStar Roadshow has so far visited 20 or so operators round central Victoria and other areas like Gippsland and the Western regions will follow before fanning out into other states later this year.

From those roadshows Dinicol reckons that he has locked in almost a dozen demos with customers and he reckons they are the basis for sales down the track.

“Putting bums on seats is vital to the acceptance and uptake of the ProStar and that’s what we are doing with the Roadshow campaign,” said Dinicol.

Part of the strategy to let those potential customers know that the ProStar is an option is getting some media attention for the truck and so it was that we were invited to Melbourne to have another brief drive the ProStar.

The ProStar was the one parked in the back alley at Iveco with that striking blue, white and gold colour scheme with the largest available sleeper and hitched to a tri-axle curtain-sider and some sharp, sparkling polished Alcoa rims along with plenty of chrome and bling.

Climbing aboard the ProStar the Inter cab strikes you as being a comfortable and well-appointed cockpit.

Dinicol has added sheepskin seat covers giving the interior a more plush feel and on

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a hot Melbourne January day the woolly covers were a cool addition.

Both the driver’s and passenger’s seats are GRA-MAG air suspension units with adjustable armrests while the adjustable steering column ensures it’s easy to get a comfortable driving position.

It’s obvious this is a working truck designed for a tough, long life and there is lots of hard wearing plastic on the dash but that’s what the market for this sort of truck wants.

There is a vast array of gauges squarely in front of the pilot with a speedo and tacho in the centre dominating the display and another eight, smaller separate smaller gauges on either side giving readings on oil temp, oil pressure, water temp, fuel, battery voltage, turbo boost and air pressure. There is a small electronic readout at the bottom delivering trip info, external air temp and other pages of information.

The angled left hand side of the cockpit has another couple of gauges monitoring the temps inside the prime movers two drive axles, along with some ancillary

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switch gear for such things as the diff locks, off road mode, PTO, PDL etc. then slightly closer to the driver is air conditioning and vent control dials as well as the 6.1-inch sat-nav touchscreen audio system, all well laid out and easily reached or read.

The leather wrap steering wheel has integrated cruise control buttons, which annoyingly, from previous experience, aren’t illuminated, so are virtually impossible to use safely at night with any certainty. They really need some form of back lighting to let the driver use them in the dark, it’s not acceptable in a modern vehicle. Also the cruise is a basic unit and is not radar-based adaptive, but in our view that is OK, come on, let the driver do some of the work .

Start the X15 Cummins turbo-diesel, sitting under the bonnet and the throb from the big in line 15 litre six-cylinder pulses through the cab. No one has to say too much about the credentials of the Cummins, it has the runs on the board and is a great engine. It can be configured from

475hp up to 600hp but the test truck was tuned to 550hp with 1850lb-ft torque and it is a tough, hard working donk that just digs in and does what is necessary.

No worries about a well matched automated box in the ProStar Paul and the Inter team specified a traditional 18 speed RoadRanger and the big stick was there for us to wield, albeit it with a touch of rustiness after all the auto shifts we have been steering in recent times.

Easing away from Iveco HQ and out on to Dandenong Rd, the single trailer loaded with 20 tonnes of concrete blocks, tipped the scales at around 40 tonnes, about 2.5 tonnes under the legal maximum. It was an easy task for the ProStar, which is also rated for B-Double operations up past 60 tonnes and beyond. In fact the standard ProStar 6x4 has a 90 tonne GCM but can be increased up to 110 tonne under application, enough for a double road train or a lighter triple.

The ProStar sits nicely on the road, it has a good stance and from this writer’s perspective the driving position is perfect,

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comfortable and boasts pretty impressive all round vision. The cab is impressive although under solid acceleration the low down, guttural roar of the Cummins can be a little intrusive, but not enough to halt comfortable conversation on the move.

We’ve sampled the ProStar sleeper before and it is a very good bunk bed with a standard inner spring mattress and while there are probably bigger sleeper cabs on the market the ProStar is a very relaxing and usable space. The sleeper area benefits from an overhead light as well as a separate reading light, a couple of auxiliary power sockets, , two audio speakers and of course curtains to keep things reasonably dark when going nigh-nigh as well as protecting your privacy and modesty There are also a couple of small ventilation hatches on either side of the sleeper, which do come in handy for maintaining airflow while the fan provided can be a little noisy.

Busy Dandenong traffic was a challenge but we negotiated the late morning melee and turned south for a run down the South Gippsland highway giving a run similar to what would be demanded

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of a single trailer rig like this.

While the test truck was configured as a single trailer the ProStar featured a Jost air slider turntable, which enables the operator to move the turntable along a 350mm track in 50mm increments further reinforcing the truck’s flexibility.

Along with its 90litre AdBlue tank the test truck was also fitted with an extra fuel tank taking capacity to 1030 litres, enough for a decent run up the highway, way more than we had to complete on our short test.

While there is not a lot of electronic safety aids on board Dinicol assures us they are working on including the Bendix Wingman Fusion suite of crash mitigation/stability program/adaptive cruise/lane departure warning features, sometime in the reasonably near future while SRS airbags will also come in time.

For now the standout safety features are ABS anti-lock brakes the ECE-R29 compliant safety cab and LED headlights with daytime running lights.

After our brief time at the wheel of the ProStar we have to say we were impressed. It is an honest hardworking

truck with a good package in terms of driveline, comfort and proven components. There is not a lot wrong with the ProStar and there seems not too many reasons why Iveco shouldn’t be shifting 50 or 60 a month, given the booming truck market.

AFTER OUR BRIEF TIME AT THE WHEEL OF THE PROSTAR WE HAVE TO SAY WE WERE IMPRESSED. The irony wasn’t lost on us at the end of 2018 when Isuzu captured its 30th straight year as market leader, given that the manufacturer that held that crown before Isuzu was of course International.

The US brand will never recapture those halcyon days but it’s time it got to work on the product it is trying to sell here now by throwing some resources at what is a pretty damned good truck. Note to Navistar and Iveco: These things won’t sell themselves, so get to work, the truck deserves better and for buyers it is certainly worth a look.

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Superior driver comfort and safety Cursor 360 hp to 560 hp engines GVM from 31 tonnes to 90 tonnes ZF Eurotronic II automated gearbox

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BONUS VISA CARD^

GREAT DEALS AND COMPETITIVE FINANCE ACROSS THE ENTIRE 2018 PLATED RANGE INCLUDING EUROCARGO & ACCO! Offer ends 30th April 2019. For your nearest IVECO Dealer call 1800 4 IVECO or visit www.iveco.com.au Terms & Conditions apply. Offer available at participating Iveco Dealers only. Excludes Government, Motorhome and Fleet Buyers.*5 year/200,000 km factory warranty (3 year/200,000 km new vehicle warranty plus 2 years extended warranty) and 2 years/80,000km free servicing is available on all Daily models invoiced and paid for before 30th April 2019. Excludes Daily 4x4 models. Factory warranty and free servicing commences from date of purchase. ^ Iveco branded $3000 Visa card is only available on 2018 plated Stralis models invoiced and paid for before 30th April 2018. For further information see full terms and conditions at www.iveco.com.au or contact your local Iveco Dealer.

New Model

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THERE IS A TREND AMONGST THE THREE LEADING TRUCK SELLERS IN AUSTRALIA – THE THREE JAPANESE BRANDS, ISUZU, HINO AND FUSO – TO PROVIDE AT LEAST A PROPORTION OF THEIR CUSTOMERS WITH READY TO WORK TRUCKS, ALREADY BUILT AND FITTED WITH A WORKING BODY OR TRAY THAT ENABLES THE BUYER TO PUT THE TRUCK STRAIGHT TO WORK. NO WAITING FOR MONTHS WHILE A BODY BUILDER FITS THE BODY YOU REQUIRE TO A CAB CHASSIS TRUCK. WE WENT TO THE NATION’S CAPITAL TO DRIVE FUSO’S LATEST NO WAITING, READY TO WORK RANGE. www.truckandbus.net.au 039

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he three volume sellers of light and medium duty trucks are pretty committed to the concept of selling trucks with bodies ready to go and Fuso is the latest to update its range of ‘Built Ready’ models after announcing some initiatives back in May 2018.

Fuso gave the truck media the chance to sample the latest line-up of ready to work trucks in Canberra late last year.

There’s a number of advantages in the Built Ready concept, particularly for first time truck buyers and small fleets with the customer buying the whole truck, body and all as a complete unit, one warranty, one point of contact with the dealer and no surprises when the truck goes into service. The other big plus is the fact that the customer can choose the exact body/ configuration they need and view the truck before they buy it, no waiting to see if the

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body builder’s ideas are the same as theirs and no surprises.

Customers in this part of the truck market are often not used to buying trucks, many are stepping up from car based light commercials and they are used to rolling up to the dealer and saying “I’ll have that one!” The idea of waiting for weeks, if they’re lucky, for their truck to have a body built and fitted is a foreign concept.

Dealers seem to have embraced it from what we gather. It is easier for them as well, neater and tidier and a lot more simple in selling the product as a complete working unit. It also, to some extent, avoids ‘build slot lotto’ and the difficult task of securing enough slots with local body builders to get trucks from cab chassis to work ready There are eight different models in the Fuso Built Ready range with pantechs, curtain siders tray backs,

tippers and even a fridge truck.

The range spans both the Canter and Fighter line-ups with three curtain sides, and a factory tipper in the larger Fighter models. Amongst the Canters there is a narrow body tipper, a wide body tipper, two tray backs, a pantech and the aforementioned fridge unit.

Fuso’s Australian director Justin Whitford says the program is about making it easier for customers to do business.

“We have developed the Built Ready range to cover a wide range of applications and we have been working on this program for quite some time because we wanted to get it right,” Mr Whitford added.

Most of the Built Ready bodies are sourced locally in Australia and fitted after the trucks arrive from Japan but before they go to the dealers. The exceptions however are the tippers, which are sourced straight from Japan.

QUICK DELIVERY IS FRONT AND CENTRE WITH THE VERSATILE BUILT READY RANGE

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In regards to the tippers, the two Canter models include a six tonne GVM 615 City - which is the narrow cab and is apparently a real boon for landscapers and builders needing to access narrow sites to tip a load of soil or pick up material – and the 7.5 tonne GVM 815 with the Wide Cab. The Fighter factory-built tipper is powered by the 240 hp engine and boasts a GVM of 11 tonnes.

The tippers run steel springs and feature I-beam front axle while they also feature a Limited Slip Differential as standard equipment to deliver better traction on slippery sites while all can be ordered with either the two pedal Duonic AMT or the manual gearbox.

Both the Canters can be specced with a lower 4.5 tonne GVM to make them legal to drive on a car licence while retaining a pretty good payload thanks to the low tare of the Canter and its factory tipper body.

Apart from the tippers there are two Canter aluminium-tray models, the 515 City Cab and the 515 Wide Cab both fitted with alloy trays featuring a four-tonne-capacity floor and 290mm-high drop sides, while the City Cab boasts a removable rear pipe rack and the Wide Cab has removable centre and rear racks as well as centre-split drop sides.

The pantech fitted to the Canter 515 Wide Cab features an aluminium roof and can be ordered as either a 20mmthick fibreglass reinforced plastic panel body or a lightweight honeycomb fibreglass construction unit. The bodies both have steel checker-plate floors, LED lighting and a Dhollandia cargo lift while the little Canter 515 City Cab refrigerated-body model comes with a Thermo King v500max fridge unit with styrene sandwich panel construction walls, front and roof and can operate

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as a chiller or a freezer, down to -20 degrees C. The Fighter curtain-side models can be ordered with a choice of 10, 12 or 14 pallet bodies on either a two- or three-axle chassis.

The curtain sides have integrated aero nose cones, LED lighting chequer plate flooring, lift out hanging gates and white curtains.

We had the chance to drive just about all the trucks in the range during the one-day exercise around Canberra with all the vehicles carrying a full load up to GVM to ensure a strong test.

There was a mix of manual and Duonic AMT models along with the odd Allison Auto on the drive and all worked nicely on the mixture of city and suburban roads as well as some decent hillclimbing and descents and some semi rural country roads on Canberra’s fringe.

Increasingly autos and AMTs are the buyers choice and you can understand why. They are fuss free, do the job well and slow the trucks well with combination of the exhaust brake and programmed downshifting progressively increasing the revs and exhaust brake when descending.

We drove the Fighter 10 pallet but did not get a crack at the 14 pallet truck. The 10 pallet used the six speed manual, which was an easy gearbox to use and as smooth as silk to shift but you can well understand why autos are the choice these days. The 14-pallet test truck was fitted with the Allison six speed auto and all reports are that was an even better option.

In an era of instant gratification Fuso’s Built Ready range we feel sure will be embrace by the truck buyers at the lower end of the market. It’s a good line up that covers most of the bases and Fuso has clearly done its home work. At the very least it will make life easier for buyers and operators as well as dealers.

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Operator

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WHILE THE LATEST EURO CABOVERS ARE SCORING BIG WINS IN TERMS OF FUEL EFFICIENCY A SYDNEY BASED KENWORTH FLEET IS SHOWING THAT US INSPIRED CONVENTIONALS CAN MATCH THE SWEDES AND GERMANS WHILE ALSO OFFERING A STRONG PROPOSITION ON GIVE AND TAKE AUSTRALIAN ROADS. WE DROPPED INTO ACACIA TRANSPORT TO TAKE A LOOK AT ITS OPERATION AND HOW IT HAS EMBRACED KENWORTH’S NEW T610. www.truckandbus.net.au 045

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n the early 1990s Angelo Mezzomo was a humble mechanic, running his own workshop in Sydney’s west when a plant nursery customer asked him if he could help with some urgent deliveries of plants during the spring rush. Little did Angelo know that a quarter of a century later he would be running a fleet of 30 trucks contracting to major grocery chains and food producers.

“We sort of fell into it, “ Angelo laughs.

“The nursery asked us to help out so we pressed our little light truck into service and one thing led to another,” he added.

“We pulled all of the tools out of my little truck and started moving plants and we have never looked back,” said Angelo.

Today Acacia Transport based at

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Riverstone in Sydney’s North West specialising in transporting, fruit vegetables and poultry as well as undertaking transshipping for other transport companies, with a staff of 42 and a fleet of mostly Kenworths including a new 610.

It was a gradual and measured process as Angelo transitioned from mechanic to transport operator. From the success of those first forays into plant transport which gave Acacia its start, Angelo gradually moved into transporting flowers for the old Franklins supermarket chain.

Angelo says the business grew as an evolution and as he explains as one door closed another would open.

“As we expanded we had two cabover Kenworths and they really helped

establish the business plus we have had really good people working for us,” said Angelo.

“Even with 30 trucks I have tried to stay involved as much as I can and I still drive when I need to, it helps to keep your hand in and I think a lot of our success is from dealing with people one on one, you really have to cover every corner of the business.”

Angelo also points out that he puts a lot of time into working on the business as well as in the business. Along with that there is a strong commitment to training and scheduling to ensure drivers are well rested and have plenty of time to do the jobs they are assigned.

“Our drivers work two days on and two days off and this has worked well for

years,” said Angelo.

“Customers want safety and reliability and you can’t deliver that it you have drivers who are tired and working too much,” he said.

One of the major runs on the roster for Acacia is a daily return trip from the Central Coast to Griffith in the Riverina and back, carting groceries down and returning with a load of poultry. For that run Angelo has employed a new Kenworth T610 and with an unrelenting 1300km a day, six day a week schedule the latest generation Kenny is excelling in every way.

“That is a particularly hard run because it is not just on smooth interstate freeway there is a lot of bumpy and challenging

back country highway on the run and the T610 really holds up well, not just in terms of reliability but also in fuel efficiency and also comfort,” said Angelo.

“You can have temperatures in the high 40s or zero degrees and you can get rain, hail, snow and sunshine all on the same run as well as having to cope with variable road conditions, freeway running, heavy traffic in Sydney and on the Central Coast, you really get everything on that run,” he added.

The 610 replaced an earlier 609 which Angelo was very satisfied with. However when he realised that the older Kenny was being superceded it prompted him to look around at what was available.

“The 609 is a fantastic truck and we

still have ten on the fleet, but the run to Griffith means we are logging about 400,000km a year so we replace trucks every four years ensuring we always have relatively new machinery and the benefit of a warranty for at least half of its time on the fleet,” he said.

“After two years on line haul we move it on to local work,” he added.

Currently Angelo has the T610 sharing the run with the newest 609 on the fleet but with the loss of one 609 in a crash recently and the need for the normal replacement schedule, there will likely be a couple of new T610s joining Acacia in the coming months.

“We have tried other trucks in the early days we had Ivecos, Scania and Volvos

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but in the end I have pretty much stuck to Kenworth because they really hold up in terms of reliability, performance and resale,” said Angelo.

‘We still have some Volvos and we have a bunch of Isuzu rigids for local work and we do have a DAF but the majority of the fleet is Kenworth,” he added.

Angelo reckons that the Kenworth T610s cost about the same money as the latest Volvo and Benz big bangers but the Paccar truck suits his operation and does the job better according to him.

“The 610 has excellent vision and my drivers prefer it and the other thing is the conventional design means it is not as high as the latest European cabovers and are just a bit more practical as far as we are concerned, its a long way to fall from the top step of a Volvo or a Benz,” he adds.

Fuel economy is front and centre in terms of Angelo’s current priorities and to that end the T610 is working well with its Cummins X15 mated to an UltraShift.

The T610 is the first UltraShift on the fleet and it has resulted in a fuel economy improvement, with the new truck delivering a significant reduction in fuel usage.

“We are getting around 2.4 km to the litre from the T610 up from around 2.1 km/litre for the manual 609s, and that is like for like, hauling a single trailer averaging about 38 tonnes across the outward and return run.”

Experimentation is continuing with Angelo currently playing around with diff ratios to try to eek out some further fuel improvements while all the trucks are fitted with the latest aero kits and given the fuel improvements the automated box has delivered future additions to the fleet will use the UltraShift rather than the RoadRanger.

Alongside the current T610 the Acacia fleet also features ten Kenworth 609s as well as ten K200 Kenworth cabovers and a DAF prime mover as well as a couple of Kenny 358 rigids. Outside the Paccar stable there are two Volvo prime movers and the remainder of the fleet are Isuzu rigids on local work as previously mentioned.

While a lot of fleets are embracing the Euro cabovers in the chase for better fuel efficiency, Angelo and the team at Acacia are proving that a US inspired conventional like the Kenworth T610 still has a lot of merit particularly in Australian conditions. It shows there is a lot of life left in conventionals and as Acacia is proving it doesn’t have to be at the cost of fuel efficiency.

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“ CUSTOMERS WANT SAFETY AND RELIABILITY AND YOU CAN’T DELIVER THAT IT YOU HAVE DRIVERS WHO ARE TIRED AND WORKING TOO MUCH”

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Industry

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hen Isuzu trucks first started making their way on to Australian roads around 1972 It was from behind a Bedford badge as part of General Motors Holden’s portfolio of products when GM owned a substantial stake in the Japanese maker. The Bedford badge was carried on through the 1970s until 1980 when the marketers realised that Australians believed that a Japanese brand offered better quality and engineering than an old British one.

After 60 years Bedford as a brand disappeared from the planet in 1991 when GM ‘retired’ it about three years after Isuzu had become the top selling truck brand in Australia for the first time Could anyone have imagined all those years ago that Isuzu Trucks would have gone on to be the number one selling

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truck in Australia, not just for one year, not even for five or ten years but for 30 years in a row and that it would become the first truck brand to sell more than 10000 trucks in a year.

The dominance of Isuzu in the local truck market is a fascinating case study in how to market working vehicles in this country.

Over the years we have been asked several times by truck people from overseas how and why has Isuzu been able to so dominate the market selling around one in four trucks that hit our roads each year.

The answer is complex but when you drill down the basics are quite obvious.

Firstly Isuzu had the initial benefit of, through its GM origins, a really strong dealer network spread all the way across the country. No automotive brand has ever succeeded in Australia with out a strong

dealer network, so that was one major advantage for the company in establishing its base here.

But dealers alone, despite being important, aren’t the sole ingredient for success. In a competitive, tough and cynical market like Australia, trucks that don’t measure up are pretty quickly found out and the reality is that as Holden started to sell more and more Bedford badged Isuzus and then from 1980 the Isuzu brand, the word spread that these were durable, cost effective and dependable trucks and it quickly won a large and loyal customer base.

So a dealer network and a good reputation are important and were critical elements in Isuzu’s success but trucks have to develop and evolve and product has to be targeted at changing requirements and tasks in the commercial world. Arguably that is where Isuzu has really excelled in

ISUZU CHALKED UP AN AMAZING ACHIEVEMENT AT THE END OF 2018 - LEADING THE AUSTRALIAN TRUCK MARKET FOR 30 CONSECUTIVE YEARS AS WELL AS BECOMING THE FIRST COMPANY TO SELL MORE THAN 10000 TRUCKS IN A YEAR IN THIS MARKET. WE TAKE A CLOSER LOOK AT THE ACHIEVEMENT AND WHY IT IS UNLIKELY ANY OTHER COMPANY WILL EVER EQUAL OR BETTER THE ACHIEVEMENT.

Australia seeing niches and tasks in the market and delivering trucks that meet the needs of the buyers.

That is all well and good but the thing that ties all of these elements together is people and in that area Isuzu has been blessed with some impressive truck marketers over the years. Inspired and aggressive sales chiefs, like Ron Jowett and his successor Phil Taylor and product planning people like Simon Humphries who, partly through persuasive argument and good data and partly through demonstrating ongoing sales success were able to convince the bosses in Japan that they needed certain specs and certain trucks to deliver market leading sales performances year after year.

Simple really, isn’t it? Of course it’s not simple and it never will be. The reality is the achievement of Isuzu has not come in

Isuzu Australia’s outgoing boss Phil Taylor leaving the company on an absolute high.

isolation. It has happened despite other manufacturers trying the hardest they can to chase Isuzu and to try and sell more trucks. However in 30 years no other brand has come near. Hino tried to bridge the gaps in the early 2000s and came close in certain sectors but despite some fierce battles between Hino’s then boss, Roger Hall and Isuzu’s Ron Jowett and Phil Taylor Isuzu was never headed.

For all of the players Phil Taylor stands head and shoulders above other industry chiefs in his focus, acumen and unerring devotion to the task of keeping Isuzu in the number one spot and in 2018 breaking the 10000 trucks in a year barrier.

Now after 28 of those 30 years of Isuzu dominance, Phil Taylor has retired leaving the company he has helped drive at the front of the pack for so long Taylor’s time with Isuzu began in

Queensland in the 1990s during which time he managed various roles in fleet and retail sales and worked to grow the breadth and reach of Isuzu’s Queensland dealer network.

He eventually moved to head office in Melbourne 18 years ago filling a national position and quickly stamping his inimitable style on the national truck industry stage As the press release that announce his retirement after 28 years said, “Taylor’s vision for improved performance combined with a passion for great product has seen IAL’s unshakeable position as the top-selling truck brand in Australia - making him one of the most successful and formidable leaders in a hypercompetitive industry’. There are often bold statements made in media releases but that’s a pretty accurate assessment of

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Taylor’s impact on Isuzu’s performance and one few could argue.

“Every successful business is only as good as the people behind it. The position IAL finds itself in now is the result of many incredible minds, whose commitment to the company’s vision is the reason for our long-term success,” Phil Taylor said.

“I leave this industry at a time of great change. Technology is set to dominate the automotive industry in ways we never thought possible and I am comfortable that IAL has the firm plans in place to capitalise on the anticipated change it will bring. For mine, it’s teamwork that will remain a key factor in continuing to strengthen IAL into the future”, said Phil.

“I’ve been fortunate to work alongside some amazing colleagues, friends and also some tough foes in my time. It’s been a hell of ride and I’m extremely grateful for the opportunity,” he added.

It’s true to say that the performance that Taylor has driven in Australia has made the local subsidiary the jewel in the Isuzu global business and a market the rest of the Isuzu world looks to for best practice on a number of fronts.

However when it is all said and done Phil Taylor’s ability to read the market, its people and customers is nothing short of extraordinary. He leaves behind an

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exemplary record and legacy and he’ll be sorely missed, not just because of his knowledge and expertise but also because of his great personality and smiling demeanour.

So what of the future for Isuzu’s market dominance in Australia in a post Taylor era. Well for a start Andrew Harbisson, the man taking over from Taylor has been schooled at the right hand of Taylor in recent years and brings with him enormous knowledge and ability and he will have the same team behind him that Phil Taylor was able to utilise, so don’t expect the status quo changing anytime soon.

The longer term challenge for Isuzu is on a global front not here in Australia.

Unlike its Japanese truck rivals Hino, Fuso and UD, Isuzu is not part of a bigger global automotive brand. As a result some industry analysts question whether it will have the resources to keep up technologically with its rival brands in an era when those demands are growing quite rapidly and the cost of technology and keeping up with legislative demands is ballooning.

Fuso is owned by Daimler, UD is part of the Volvo Group and Hino is part of Toyota and has inked a technology cooperation agreement with VW’s Traton commercial vehicle operation. In that

regard Isuzu stands alone and that could be the challenge ahead for the brand.

In the meantime, however Isuzu still has an iron grip on Australian market leadership and will not release that grip any time soon. Ahead could be even more dominance with potential new product in the heavy duty sector, powered by Cummins, the potential for electric trucks developed and potentially partly assembled here in Australia and still the best and most comprehensive light and medium duty truck line up in the country. Nothing is going to change here very quickly.

Isuzu’s biggest enemy will be complacency and resting on its laurels but so far there is no evidence of that.

However as historians will tell you all great empires fall and most falls came through complacency.

The last 30 years has been largely conventional, the next 30 years will be full of technological change and disruption and the likelihood of any truck maker achieving 30 years of market domination again is extremely unlikely as is the possibility of Isuzu leading for another 30 years.

What ever happens in the future the fact is Isuzu and its team lead by Phil Taylor has done a great job and deserve congratulations for an achievement unlikely to be ever topped in the future.

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LCV

WITHOUT THE RANGER FORD WOULD BE IN DEEP TROUBLE. FROM ONCE BEING THE FALCON CAR COMPANY, THE BLUE OVAL HAS BECOME THE RANGER TRUCK COMPANY SELLING AROUND 40000 OF THEM IN 2018. GIVEN THE COMPANY ONLY SOLD ABOUT 65000 CARS THAT MEANS THAT ALL OF ITS OTHER MODELS ARE DIVIDED AMONGST THE BALANCE. THE MUSTANG WAS, AS YOU WILL READ ELSEWHERE HERE, FORD’S SECOND BEST SELLER AT 8000 UNITS. WE TAKE A LOOK AT THE UPDATED RANGER IN SEVERAL OF ITS FORMS.

S

o with a reliance on its star pick up Ford is keen to ensure the Aussie designed and engineered workhorse stays at the front of the pack and while it is outsold by its Toyota rival the HiLux Ford has given it a major overhaul to help its pursuit of the Toyota.

The updated Ranger delivers some significant mechanical and safety upgrades with most of the changes happening under the skin.

We’ve had the chance to drive most of the dual cab 4x4 variants in the Ranger line up in recent times but not all as there are around 29 models in the lineup.

Most important change to the 2019 Ranger is the new twin turbo 2.0 litre four cylinder diesel which boasts157kW/500Nm and is coupled to

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Ford’s 10-speed automatic transmission.

The Wildtrak model is available with the new four cylinder as well as the older five cylinder 3.2 litre turbo diesel.

We have to admit that the twin turbo four-cylinder is not our favourite engine.

We understand why Ford has gone down this path and it is all about fuel economy, but we find the engine a little underwhelming.

Yes it has plenty of torque and on tap squirt but there is a slight out of phase feeling that initially had us thinking there was a miss. Soon we realized it was probably the phasing of the twin turbos because nothing with a miss would have been powering along like the Ranger was.

It’s not as smooth an engine as we have become used to particularly with its larger

3.2 five-cylinder sibling.

The Ranger’s price lists starts at $41,890 (for the 4x4 XL single-cab chassis manual while the double-cab Wildtrak pick-up with the big 3.2-litre five-cylinder has a sticker price of $60,590 in manual and $62,790 in auto.

Henry has worked hard on the suspension of the Ranger and the company’s Australian engineering and design operation in Melbourne, which designed the vehicle, is responsible for the suspension work. In fact the Aussie designed Ranger has been recently released in the USA and the motor noters over there have been raving about the new ‘small’ pick up. So while the twin turbo two-litre engine is not as good as we had hoped the handling and ride quality of the entire Ranger line up has been given a strong lift.

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All of the models have been improved with a reworked front suspension with the front anti-roll bar moved to behind front the axle line allowing Ford to reduce the roll bar diameter and increase its strength enabling softer front springs and shocks to be fitted, most likely with an eye to that US market.

Equipment levels are high across the range, which clearly add to the popularity of the range. Power windows, power mirrors, cruise control, central locking, climate control air con, and a touch screen AV multimedia system with Bluetooth including DAB+ radio receiver inbuilt.

The 4x4 models get an electronic diff lock, while all models have hill descent control, hill start assist, ESP and power steering.

The Wildtrak is now no longer the top of the pile in the Ranger line up. It has been surpassed by the Raptor, a name Ford has taken from its bigger US based F series line up and which is synonymous with performance in pick ups over there.

The Raptor has possibly and arguably the best suspension set up we have ever driven in an unmodified factory spec ute. Mind you it should, given Ford fits Fox shock absorbers to the muscular Raptor which if purchased from a suspension specialist would set you back close to $10000. They

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do deliver exceptional ride and bump control on rough surfaces and deliver exemplary handling.

The Raptor only gets the twin turbo two litre mated to a ten-speed auto, which is also used in the Mustang. However the Wildtrak can be had with either the two litre or the older 3.2 litre five cylinder, which still is fitted with the older six-speed auto.

Interestingly two litre and ten speed combo is $1200 dearer than the fivecylinder and six-speed, a fair bit to pay for four more gears, one less cylinder and 120 more kWs. We love the five cylinder engine so much we’d be saving the money and taking the older engine.

Like a lot of vehicles coming on to the market these days Wildtrak and Raptor get keyless entry and push button start, both features we like because you can keep the key fob in your pocket and walk up to the vehicle with an armful of parcels or equipment and grab the locked door handle and the thing magically unlocks.

Similarly the pushbutton means you can jump in click your belt in place and take off quickly without fumbling for the key.

Electronic wizardry abounds particularly with the tech pack which gives you automatic park assist – something Ford is making a lot of in its Ranger advertising –

and which is a first for a dual cab ute.

The tech pack is a $1700 option and also gives you with Autonomous Emergency Braking (good for those who lose concentration when driving but not for people who can focus) along with pedestrian detection and roadside sign recognition in the navigation program.

The Wildtrak can have optional 18inch alloys in black, while LED daytime lamps, roof rails (no roof racks, though), a tailgate liner and HID headlights are all included as standard. Raptor gets ginormous 19 inch alloys and an aggressive stance that really makes it look like a ferocious big bird of prey.

Wildtrak gets an easy-lift tailgate that is also connected to the central locking system, which if you only have a torneau or no cover at all is a bit superfluous, We really like the Ranger and all its forms, they drive well and are rugged and well designed for Aussie conditions because they are designed here. They may be built in Thailand but without them Ford would be in real trouble in Australia, lets hope they don’t have another production disrupting cyclone and floods over there and the delays they caused, because without a steady stream of these pick-ups Ford will be struggling.

COMING SOON!

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 mid 2019 when Gravel Roads Australia arrives on the scene.

Gravel roads make up almost 66 per cent of the nation’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 2019 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.

For advertising please contact: Transport Publishing 02 9938 6408 admin@truckandbus.net.au – ads@truckandbus.net.au

Company Car

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SINCE LANDING HERE IN 2015 THE MUSTANG HAS BEEN ONE OF FORD’S GREAT SUCCESSES. A NEW UPDATED 2019 MODEL PRESENTED US WITH A REALLY GOOD REASON FOR ANOTHER TEST AND HERE IS WHAT WE THOUGHT.

hen Ford said it would start selling the Mustang in Australia few could have imagined that this niche sports coupe and convertible would have been the tearaway success that it has turned out to be. Sure it launched with a huge waiting list but they’re still selling in large numbers three years down the track.

Ford sold just shy of 7000 Mustangs last year making it the second highest selling vehicle in the company’s line up behind the Ranger ute. Ford is selling about the same number of Mustangs as it did Falcon in the last year of its life and we can assure you Ford makes a whole lot more out of the Mustang than it did from the locally made Falcon out of its loss making assembly operation.

In fact Mustang is the most popular sports car under $80000 in Australia with more than half of the 12000 odd cars sold in this category last year wearing the wild horse on its grille.

So why is the Mustang still so popular even after the waiting lists have been whittled down? Well for a start it is well priced, and it is an exciting car, it’s exciting to look at, its exciting to hear and it’s exciting to drive. Did we mention it was well priced? Well it is and as a mate of mine who bought one for his wife says, ‘if there is a better GT coupe available, then I don’t know what it is, this thing does everything so well and it is not expensive’.

After years of struggling to sell passenger cars the Blue Oval has hit the jack pot with the Stang and its so obvious one wonders why it has taken them so long. The ten-speed automatic we tested had a starting price from $66,995,orabout $4000 more than the six-speed manual, and for us the extra money is worth it, delivering a transmission perfectly suited to the car but more of that later. Prices are up about $5500 on the previous model but it is still good value. Its most direct opponent, Holden’s Chevy Camaro is about $24000 dearer because it is converted to RHD here in Oz, while the ‘Stang is built as RHD in the US factory.

We had the chance recently to sample both a GT 5.0 litre convertible and a similarly powered coupe hardtop and came away even more impressed than we were with the previous edition.

The newer model gets the ten-speed automatic replacing the older six-speed self shifter and this has taken the ‘Stang to a new level. It is such an exemplary shifter whether tootling around the suburbs or having a go on an interesting and

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challenging back road. It shifts smoothly is well-spaced and wellmatched to the Coyote 5.0 litre V8 and is just nice to live with.

Under the bonnet the Coyote V8 has been warmed up a bit with power now at 399kW, 33kW more than the old version while torque is also up 26Nm to 556Nm, all thanks to some retuning of the fuel injection.

Inside the cab there is a new digital dash that can be configured several different ways but is easy to read at a glance and fits the performance image of the Mustang perfectly. Along with that there are some other trim and design improvements and the coupe we tested the optional Recaro buckets which are a total joy to sit in but cost an extra $3000.

Light up that Coyote under the bonnet and there is the pleasing roar of a V8 and the burble that follows at idle. The noise this engine makes is superb and you find yourself wanting to go out to the drive and just start it up. It sounds particularly good on a back country road with the bark of the V8 bouncing of the rock walls and trees as you blast up a twisty, challenging hill. The engine is responsive and agile and just as easy to drive idling in traffic as at full noise on a lonely country blacktop.

The coupe we tested had selectable modes from ordinary to track mode and these can be switched between modes. Delivering hard suspension in track mode and softer more pleasant but still firm damping in normal mode.

In normal mode it works nicely on even the crappiest Sydney roads, compliant and smooth at commuting speed.

Track mode stiffens the adaptive dampers and sharpens the steering and makes the Mustang a sharp weapon that handles superbly but could bite if not respected.

Grip levels are supreme, helped by the well set up suspension and steering and also the Michelin Sport Cup 4 tyres. on 19 x 9-inch alloy rims on the front and 19x 9.5-inch wide rims at the rear.

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The brakes are big six pot Brembos that offer superb feel and stopping power but with a car of this level of performance this is exactly what would be expected, but they work beautifully.

During our test, the Mustang GT returned an average of 15.6 litres/100km according to the car’s trip computer, against a claimed combined fuel economy average of 13.0L/100km. But lets face it you wouldn’t buy Mustang for its fuel economy.

The ‘Stang has very good standard equipment with LED lighting and auto headlights and wipers, the four-mode digital dashboard we mentioned earlier, Ford’s Sync3 multimedia system with Apple CarPlay, Android Auto and sat nav, a beaut leather-bound steering wheel, performance gauges and even lap timers amongst its multimedia system while the audio system is fantastic, put the Springsteen on and turn it up, plant the right foot and baby you are born to run!

Mustang is a compact coupe inside, there is plenty of room for the two front seats but the back seat, although more scalloped and offering a bit more headroom than the previous incarnation, it still has a sloping roofline of a fastback and the limitations that delivers. Fine for children and small adults but apart from that forget it.

Don’t start me on the ANCAP ratings , the Mustang still only scores three stars but as far as this writer is concerned is not a hinderance in buying a Stang. One day the whole ANCAP sham will be exposed as a system of awarding points for warning chimes and systems that take control away from real drivers.

We still feel safe in the Mustang and any one who reckons it is a problem is a whinger.

We love the new version of the Mustang and would have one in a heart beat. If you have any interest in a performance sports car then do yourself a favour and drive a Mustang, you will be impressed.

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MONEY MATTERS PAUL CLITHROE IS A LONG TERM STRATEGY STILL RELEVANT AND BETTER MANAGING CREDIT CARDS?

W

e live in a world of change.

Technology is driving big shifts in what we do and how we do it. Interest rates are at historic lows. And after many years of significant growth, home values in some of our largest cities are on the decline. Against this backdrop of upheaval, is long term investing still relevant?

I think so. History tells us just how effective a buy-and-hold approach can be.

Over the last year for example, Australian shares dished up total returns (including dividends) of 3.45 per cent.

Extend that timeframe out to five years, and returns have averaged 8.12 per cent annually. But an investor with a 10-year horizon could have pocketed average annual gains of 11.79 per cent.

It’s a compelling case for thinking long term. But giving sharemarket investments years – not just weeks or months – to grow, calls for more than patience.

Success with long term investing demands a diversified portfolio. Today’s rooster can quickly become tomorrow’s feather duster.

By way of example, if you’d bought the minimum parcel of 400 Commonwealth Bank shares back when it first listed in 1991, you’d have paid $2,160. That same parcel of shares today would be worth $28,908, and this doesn’t include the value of annual dividends (Commbank has a dividend yield of 5.98 per cent).

The challenge is that not every company is around long enough to make it as a long term investment. Former sharemarket darlings like Pasminco and Babcock and Brown are testimony to this. It explains why investment guru Warren Buffett, who is a fan of long term investing, looks for companies that will

still be in business in ten or 20 years.

This highlights the need for diversity, something that can be hard for direct investors to achieve. An easy and potentially low cost way to diversify is through a managed share fund, which can offer access dozens of listed companies.

That said, don’t expect your investments to do all the heavy lifting. Making regular contributions can be the thing that really sees the value of your investments skyrocket. Even Warren Buffet could have trouble growing your wealth if you only tuck away $100 each year.

Importantly, be prepared to block out market noise. Sharemarkets go up and down frequently, and if you follow the news on a daily basis it can be easy to subscribe to the Chicken Little view that the sky is about to fall in.

Rather than focusing on what you can’t control, embrace what is within your reach – the fees you pay on investments, the choice of investments at your fingertips, and your ability to add to your portfolio when you have the funds to do so.

Meantime January 1 saw a raft of new reforms introduced that can help consumers avoid unmanageable credit card debt.

If you apply for a new card, the credit limit will be based on what you can afford to repay over three years assuming the maximum card rate, which is usually the cash advance rate. For the record, that can be over 20 per cent .

This could mean your credit limit is less than expected. That’s not always a bad thing. We have a tendency to overestimate our ability to repay debt and underestimate how much we’ll rack up on the plastic. Putting the brakes on how much debt you can get into if the card is

maxed out is a positive step.

Balance transfer deals could also be less generous. Instead of being able to transfer all your card debt to a 0% transfer card, chances are you’ll only be able to shift a smaller chunk of the balance over.

This comes back to the new rules about maximum credit limits.

The downside here is that you may end up with two cards – one for the balance transfer deal as well as your old card, still laden with debt. The risk is that it’s easy to reload both cards with more purchases and potentially end up owing more than you started with. Unless you knuckle down to pay both cards off, it can be worth using a personal loan to clear the slate.

It could end up saving you money in overall interest charges.

Card reforms also involve changes to the way interest is calculated. If you don’t pay the card off in full each month, you’ll only be charged interest on purchases from the date they were made rather than from the payment date of the last statement. This change isn’t restricted to one or two card issuers, it applies across the board, and it could see plenty of cardholders paying less interest.

The latest reforms are a step in the right direction, but the single best way to keep interest costs down is by paying off the balance in full each month. If you carry an ongoing card debt, look around to see if you could get a better deal. Getting on top of any debt is harder when you’re paying above the odds, and plenty of smaller banks and credit unions like Northern Inland Credit Union (8.99 per cent ) and G&C Mutual Bank (9.49 per cent ) are offering very low rate cards that can cut your interest costs, freeing up cash for extra repayments.

Paul Clitheroe is a founding director of financial planning firm ipac, chairman of the Australian Government Financial Literacy Board and chief commentator for Money magazine.

Visit: paulsmoney.com.au for more information.

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