Transport & Trucking Today Apr-May 15 issue 102

LIFT OF IN LOUISVILLE; MID AMERICA INSPIRES CONFIDENCE FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& TRUCKING TODAY

www.truckandbus.net.au $6.60 incl. GST Issue 102 Apr/May 2015

MR. VERSATILE A TRUE MULTI PURPOSE KENWORTH RIG ISSN 1839-6399

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02

THE NEW HINO FE AUTO

ASTRA’S IVECO BASED 8X8

42 YEARS OF ACCO

MITSUBISHI’S NEW TRITON

SHOULD YOU CHOOSE

OR AN AUTO? *26 years leadership according to T-Mark industry statistics. †AMT not available on every truck model. F•S•A/ISZ9716

THE INTELLIGENT TRUCK SO, WHICH ONE IS IT? THERE’S ALWAYS A COMPROMISE TO BE MADE WHEN CHOOSING THE TRANSMISSION OF YOUR TRUCK. DO YOU NEED THE PERFORMANCE AND CONTROL OF A MANUAL, OR THE EASE OF AN AUTO? IDEALLY, THE ANSWER IS BOTH. AND WITH ISUZU AMT,† YOU CAN HAVE IT ALL. Isuzu’s AMT, or Automated Manual Transmission, is a key component of Isuzu’s ‘intelligent truck’. But what makes it so intelligent?

Well, it offers all the benefi ts and ease of two-pedal operation, while still retaining the economy, drivability and durability of a manual transmission. Simply put, you get manual performance, without the labour.

You see, there’s no clutch pedal in an AMT, so you can focus on what’s in front of you rather than worry about making gear changes.

This is achieved by using a series of intelligent sensors,, processors and actuators thatt allow Isuzu’s AMT to facilitatee manual gear changes, withoutt the driver having to press a pedal. al.

You can even move between manual or auto mode, giving you the ability to initiate the

The performance of a manual.

The ease of an auto.

shifts yourself, or simply leave it in ‘Drive’. Not only that, but you can also utilise a first-start button for easy takeoffs when sharing a heavy load.

And for the fuel conscious operator, an ECO button can be utilised to adjust shift points to a lower RPM range. This ensures maximum fuel efficiency, while still retaining ample performance.

Finally, there is something that both automatic and manual drivers can agree on, as Isuzu AMT combines the best features of both into one intelligent package.

As well as providing immediate increases in performance, AMT’s clever design extends component life and reduces maintenance costs over the long run.

A MANUAL

BOTH.

When it comes to transmissions, there really is nothing else like it. If you’ve never driven one, it might be time for a shift in thinking.

Visit isuzu.com.au

CONTENTS CONTACT DETAILS PO Box 35 Lindfield, NSW, 2070 www.truckandbus.net.au admin@transportand truckingtoday.com.au Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews Follow us on Facebook at Truck and Bus Australia Editor in Chief Allan Whiting nofibspublishing@bigpond.com

REAPING THE REWARDS

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NATURAL SELECTION

Hino’s new FE automatic line up is the latest evolution in the Japanese maker’s drivetrain options and Ed Allan Whiting takes one for a spin

SHOOTING FOR THE STARS

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COOL RUNNINGS

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Editorial Contributors Barry Flanagan, Mark Bean, Howard Shanks, Glenn Torrens

Howard Shanks takes a look at Guse Transport and its new Limited Edition Kenworth T909 along with A Lusty EMS Lead Slider Tipper to give efficiency and performance

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Art Director Luke Melbourne www.groeningdesigns.com.au

David Hosking Tel: 03 9857 3933 Mob: 0409 403 012 otadh@tpg.com.au

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FEATURES

Features & Technical Editor David Meredith dvm@bigpond.com.au

Advertising Sales Jon Van Daal 0411 099 091

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

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Italian specialist off road truck manufacturer Astra might just have the solution for heavy off road work as tech editor David Meredith reports

Editor Allan Whiting takes a look at a new lithium-battery system breakthrough that could change the way truckies cool their sleeper cabs and greatly improve fatigue management

LIFT OFF IN LOUISVILLE

Barry Flanagan takes a look at the Mid-America Truck Show and reports things are on the up Stateside where industry confidence is heating up

THERE’S A FRACTION TOO MUCH FRICTION

T&TT’s annual diesel oil supplement takes a look at the latest in diesel lubricants

ACCO-LADES

Australian born and bred vehicle designs are getting thin on the ground but we take a look at the latest version of a 42 year old Aussie classic, the ACCO

SPLASH OF THE TRITONS

Mitsubishi’s long anticipated new model Triton has landed and both Allan Whiting and Jon Thomson sampled the new Utes from the Three Diamonds

UTILITARIAN SPORTS CAR

Holden’s latest VF Commodore is a far cry from Holden Utes of old and as Jon Thomson reports its a workehorse that can double as a sports car

Transport & Trucking Today is published under licence by Grayhaze Pty. Ltd. and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia.

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Editorial contributions are welcome for consideration. Contact the Editor or Publisher for guidelines, fees and level of interest.

All unsolicited manuscripts must be accompanied by a stamp, addressed envelope for their return. We will not be held responsible for material supplied electronically.

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14 DEPARTMENTS

04

BACK TRACKS Musings from the Editor

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HIGHWAY 1

News and info from all over

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MONEY

Paul’s latest advice on finances

hino.com.au

MAKE YOUR NEXT MOVE TO AUTO. 14 TONNE FE FULL AUTO.

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With the introduction of the medium duty Hino FE Auto, Hino changes how you drive your business. The FE Auto features a full automatic transmission with true torque converter, adding to Hino’s already impressive range of automatics. Because whatever business you are in, Hino’s automatics are ahead of the game, so you are too.

A Toyota Group Company

BACK TRACKS ALLAN WHITING An inflated tyre stores an enormous amount of energy; particularly truck tyres that have several times the air volume of car tyres

I

was riding my motorbike along the Hume Freeway and flicked out of the slow lane to overtake a B-Double.

Irregular rotation on a tyre in the middle tri caught my eye and I backed off quickly.

A few seconds later there was a loud bang and pulse that I felt in my chest.

A cloud of dust and debris partly shrouded the rear trailer as I dodged the bits of tread and carcass that bounced down the road. Had I been beside the tyre when it blew I’m sure the incident would have been more serious.

It started me thinking that most of us take tyres for granted.

However, an inflated tyre stores an enormous amount of energy; particularly truck tyres that have several times the air volume of car tyres and are inflated to three times the pressure.

Every inflated tyre is a potential ‘bomb’.

Most tyre fitters are familiar with the photo of the European tractor tyre fitter whose remains were smeared across the roof of a tyre shop. He was inflating a large tyre when the phone rang, so he left it connected to the compressor while he went

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into the office.

Several minutes later he remembered the tyre and walked back into the workshop, just in time to be caught by the blast and smashed into the ceiling.

Even when the inflating and fitting procedure seems to be done correctly there can be great danger.

The Queensland Coroner recently handed down a report on a fatal incident involving a truck driver on a mine site who was killed when a tyre he had just fitted to a trailer blew out when he lowered the jack and the tyre contacted the ground. His chest was crushed instantly by the pressure blast when the sidewall ‘unzipped’.

The tyre in question was marked: ‘SLOW LEAK/OK’ and that, the Coroner found, was the clue to this tragic accident.

At some stage in its life this tyre had suffered a puncture that resulted in a slow leak, but was subsequently repaired. Expert witnesses concluded that the tyre must have been operated outside its optimal pressure range before repair and had developed serious internal damage, despite the fact that there was no visible sign of this

damage.

The Coroner recommended that: “The (mining) industry investigate, and implement within two years, remote, or wireless, tyre pressure sensing equipment to allow operators to monitor tyre pressures from within the cabin of the truck”.

It mystifies me that it isn’t already law, because electronic tyre pressure monitoring is now mandatory in many overseas countries.

I’ve had an LSM Technologies remote tyre pressure monitoring system on my ute for the past four years and it has saved the cost of three tyres in that time. As soon as there’s a slow or fast leak the alarm sounds, before more damage or an accident can occur.

At all times it’s possible to see what pressure is in each tyre.

No truck would ever be put into service without driver alerts for low oil pressure and high coolant temperature, yet the critical safety situation with tyre pressures has been left to, at best, a pre-trip gauge check, or, more commonly, a tap with a tyre lever.

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Agility

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MY BRILLIANT Hyundai Trucks on the come back trail to oz HYUNDAI TRUCKS ARE about to make a dramatic comeback to the Australian market after an absence of close to two years.

The Korean maker has appointed the Peninsula Motor Group as distributor for its truck range after its own subsidiary, Hyundai Australia lost interest in selling trucks and shut the operation down in October last year.

It sold just 203 trucks following the launch of the 4.5 to 8 tonne HD light duty range in Australia in 2010, registering 135 trucks in 2011 and 65 in 2012 with just three hitting Aussie roads in 2013.

Well known automotive industry identity Dilip Kumar, managing director of the Peninsula Motor Group, based at Bankstown in Sydney, has secured the rights to Hyundai Heavy Commercial

Vehicles. Kumar has lured Anthony Hulme, former senior manager for truck sales and marketing at Hyundai Australia, as general manager for the new organisation, which will be known as Hyundai Commercial Vehicles Australia.

HCVA’s Anthony Hulme says it will launch revised and updated versions of the HD range of 4.5 to 8 tonne light

trucks as well as the new generation Xcient medium/heavy range, when it swings open the doors in August. Xcient, which is offered overseas with either Hyundai’s H 10 litre inline six cylinder engine with up to 420 hp or the 13 litre Hyundai Powetec I6 engine with around 520 horsepower and 2500 Nm, will be available in either a rigid or prime mover configuration.

KOREA Hyundai’s Xcient is on its way down under and should be on our roads within the next 12 months

Its understood HCVA is also looking at medium duty models but is awaiting confirmation of revised and updated offerings in the 8 to 17 tonne medium duty sector. The H350 high capacity cargo van, which is in the ilk of the VW Crafter/Iveco Daily, is scheduled for launch in Australia in late 2016.

Kumar has invested more than $3.5 million in a new facility at his base near Bankstown airport as the distribution centre and admin base for the new range of Hyundai trucks and vans the company plans to sell here.

Hyundai Australia decision to discontinue its involvement with trucks in October last year opened the door for Kumar to negotiate for the rights to the Hyundai truck business in Australia.

Peninsula operates large Holden and Hyundai passenger car dealerships and

was also involved with the importation and distribution of Chinese bus brand Yutong, but it is understood they are no longer involved with the bus maker. This may open the door for Kumar to secure the rights for Hyundai bus in Australia.

Hulme says the company is planning to have around 13 dealers nationally by the end of 2015 and intends to double that by the end of 2016. Hyundai has stated that it will invest close to $2billion between now and 2020 on a major commercial vehicle offensive specifically targeting the US market.

Currently number 5 in the Global vehicle market Hyundai believes the Commercial vehicle sector will grow 30 per cent in the next five years and believes it can make ground on its rivals in its quest to become the world’s number one automotive company

COMMERCIAL VEHICLE SALES GATHER PACE IN FIRST QUARTER OF THE CALENDAR YEAR Some confidence returned to the market in March boosting hopes that 2015 sales will be stronger MANUFACTURERS ARE HOPING a surge in truck sales during the first quarter of 2015 is an anticipated bounce and not just a seasonal boost and that the bullish March sales figures are part of a longer-term trend.

The Truck Industry Council’s T-Mark figures for March saw 2,893 commercial vehicles hit Australian roads close to twice January’s figure of 1,614 and 785 up on February’s sales of 2,108. These were the best March sales figures in the past five years, more than 300 up on 2010’s 2,651 and March 2014’s 2,631.

All of the major brands saw sales grow with Hino recording some impressive figures selling 477 trucks in March up from 198 and 310 in the previous two months getting closer to market leader Isuzu than it has in many months. The big I recorded sales of 540 in March up from 401 in January and 471 in February.

In the medium duty sector Hino almost drew level with Isuzu in March scoring 200 sales to Isuzu’s 207 however Hino’s tally for January and February was less impressive in the previous two months. It was also close between the Japanese rivals in light duty with Hino scoring 241 light duties in March to Isuzu’s 247 Medium-duty sector sales, at 581 for March, were up from 336 and 426 but were still second best to the decade high

of 595 in 2013.

Both Swedish makers Volvo and Scania saw strong sales in March with Volvo scoring 62 sales in January, 107 in February and a whopping 157 in March while its counterparts scored sales of 17, 22 and 57 in the corresponding months.

The Heavy duty market is building momentum with monthly totals of 518, 638 and 885 in January, February and March the final month of the quarter was disappointing with the same month in 2014 seeing 1002 trucks sold with 900 sold in the same month in 2013.

Kenworth was again the standout in the heavy end and doubling its growth rate again this year the Paccar brand scored sales of 124 in January jumping to 149 in February and 191 in March.

Benz’s sold 45, 76 and 133 trucks in each of the first three months many of which were its heavy duty models while in the LCV market its vans at registered sales of 130, 163 and 230 in the three months respectively. Interestingly Renault leapfrogged Ford in the van market having sold 25 of its vans in January, 44 in February and a massive 155 in March. Ford cannot take a trick despite having some of the best product it has ever offered with the excellent Transit scoring a mediocre 57, 61 and 66 in each of the first three months.

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THE DAILY NEWS

IVECO UPDATES ITS VANS AND CAB CHASSIS New Daily finally arrives THE HEAT IN the large van and small cab chassis market has just been turned up another notch or two with the launch and arrival of the new Iveco Daily range. T&TT had the chance to sample the new models at the launch at Anglesea and came away reasonably impressed with the new Iveco goods carrier.

More than three quarters of the Iveco’s body components are new in a range that includes a range of body and chassis configurations and engine/ transmission combinations.

It is available in cab/chassis with single-cab and dual-cab configurations and with either a 93kW/320Nm 2.3-litre turbo-diesel or two different

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version of a three-litre four cylinder vans, with either single or twin turbo variants.

The cab-chassis version will be available in a choice of GVMs from 3.8-tonne to 7-tonne with wheelbases from 3520mm to 4750mm and the ability to fit bodies of up to 6190mm.

In the van bodied models the Daily 35S13 delivers a GVM of 3.8 tonnes with either 1545mm or 1900mm heights and in three lengths with interior load capacity of either nine, 12 or 16 cubic metres and payloads of 1475kg, 1565kg or 1630kg.

There is also a Daily 50C17, which can be specified with a 4495 GVM and driven on a car-licence or in a larger

5200kg GVM variant. The biggest of the vans only comes with the single turbo three-litre and is available with either 12, 16, 18 and 19.6 cubic metre load capacity and payloads up to 2062kg.

While the vans are important Iveco appears to be really pushing the cab chassis versions as a an alternative to cab over light duty trucks for operators particularly the dominant Japanese offerings from Isuzu, Hino and Fuso as well as the Chinese offerings trickling into the market.

Christian Andel who is Iveco Australia Product Manager in charge of the new Daily reckons it serves as a worthy alternative to a cab-over light truck.

“There is a misconception in the market that if you have a demanding light-duty application requiring a vehicle with a reasonably large payload, that your standard-fare cabover is the only option,” he said.

“The new Daily provides all the best features of a truck, namely a strong ladder chassis and the associated payload benefits, with driving characteristics and safety features more in keeping with a van or passenger car.”

We’ll have a full rundown on the new Iveco in our next issue with T&TT’s Glenn Torrens driving the range at the launch and reporting on the new Italian load carriers

BIG CAT ON THE PROWL AT BRISBANE Road Train Spec prime mover headlines for CAT NAVISTAR AUSPAC HAS indicated that the headline act on its stand at the upcoming Brisbane Truck Show will be its behemoth Cat CT630HD, its biggest and newest road train spec prime mover with a GCM of 130 tonnes.

With the recent news that Navistar will

be bringing the International nameplate back to Australia there are indications that the Navistar/Cat stand will be one of the biggest attractions at Brisbane’s biennial truck expo. The company won awards for its stand at Brisbane two years ago and it may be a prime

INTERNATIONAL RELATIONS As we said Navistar has also announced that the venerable International brand will make its return to the Australian market in 2015.

“Bringing International back to the

Australian market is a key part of our growth goals for Australia and demonstrates our commitment to this important market,” said Tim Quinlan, Navistar Auspac, and Managing Director.

contender for the plaudits again this year.

Cat claims its 130 tonne GCM rated CT630HD has undergone an extensive development program in answer to strong demand from operators of roadtrain triples and they say this will be

“We’re proud to bring the International brand back to the region and look forward to providing customers high quality trucks and deliver industryleading uptime and fuel efficiency.”

Last year, Navistar refreshed its brand in the region, changing from NC2 Global Australia to Navistar Auspac (AustraliaPacific).

a bold new addition to the Cat stable.

Cat is yet to reveal full technical specs but it’s fair to surmise this new ‘king of the Cats’ will come with a substantially reworked grille design to afford extra cooling airflow around the tireless C15 engine under the bonnet.

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ALLISON TURNS 100 Auto trans maker hits the ton and set to debut TC10 ALLISON TRANSMISSION IS celebrating its centennial throughout this year and will be underlining the century celebrations at this month’s Brisbane Truck Show with the Aussie debut of its much-vaunted TC10, ten speed twin countershaft transmission.

The TC10 is much anticipated and it is believed Allison is currently trialing the 10 speed in a major Australian.

T&TT has been invited to drive a truck equipped with the TC10 during the

Brisbane show and tech editor David Meredith will have a full run down in the next issue.

Allison traces its corporate lineage back to the founding of the Indianapolis Speedway Team Co. in September 1915.

As a co-founder of the Indianapolis Motor Speedway and part owner of several racing teams, James A. Allison established a precision machine shop and experimental firm on Main Street in Speedway called the Allison

Experimental Co. to support his racing endeavours. Over time Allison became the leader in automatic truck and bus transmissions and today is the world’s largest manufacturer of automatic commercial-duty transmissions as well as being a leader in hybrid-propulsion systems.

While Allison is 100 years old overall the company has a long history in Australia where its transmissions have been sold for more than half a century

in this country and have a long history of successful operation in a range of transport applications.

Happy Birthday Allison!

AND HINO SCORES 50!

A half century in Oz to be celebrated at Brisbane Truck Show ON THE SUBJECTS of birthdays and Hino, is celebrating its half-century in Australia. The company’s first vehicle sold in Australia was a bus, which hit the road in 1965, and today is a firm number two in the truck market.

The company recently kicked off the milestone celebration year with the release of a video featuring long-term customer Kennards Hire and will continue celebrations at the upcoming Brisbane Truck Show.

“For 50 years Hino has been providing quality trucks and buses to the Australian market,” said Hino Australia Chairman and CEO,

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Steve Lotter.

“From the first bus sold in 1965 to the introduction of the first hybrid truck which was made available in Australia in 2007, the durability and reliability of our trucks and buses has been legendary.

Well-done Hino

Operator

Photography: Howard Shanks

REAPING THE REWARDS

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MICK GUSE ISN’T ONE TO MINCE HIS WORDS. A NO NONSENSE STRAIGHT SHOOTER WITH HIS EYE ON THE FUTURE, MICK HAS SOME CLEAR GOALS IN MIND FOR HIS COMPANY, GUSE TRANSPORT SERVICES. SETTING THE WHEELS OF HIS PLAN IN MOTION, THE COMPANY RECENTLY WELCOMED THE ADDITION OF A LIMITED EDITION KENWORTH T909 DIRECTOR AND LUSTY EMS LEAD SLIDER TIPPER, TRI-AXLE DOLLY AND TIP-OVER-AXLE TRAILER COMBINATION.

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The Lusty EMS trailers assembled in a roadtrain configuration with the tri-axle dolly for maximum concessional payload.

“BEING ON TIME EVERY TIME AND GETTING THE LOADS DELIVERED SAFELY IS PARAMOUNT,” The lead “sliding” trailer is a chassis style tipper.

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1. The “Dog-trailer” in the Roadtrain/B-Double configuration is a Tip-OverAxle style for lighter tare weight.

2. Disconnecting the tri-axle dolly ready to convert the unit into a B-Double.

3. Hydraulic and electrical connections are easily managed through a central coupling arrangement 4. The finish of the Lusty EMS trailers is first class, and it’s all the little things that really make these trailers the best in their class.

5. The Lusty EMS “Lead Slider” uses a removable King Pin to get optimum weight distribution when using either the B-Double or Roadtrain configuration.

I

ncreased regulation and a tough economy have taken a toll on the nations bulk haulage operators in recent years. Not to mention Queensland’s extreme weather conditions from devastating floods to snap droughts which have forced many small transport owners out the of the bulk grain market.

Finding the balance between meeting stricter regulations and maintaining some form of profitability is something that Guse Transport Services (GTS), take very seriously and 18 months ago they purchased a versatile Lusty EMS B-Double-Roadtrain combination to reap the rewards of increased payloads.

Queensland’s broadacre and intensive grain growers produce a range of crops, which is normally valued at just over $300 million.

Nationally the grain industry plays a key role in the health of Australia’s domestic transport community and just as importantly it competes successfully in export markets, representing nearly a quarter of Australia’s total agricultural exports.

“Over the past decade sharp rises in truck registration, insurance and fuel mean that maintaining some form of profitability has been a real challenge for smaller fleets like ours,” Mick Guse said.

The decision to purchase the Lusty EMS tipper combination was not taken lightly, it was one that was took a lot of planning. Yet it wasn’t until the opening up of new roadtrain routes through NSW for tri-axle dolly road trains that real gains in this combination could be gleaned.

Mick Guse is quick to point out that the backbone of his operation is having good drivers who appreciate and can operate good equipment.

“Being on time every time and getting the loads delivered safely is paramount,” Mitch Jensen, senior driver for GTS, said. “It is as simple as doing what you say when you say your going to do it, that’s my philosophy.”

“How we do that is by having the best gear,” Mitch continued. “We spent a lot of time with Lusty EMS in Brisbane planning the specifications of the trailer combination to ensure that we could take advantage of payload increases in all the areas we travel.

“We very rarely run our units as single trailers other than when we are running dog trailers to set up a road train. We either have them set up as a B-Double or road train and we average a healthy 56 tonne payload with the new Lusty EMS tri-axle dolly,” Mitch said.

“Not only do we get the additional payload but the tri-axle dolly is so much more stable than a bogie dolly,” Mitch added. “They are far safer and we believe they are the way forward for the future for us now.”

“The trailers and dolly are fitted with what we consider to be the best running gear on the market, for maximum reliability,” Mitch volunteered.

Each unit has BPW axles, ABS disc brakes, ALII air-suspension kit, Edbro tipping hoists and heavy-duty Ringfeder couplings. Both trailers have an automatic lift on the first axle for more savings when the trailers are empty.

“We are probably not the cheapest carriers in the business, but we pride ourselves on being one of the most reliable. There is no argument that you can’t beat reliable service.

Our customers expect us to be reliable and in turn we expect reliability from our suppliers,” Mitch said.

“That’s why we go the extra mile and spend a few extra dollars to get the best gear, after all this unit is a long term investment. It’s a matter of getting equipment that you can rely on to get you through week in, week out and using the best components available like the BPW axles and Edbro hoists ensures the equipment will live up to our expectations.

The key to the versatility of this combination is the Lusty EMS Lead Slider trailer, which enables Mitch slide the tipper bin forward to reveal a turntable mounted over the tri-axle suspension. In this setup he can connect it up to the rear TipOver-Axle trailer and use it as a B-Double.

Conversely when he is running on road train routes he simply slides the turntable under the lead trailer’s bin and connects the trailers as a traditional road train.

The Lead Slider trailer also features a second drop in kingpin, which ensures correct carrying capacities are achieved in Road Train and B Triple applications.

The trailers and dolly also feature LED

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lights as standard, providing long and reliable life and adapting automatically to varying voltages in truck power supplies.

These tipper bodies have been treated with a ‘durabrite’ finish, which ensures they are always looking clean.

“The finish of the Lusty EMS trailers is first class,” Mitch said. “Its all the little things that really make these trailers the best in their class.

They come standard with corner cleaners and grain cutes all mounted on the chassis.

Importantly the quality of workmanship is second to none and there are no sharp edges anywhere. I was really impressed when I picked them up in Brisbane as to how well they’d come up. Both trailers have stainless steel toolboxes and water tanks.”

The Limited Editon Kenworth Diector T909 is understandably Mitch’s pride and joy. He has won a couple ‘Truck’s of the Show’ with it and reckons it’s real head turner. Under the hood is the Cummins E5 set a 600 Horsepower

and 1850 lbft for torque. The transmission is Eaton’s RTLO22918B with Meritor RT46-160 GP that have cross lock in both axles.

In recognition of Kenworth’s 90th Anniversary, the Limited Edition Director T909 features a lot of one off extras that include; External bonnet emblem, Individual numbered internal emblems, Chrome Accessories and Signature items, Polished fuel tanks, Black leather embossed ISRI 6860/870 driver and KAB fixed rider seat, Embossed door trims, Embossed rear sleeper trim, Limited Edition gauges with gold bezel and Director Series face, Dual Stainless Steel exhaust shields, HID high beam headlights, Amber LED repeater lights, Wood grain smart wheel to suit ISXe5 engine.

Mitch has added a vertical fridge and microwave oven to the sleeper for the long haul jobs and he adds that it’s a real home away from home.

“I prefer the rear of chassis connection for

the hydraulic lines and air-electrical hoses,” Mitch added. “It’s more of a personal choice, but I don’t like climbing up on the chassis to disconnect then in the dark, it’s easier to see what you’re doing with all the taillights and if you’re already on the ground you can’t fall and hurt yourself. As well as that I think the unit looks a lot neater with the hoses out of the way.”

“Most weeks I average 5000 kilometers a week,” Mitch said. “This load of almonds I brought up from South Australia in the road train. They press them into oil here at Kingaroy and that oil-extract is exported to Spain where it’s used to make perfume.”

“In the 18 months we’ve had these trailers and dolly they’ve travelled over 150,000 kilometers and we haven’t had one issue and they still look as good as the day the we picked them up,” Mitch concluded. “But importantly, we’re reaping the rewards of the increased payload.”

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“IN THE 18 MONTHS WE’VE HAD THESE TRAILERS AND DOLLY THEY’VE TRAVELLED OVER 150,000 KILOMETERS AND WE HAVEN’T HAD ONE ISSUE” 1. Mitch Jensen - T909 operator 2. Guse’s Kenworth T909 and Lusty EMS Lead Slider tipper in roadtrain configuration is not only a productive and profitable unit its an impressive sight as well.

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www.allisontransmission.com

Efficiency for hire Hertz Truck Rentals has chosen Allison equipped trucks to deliver the best efficiency, driveability, reliability and performance on its fleet of trucks.

Australian Truck and 4WD Rentals, the Hertz Truck Rental franchisee for South Australia, NSW and Victoria, has decided to replace all of the manual trucks in its fleet with Allison fully automatic equipped trucks.

Hertz customers can now enjoy improved productivity through full powershifts, with faster acceleration and increase fuel efficiency in city, and suburban applications thanks to Allison.

Peter Gould, CEO of Australian Truck and 4WD Rentals, reckons that since adding Allison equipped UD Trucks to the Hertz fleet they have delivered lower maintenance and repair costs as well as saving money when it comes to operating costs.

Fully integrated, sophisticated electronic controls enable precise, smooth shifts and provide expanded prognostics and diagnostic capabilities which reduce driver fatigue, enhance safety and make the truck more reliable and efficient to operate.

“Our Allison automatic trucks are easier on clutches and brakes and that means we save money, not to mention the reduced down time,” says Peter Gould.

Make the smart choice…. Allison automatics

AlliSON TRANSMiSSiON — AUSTRAliA, lOT 1 FERRERS ROAD EASTERN CREEk NSW, PO bOx 28, bRiNGElly, NSW AUSTRAliA 2556. T. +61 2 9676 1004 F. +61 2 9672 1122

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New Product

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NATURAL SELECTION THE EVOLUTION OF TRUCK DRIVE TRAINS HAS SEEN A REAL SHIFT TO AUTOMATICS IN RECENT TIMES AND HINO HAS EMBRACED THE MOVE TO SELF SHIFTERS WITH THE LAUNCH OF ITS ALLISON EQUIPPED 500 SERIES FE MEDIUM DUTY RANGE. ALLAN WHITING TOOK ONE FOR A SPIN RECENTLY AND CAME AWAY IMPRESSED. www.truckandbus.net.au 019

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t’s quite likely that the conversation may have been heated at some early2000s product meetings between local Hino people and the Japanese engineering department. For reasons that may hark back to last century’s mid-range Allison boxes – reasons like rough shifting and excessive ‘creep’ – the parent company seemed slightly reluctant to install nonHino self-shifters.

There’s also no doubt that great hopes were held for the company’s own computer-controlled, automated-shift manual transmissions. However, as other truck makers have also discovered, automated manuals work best in heavy combination vehicles that have multi-speed boxes with small steps between successive ratios and much more momentum to ‘carry’ the vehicle through the shifting process.

Although Hino, like most truck makers, offers automated manuals at the lighter end of the range this probably has more to do with the higher power-to-weight ratio of

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lighter trucks and saving on the cost of a torque-converter transmission in what is a very price-sensitive market sector.

It’s in the medium truck sector that automated manuals are the least pleasant to drive, because the typical transmission has only six ratios, with large steps between them and the engine often is revving too much or lugging. Worse, on non-constant grades, the box shuttles annoyingly between gears.

In the case of Hino’s FE 14-tonne-GVM truck the company has recently adopted Allison’s 2500 five-speed to satisfy the needs of the self-shifting market and T&TT spent some time behind the wheel to see how this state-of-the-art box mates to Hino’s five-cylinder.

Our test truck was a brand-new 10-pallett curtain-sider FE 1426 with steel-spring rear suspension, loaded to 13 tonnes GVM. The obvious changes inside the cab were a stick shift for the auto box and a foot rest where the clutch pedal used to be.

The FE is available in single cab configuration in short, medium, long and extra-long wheelbases ranging from 3750 to 5500mm which adds to its overall versatility and market appeal.

We chose a route around and through Sydney that took in heavy traffic and hilly secondary roads.

With 191kW nett-ISO ponies at 2400rpm and 794Nm at 1500rpm, Hino’s JO7E engine is beautifully smooth and quiet, and never has less than 720Nm on tap.

However, it isn’t exactly a pocket-rocket when pulling the FE’s rated 14 tonnes GVM and, with the manual six-speed, sometimes needs flight revs between upshifts to ensure it doesn’t struggle in the next gear.

The Allison 2500 changes all that.

Because the torque converter stall ratio of 1.58:1 effectively increases lift-off torque by 50 percent the truck can get by with a relatively high first gear ratio of 3.5:1 (manual box has 6.5:1) and close ratios up

The Hino FE cab is the same as for the manual versions save for the auto shifter and the lack of a clutch pedal

“SHIFT QUALITY WAS JERK-FREE AND THE BOX NEVER GOT CONFUSED

BY MIND CHANGES AT ROUNDABOUTS.”

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1. Two pedals are better than three when it comes to city driving and distribution work 2. The instrument panel is well laid out and simple to read with an LED indicator showing the gear you are in at any time 3. FE’s rated at 14 tonnes GVM and the Allison Auto makes it much more tractable and easy to pilot 4. Heart of the Hino FE is the 191kW JO7E engine with 794Nm which author Whiting says is ‘beautifully smooth and quiet’.

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to the overdrive 0.74:1.

Hino and Allison have calibrated the shift points perfectly, so the laden test truck never felt like it was working.

Hino says it chose the Allison automatic because it met its stringent quality, durability and reliability requirements while offering smooth, user-friendly drive characteristics and the ability to maintain optimum engine speeds for increased efficiency and they have achieved that as we proved on our launch drive.

Performance was excellent and I had no trouble keeping up with traffic. Shift

quality was jerk-free and the box never got confused by mind changes at roundabouts.

There was no noticeable ‘creep’ at idle, but enough roll-back resistance to make a hill-holding, brake-delay function unnecessary.

With the exhaust brake wand in the ‘engaged’ position the truck had effective retardation, thanks to torque converter lock-up and the transmission downshifting automatically and progressively to enhance engine braking.

The cabin layout is very good with the auto shifter falling easily to hand just next

to the drivers seat and there is an LED indicator on the dash which lets the driver know exactly what gear they are in at any time.

The 500 Series FE comes with plenty of safety and comfort features, including an ISRI driver’s seat with integrated safety belt, a well designed very ergonomic cabin, ABS brakes, SRS driver’s airbag and ECE-R29 crash safety compliance.

For the metro transport task the Hino FE Auto is an excellent vehicle and should significantly increase Hino’s penetration of the medium-truck sector.

“HINO FE AUTO IS AN EXCELLENT VEHICLE AND SHOULD INCREASE HINO’S PENETRATION OF THE MEDIUM-TRUCK SECTOR.” Available in short, medium, long and extra-long wheelbases ranging from 3750 to 5500mm the FE Auto is versatile and has plenty of market appeal.

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YoU

sCania

HaVe FUel, PoWer, reliaBilitY.

Matt WilliaMson Fleet Manager - MilkFloW

“Our R 730s are pulling 67-tonnes, at higher average speeds, using less fuel, and covering 300,000km a year.”

So contact your local branch or authorised dealer to find out how a Scania Total Transport Solution can work for your business.

Victoria Scania campbellfield Tel: (03) 9217 3300 Scania Dandenong Tel: (03) 9217 3600 Scania Laverton Tel: (03) 9369 8666

South auStraLia Scania Wingfield Tel: (08) 8406 0200 NeW South WaLeS Scania Prestons Tel: (02) 9825 7900

Scania Newcastle Tel: (02) 9825 7940 K&J trucks, coffs harbour Tel: (02) 6652 7218 NJ’s of Wagga Tel: (02) 6971 7214

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Scania richlands Tel: (07) 3712 8500

Scania Kewdale Tel: (08) 9360 8500

Scania Pinkenba Tel: (07) 3712 7900

Scania Bunbury Tel: (08) 9724 6200

New

SHOOTING FOR THE STARS LOOKING FOR A HEAVY DUTY WATER TANKER FOR YOUR MINING VENTURE? WELL ITALIAN SPECIALIST OFF ROAD TRUCK MANUFACTURER ASTRA MIGHT JUST HAVE THE UNIT FOR YOU WITH ITS IVECO BASED 8X8 AND S TECH EDITOR DAVID MEREDITH REPORTS THEY ARE NOW AVAILABLE HERE IN AUSTRALIA.

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M

ost European truck brands have an interesting story to tell about their origins, and when you start looking at some of the specialist brands that are on the fringe, so to speak, the stories become even more convoluted.

Not a lot of Australian truck operators have even heard of Astra, unless they had aged relatives who wandered accidently into Holden showrooms a few years ago. But the brand is undergoing a resurgence and looks set to stamp out a piece of territory in the heavy duty mining and construction market.

In some ways, Astra is an Italian version of TITAN Spezialfahrzeugbau GmbH, the specialist post-production manufacturer that partners with Mercedes-Benz to build the ultra heavy duty Actros SLT. A bit like an HSV or FPV truck, but a lot more serious.

It started in 1946 when Mario Bertuzzi, a young Italian engineer saw an opportunity in surplus war equipment and founded the company to refurbish ex-military vehicles

for civilian work use. His heavily modified Sherman and M47 tracked vehicles had been chasing goats instead of Italian separatists for five years before he recognized bigger opportunities and moved the operation from his isolated home town in Sardinia to a decent factory on the northern Italian mainland in Piacenza.

The company’s most significant point of difference is its ability to design, develop and build any quantity of specialist trucks from one-offs to hundreds if required.

There is a fair bit of competition in this sector, particularly as fleets try and keep one brand across the full range of applications, but the primary opposition is Scania and Mercedes-Benz, with MAN at the lighter weights. However, these global brands are heavily into forward projections and bulk ordering of components, so you’d probably need to order a large batch before the customisation at those factories would be worth your while. Apart from that, they tend to turn their noses up at small volume production runs.

The Astra business model means that if you want a water truck somewhere on a mining site in Australia, you go and see your local Iveco dealer, sit down with the specialist salesman, take out a clean sheet of paper and a pencil, and spec the truck with him from the ground up.

The Iveco dealer in WA is intending to push the Astra ethos pretty hard in the state, and have backed up their confidence with money. Michael Rutherford has two Astras in dealer stock in Perth and is rattling cages to get potential customers in the truck for some fully loaded driving experiences. He invited Sherman Engineering at Dalwallinu to show its talents, so it’s installed one of its 27,500-litre water tanks on the back of one of them.

With a 44.6-tonne GVM the Astra tanker outsizes the biggest of the current Japanese and European on-highway derivative trucks with water tank conversions, but is smaller than the pure off-road behemoths, usually converted from ore trucks. The combination results in the largest highway-legal unit

“A BIT LIKE AN HSV OR FPV TRUCK, BUT A LOT MORE SERIOUS.”

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1. The chassis and driveline of the Iveco based Astra will handle any load on board and just about anything you will throw at it 2. Traction control through the front and rear differentials, plus the central transfer case is handled by in-cab switches so the driver can lock up some or all of the driveline 3. The water tanker can cart 27500 litres making combination results in the largest highway-legal unit available, which is a key selling point 4. The single section chassis rails are 320x90x10mm high-elasticity steel with riveted cross members. Rail bending moment is 202.02 Nm.

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available, which is a key selling point for operators who need speed of dispatch rather than booking a low-loader to get between operational sites.

The Astra tanker has already spent a fair bit of time in the Goldfields, being assessed in real-world applications by some experienced operators, and is now being lined up for the scrutiny of Perth-based mining and construction people.

It’s obvious when climbing over the chassis that the Astra is built to be bullet-proof and will likely outlast several bodies. There has to be some pretty heavy-duty bits and pieces on board because the Astra weighs in at nearly 12-tonnes tare weight. The single section chassis rails are 320x90x10mm high-elasticity steel with riveted cross members. Rail bending moment is 202.02 Nm. The driveline components are well proven throughout the Iveco distribution network – in other words in most of the aggro truck destinations around the world.

A 13-litre Cursor engine is standard, from

480 to 560hp, and a range of gearboxes, from 16-speed manuals at various ratings to Allison automatics allows tailoring closely to task. The WA dealership decided on the ZF 16-speed AMT, as it includes an overdrive ratio in top gear, which should reduce fuel use a bit on those long transit legs compared to the direct-drive manual, which is limited to 90kmh. Makes things a bit quieter as well.

Traction control through the front and rear differentials, plus the central transfer case is handled by in-cab switches so the driver can lock up some or all of the driveline. Front tyres are 385/65 R22.5, with 315/80 R22.5 duals on the rear, and hub reduction axles are standard. A range of ZF PTOs rated from 430Nm to 2,000Nm for concrete pumps are also on the options list. Anticipating some aggressive downhill sections, the driveline includes a beefy transmission retarder.

Both the demo truck and the stock unit in WA are 480hp versions. Michael pointed out that they decided against the higher horsepower for better fuel efficiency and less

engine stress. Apart from that, the chassis and driveline will handle any load on board and the extra 80hp is unlikely to get you there any faster anyway. Off-road, the driveline engineering and gearing will cope with whatever terrain is thrown at it. So, 480hp it is.

When a truck is heading for territory where it will rarely see the city and suburban sprawl, these are the key specs that mean the difference between a contract that pays big dividends, and one that you wish you’d never seen.

Astra has the potential to help Iveco make a bigger impact in markets where its name is not on the usual buyer’s lists. Provided the ordering is done as carefully for customer units as it has been for the dealer inventory, it’s likely some Astras will be on the mining scene for many years after some of their more fancied competition has gone to the graveyard. Perhaps that’s why not a lot of science has been applied to exterior styling, which can only be generously described as functional.

“THE ASTRA IS BUILT TO BE BULLET-PROOF AND WILL LIKELY OUTLAST SEVERAL BODIES.”

With a 44.6-tonne GVM the Astra outsizes the biggest of the current Japanese and European on-highway derivative trucks

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It pays to buy a truck with both your head and your heart.

Left brain MAN

MAN offers a truck for both sides of you.

For your head. MAN is one of the most fuel efficient trucks on the Australian market. And as fuel is the single biggest expense in operating a long haul truck in Australia it makes perfect sense to buy one.

For your heart. Buying an MAN means you are about to become part of history.

Engineering the Future

Right brain MAN

In 1893 MAN, together with Rudolf Diesel, developed the world’s first diesel engine.

MAN trucks are market leaders in Europe with their contemporary styling, class leading technology and driver centric ergonomics.

To find out how your business can benefit from the evolutionary fuel efficient MAN, visit www.man.com.au

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Innovation

COOL RUNNINGS WE LIVE AND WORK ON ONE OF THE HARSHEST CONTINENTS ON EARTH AND OPERATING A TRUCK ACROSS THE WIDE SPECTRUM OF TEMPERATURE ZONES CAN BE A CHALLENGE ESPECIALLY FOR DRIVERS TRYING TO GET SOME UNINTERRUPTED REST IN THE SLEEPER CAB WITH THE ENGINE IDLING AWAY IN THE BACKGROUND. A NEW LITHIUM-BATTERY SYSTEM BREAKTHROUGH COULD CHANGE THE WAY TRUCKIES COOL THEIR SLEEPER CABS AND GREATLY IMPROVE FATIGUE MANAGEMENT, ALLAN WHITING REPORTS.

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Today’s truck cabs are often like a home away from home but it takes a lot of power to keep things cool and comfortble

T

here are several ways of keeping cool in a sleeper cab, from just opening the windows and hatches, to running a dieselpowered air-conditioning compressor. In between those extremes are fans, evaporative cooling systems and battery-powered airconditioning.

If it’s 45 degrees outside, no simple ventilation fan will do much of a cooling job. In very low-humidity conditions an evaporative cooler works reasonably well.

However, condensation can be an issue, building up on the windows and interior surfaces of the sleeper.

The US EPA estimates that in that country alone trucks idling to keep the air conditioning and heating running collectively use close to 4 billion litres of fuel each year or about 4000 litres of fuel per truck annually. That adds around 10 million tonnes of carbon dioxide to the atmosphere and generates more than 160,000 tonnes of nitrogen oxides (NOx) and around 4500 tonnes of particulate matter every year.

Clearly in Australia the fleet is much smaller and the fuel usage as well as the pollution consequences will not be as great but the

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US EPA estimates that in that country alone trucks idling to keep the air conditioning and heating running collectively use close to 4 billion litres of fuel each year

environmental damage not to mention the fuel costs still weight heavily. All this is enough to convince us that there has to be a better way of heating and cooling truck sleeper cabs.

Evaporative coolers work by pushing fanforced air through a wet medium, employing the cooling effect of water vaporisation.

In humid conditions an evaporative cooler doesn’t work very well at all, because the air is already moisture-saturated and little or no additional evaporation can occur.

In hot, humid conditions the only real solution is a compressor-type air-conditioner, similar to the one that’s factory-fitted to the truck cabin. A compressor-type airconditioner is similar to your household fridge or air-conditioner. Truck sleeper-cab compressor units can be battery powered or driven by a small diesel engine.

At present, the optimum solution is a dieselpowered air-conditioning system, because the electric compressor type needs a bank of deep-cycle, lead-acid batteries that are heavy and often difficult to mount.

However, the battery scene is undergoing big changes.

Lithium-ion batteries Everyone these days is familiar with the rechargeable lithium-ion battery that powers most mobile devices, from phones to power drills, so it seems strange that it’s taken so long for battery makers to produce a reliable, truck-compatible, deep-cycle lithium battery.

The principal issues that have delayed the lithium deep-cycle battery are safety improvements and development of a specific charging system. Well-publicised fires in aircraft using lithium-ion batteries had to be avoided.

Where the familiar rechargeable appliance lithium-ion battery is a lithium-cobalt type (LiCoO2) the automotive deep-cycle version uses lithium iron phosphate (LiFePO4) technology.

This LFP battery (Lithium FerroPhosphate) uses LiFePO4 as a cathode material, because it’s a more stable compound that resists breakdown much better than LiCoO2 if short-circuited or overheated. The LFP battery won’t catch fire in the way an LCoO type can and also offers longer life, a better power delivery rate and a constant discharge voltage.

The downside is heavier weight than an

LCoO, but the LFP battery still weighs only around one-third of an equivalent lead-acid battery.

Also, where a lead-acid, gel or AGM battery should not be discharged below around 70-percent of its amp-hour capacity, the LFP battery is said to be fine with discharge as low as 20 percent. That allows the LFP battery to deliver more than twice the power of a traditional battery, with only one-third of its weight.

On top of that, the LFP battery holds 12.8-12.5V, or 25.6-25V, until it reaches that 20-percent point, allowing the battery to deliver virtually full power until it’s discharged, whereas a traditional battery loses voltage progressively as it discharges.

But there’s more: charge cycle life is said to be four to 10 times that of a traditional battery and charging times are typically 1.5four hours.

The basic cell being used by Revolution Power Australia, one of the leaders in lithium-ion battery development, is 3.2V. Four of these make a 12.8V unit and eight make up a 25.6V unit. Both sizes have an integrated battery management control

powerboard and are packaged in a case that makes it look like any normal battery.

However, the LFP equivalent of a 120 amphour 12V AGM battery is a 60AH unit that weighs only 9kg – around 25kg less.

Put another way, an LFP battery of the same weight as an AGM can produce constant power for up to four times as long.

But, before you rush out to buy a lithium replacement for your deep-cycle battery, there’s a catch. To avoid damage to the LFP cells that could be caused by excessive charging voltages, temperature-based voltage compensation, equalisation or continuous trickle charging, it’s vital that the LFP battery is connected to a purpose-designed charger.

Your existing charger cannot be used with an LFP battery.

Redarc has been working with a number of companies, including Revolution Power Australia, in the development of a lithiumbattery charging system.

Redarc’s LFP chargers are specifically designed for the task of charging LFP auxiliary batteries, via normal alternator voltage, or through solar panels. The solar charger uses top-shelf maximum power point

“ALL THIS IS ENOUGH TO CONVINCE US THAT THERE HAS TO BE A BETTER WAY OF HEATING AND COOLING TRUCK SLEEPER CABS.” Australian drivers have to endure some of the hottest and harshest climates on the planet

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“EARLY RESULTS ARE POSITIVE, WITH ONE COMPANY’S TESTS SHOWING MORE THAN 60-PERCENT RUN TIME IMPROVEMENT FOR THE LITHIUM BATTERY” 3.

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tracking (MPPT) technology.

In addition, although Revolution Power Australia LFP batteries have inbuilt underand over-voltage protection the Revolution kit includes a Redarc Smart Start battery isolator with low-voltage disconnect function, to ensure that the LFP battery cannot drop below the critical 8V or 16V mark, below which the battery can suffer severe damage.

Sleeper-cab air-conditioning Revolution Power has several of its lithium batteries on test with suppliers of sleeper cab air-conditioning units. Early test results are positive, with one company’s test results showing more than 60-percent run time improvement for the lithium battery at a constant draw of 27 amps.

Tested charging time after discharge, using a 25-amp charger, was only 3.2 hours, compared with 14 hours for the AGM equivalent.

In a typical truck sleeper air-conditioning application one company projected that the power delivery required over a four-year period would involve the purchase of four AGM batteries, compared with only one lithium battery.

The higher price of a lithium battery would mean more initial cost, but around the same figure over a four-year period. Over that four-year period the lithium battery weighs much less, takes up less space on a truck and recharges in a quarter of the time.

At T&TT we’ll monitor the test situation with lithium sleeper-cab-aircon batteries and keep you posted. We’re also testing one on fridge duties in one of our staff utes.

1. Lithium batteries will ensure driver’s dreams are quiet as well as sweet!

2. Projections are that operators using Lithium batteries such as this to power truck air con and heating would only need to purchase one battery every four years compared with four AGM batteries in the same time.

3. Air conditioning is essential in temperatures that regular climb over 35 even at night

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Definition: Having the power and liberty, to decide on which option you seriously desire.

ISX Euro 5 SCR NOW AVAILABLE

Detroit DD15 EGR 4800FS & FS2, 4800FXB, 4800FXC, 4900FXC, 4900FXT & 5800SS Detroit DD13 EGR 4800FS & FS2, 4800FXC & 5800SS

Cummins ISX Euro 5 SCR* 4800FS2, 4800FXB 4900FXT, 4900FXC & 6900FXC

Cummins Signature EGR 4800FXB, 4800FXC, 4900FXC, 4900FXT & 6900FXC

Cummins ISL Euro 5 4700SB

Cummins ISX EGR 4800FS2, 4800FXB, 4800FXC, 4900FXC, 4900FXT & 6900FXC

The power is in your hands.

Getting a Star is all about choices, and we make sure there’s profitability in every one. That’s why you’ll find a selection of power plants like the Detroit Diesel® DD13 and DD15 EGR engines. If you’re a Cummins® fan, we have various models available, along with the

www.truckandbus.net.au recent addition of the ISX Euro 5 SCR engine. westernstar.com.au * Cummins ISX Euro 5 SCR is available in selected model combinations.

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Showtime

N I F F IL FT O

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E L L I V LOUIS D IC AT O R IN E G U H A N E E B S AY W H A S A LW O H S K C ND BAD AND U A R T D O A O IC G R E H T M O A B Y R T S U T H E M ID D E T R U C K IN Y F L A N A G A N R E P O R T S .

H T IN E M O C O T S G IN H OF T N AS BARR IO T P E C X E O N S A W ’S R T H IS Y E A

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W

hen the GFC hit the USA back in 2008 there was plenty of walking room and not many exhibitors, you could just feel that things weren’t right.

2015 in Louisville was a completely different story. Even on the slowest day there was standing room only, with wall to wall exhibitions and people literally elbow to elbow. The show was an indicator that the US truck industry is no longer in crawler gear but has shifted into the top half of the box and is accelerating hard.

In fact this year MATS broke previous attendance records with more than 81,000 attending the show and organisers reporting that exhibition space sold out in record time, with 1064 exhibitors filling more than 11 hectares of exhibit space.

The show was full of announcements and unveilings as manufacturers clamoured to climb aboard as the US industry gathers a head of steam. After years of tepid growth the good news and optimism was infectious.

Daimler Trucks North America CEO Martin Daum briefed media at a dinner during the show adding to the optimistic and up beat atmosphere. Daum underlined the optimism by revealing the company had registered 18 per cent growth in the first three months of 2015 compared to the same period last year DTNA is even more bullish on its forecast for the U.S. heavy duty market forecasting total market sales of better than a quarter of a million units this year, a 19 per cent increase on last year.

To keep pace with growing demand and massive order bank, Daimler North America has increased its production capacity by 16 per cent and added 2,300 production workers in the last half of 2014, which should increase truck production in the US by 27,000 units this year.

“There is absolutely no fear that those production slots will go empty. In fact, I have a feeling that it will not be enough,” said Daum.

Freightliner unveiled its low fuel

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consumption SuperTruck concept at MATS. The 5.1 km/ litre (12.2 mpg US) SuperTruck is the culmination of a fiveyear project partially funded by the U.S. Department of Energy.

T&TT will have a full feature on the US SuperTruck concept in our June/July issue 103 Daimler stated it intends to be the first truck manufacturer to announce certification for the U.S. EPA’s 2017 greenhouse gas regulation as a result of the technologies that were developed during the SuperTruck project which is the culmination of a five-year development process in conjunction with the U.S. Department of Energy and other leading industry manufacturers and suppliers.

SuperTruck boasts some impressive advances in heavy vehicle engineering boasting a 115 per cent boost in vehicle freight efficiency, compared to conventional prime movers currently being sold. Other advances include a 50.2 per cent increase in engine braking, a 54 per cent reduction in aerodynamic drag as well as that impressive fuel consumption figure of 5.1km per litre logged at 100km/h on a stretch of I-35 between San Antonio and Dallas in Texas.

In another indication of Daimler’s focus on fuel efficiency Daum cited the Detroit DT12 automated manual transmission, a main component of the company’s integrated powertrain package.

“DT12 has defied even DTNA’s expectation in the two years since it was introduced,” said Daum adding the combination of fuel efficiency, driver convenience, integration and safety as reasons for its strong customer acceptance in the US. “The integrated powertrain is pivotal in how you can engineer and build truck technology today and it is the heart and soul of our success in the market,” said Daum. “The sky is the limit with the DT12. It has changed the entire market and at such a rapid pace. Even in my

wildest dreams I wouldn’t have seen that.”

Daum flagged one note of caution that would ring true with Australian transport operators citing the need for improved road infrastructure as being critical for better truck fuel efficiency.

“We can have the best truck, but if infrastructure is not up to scratch, it’s not going to work.”

“One traffic jam can eradicate all the technology that we spent hundreds of millions of dollars to develop. If we don’t get our infrastructure right we can do as much as possible in research and technology but it will be blown out the tailpipe after 10 minutes in a traffic jam. It is the biggest thing the government can do to help, said Daum.”

At the other major Euro/US truck group, Volvo President Olof Persson, briefed the media on the company’s uture direction and strategy at a breakfast function during the show.

Volvo, which has invested $1.4 billion in North American manufacturing since 2002, reiterated its commitment to the market, even though those investments have gained only slight increases in market share for the Scandinavian in North America in that time span.

Persson told the media Volvo will throw its energy behind powertrain integration, which he says is the most efficient way to manage and maximize efficiencies.

Among the ways it plans to maximize efficiencies is through connectivity, which Persson says “Will deliver uptime breakthroughs. We are rapidly approaching a point where no truck will be off-line,” he adds.

“There is also an increased awareness and a desire for the technology that exists, or is already in development,” he says noting this will cause a dramatic shift from passive to active safety systems. “When it comes to traffic safety, the vision of the Volvo group is to have no accidents in Volvo trucks.”

1. Crowds were up and the feeling was buoyant at this year’s Mid-America Truck Show 2. Daimler North America CEO Martin Daum held court at MATS

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RE MO H IT W S RD CO RE CE AN ND TE AT US IO EV PR E OK “M AT S BR TH AN 81 ,0 00 AT TE ND IN G TH E SH OW ” Persson added and underlined the company’s pursuit of DME as a viable green fuel alternative for heavy trucks .

“We continue to believe DME shows tremendous promise as an option to diesel fuel with which we have already heavily experimented. “I think DME could really be a game-changer.”

DME or Dimethyl ether is a colorless, odorless, and tasteless compound that can be made from a variety of sustainable domestic sources, as well as from North America’s abundant supply of natural gas, an asset that Australia has a huge amount of as well.

DME mirrors the performance qualities and energy efficiency of diesel but burns clean without producing soot, meaning no diesel particulate filter is required. DME behaves similar to propane and is non-toxic, non-carcinogenic, which degrades rapidly in the atmosphere and is not a global warming agent., so it’s stored and transported at ambient temperatures in tanks similar to

those used in the propane industry.

Mack and Volvo had no really new product at MATS but both unveiled their own version of a load detection system to maximize efficiency. Volvo calls it Adaptive Loading System while Mack’s version is known as Mack Load Logic. Designed for applications that routinely haul heavy and return empty, Mack Load Logic and the Volvo system both integrate with 6×2 chassis using a lift-able pusher axle designed to monitor trailer weight and adjust the truck’s driveline configuration to boost fuel efficiency without impacting performance.

The systems integrate an advanced sensor in the rear suspension with the Mack mDRIVE and Volvo I Shift automated manual transmissions.

When a fully loaded trailer is detected, the transmission operates as a direct drive, locking out twelfth gear for increased performance and pulling power. When an empty trailer is detected, the transmission

switches to overdrive, enabling twelfth gear to lower cruise RPMs and maximize fuel efficiency.

During normal operation, control of the lift axle is automatic based on payload.

The system offers a manual control feature that enables a driver to raise or lower the suspension for easier landing gear retraction or trailer hook-up. To deliver optimal traction, the system’s suspension pressure and ride height are continuously monitored and adjusted to maintain a load bias toward the drive axle.

To further enhance fuel efficiency gains, customers selecting Adaptive Loading can choose one of Volvo’s XE – eXceptional Efficiency – powertrain packages, including XE Adaptive Gearing and XE Economy. XE powertrain packages improve fuel efficiency by lowering engine rpm at a given vehicle speed, a concept Volvo calls “downspeeding.”

While pragmatism, efficiency and practicality were the key words amongst the

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1. Freightliner unveiled its low fuel consumption SuperTruck concept at Louisville 2. Daimler’s focus on fuel efficiency is tied closely to the concept of an integrated powertrain package which is tied closely to components like the DetroitDT12 automated manual transmission 3. Oil giant Shell used the show to announce its alliance with the AirFlow Truck Company to develop a hyper-fuel-efficient Class 8 truck and trailer concept vehicle

the Bulldog 4. Mack’s Load Logic. was the big news item on by parent ed launch system same the on on stand, a variati Volvo and known there as Adaptive Load Logic leader 5. Peterbilt claims to be the industry’s natural gas and emphasised its advantages with CNG and LNG ADEPT 6. Cummins was pushing its SmartCoast ES and technology at MATS

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Euro truck brands, US giant Paccar played heavily to the emotional side of truck operations. Paccar brand Kenworth launched its ICON 900 a customised, limited edition, premium truck which is a highly stylised and modernised tribute to its classic W900L. “The ICON 900) is a true reward for the customers who want only the true driver experience,” says Kenworth general manager and Paccar vice president Preston Feight.

“If this truck doesn’t get you excited, you probably want to check your pulse and think about what industry you’re in,” he says The ICON 900 can be ordered in any color and comes standard with many chrome and stainless steel accessories. The Kenworth ICON 900 features a chrome hood badge only available on the Kenworth ICON 900.

Other distinguishing features include stainless steel fender guards, upgraded headlights, headlamp covers, under door panels and sleeper panels, grille closeout panel, plus

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large sun visor are just some of the items included in the exterior package. All of which is a stark contrast to the efficiency gains being offered by Daimler and Volvo.

It wasn’t all chrome and glitter at Paccar however, Peterbuilt underlined its commitment to alternative fuels introducing new medium-duty models powered by CNG or LNG. Peterbilt’s Model 337 and the Model 348 are now in production and can be configured as rigids or prime movers.

Both are powered by the Cummins Westport ISL-G. As well Peterbilt’s Model 579 and 567 trucks use LNG configurations with production scheduled for June. Both are powered by the Cummins-Westport ISX12 G. Peterbilt claims to be the industry’s natural gas leader with the largest market and broadest product lineup in the US. One wonders when LNG or CNG fuel will ever be embraced in Australia given our massive reserves of natural gas.

Navistar had no totally new hardware, instead using the show to highlight some of its software innovations including it OnCommandConnection remote diagnostics system which it announced it will now free and standard on all post 2007 International trucksNavistar’s senior vice president for global parts and custom service Michael Cancelliere told the press at MATS that 80 per cent of trucks on the road are not equipped with a telematics system, something he says Navistar sees as its “opportunity and obligation” to fix.

International also announced enhancements to its new International ProStar ES (or efficiency spec) and that will be the first truck maker to offer Bendix’ new Wingman Fusion active safety system which was unveiled at MATS. ProStar ES updates include availability of Cummins’ new ADEPT powertrain, which includes SmartTorque2 and SmartCoast.

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The ADEPT based on the Cummins ISX15 and uses a suite of advanced electronic features that allow the engine to interact with automated-manual transmissions. It also employs Cummins’ SmartCoast. ES also is available with Navistar’s proprietary N13 engine, coupled with Eaton’s new Fuller Advantage automated-manual transmission.

And speaking of Eaton, it used MATS to announce the expansion of the said Fuller Advantage Series transmissions In addition it announced its new Neutral Coast Mode to the Advantage Series and UltraShift Plus transmissions. Neutral Coast disengages the truck’s driveline and drops the engine speed to idle during certain downhill scenarios depending on a variety of factors, including vehicle weight, grade and vehicle speed, to improve fuel consumption up to one per cent.

However it wasn’t just traditional truck makers unveiling new vehicles at MATS. Oil

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giant Shell used the show to announce an unusual alliance for an oil company, signaling an agreement with the AirFlow Truck Company to develop a hyper-fuel-efficient Class 8 truck and trailer concept vehicle.

Shell announcement came during a press briefing at the Show.

The concept truck, dubbed the StarShip, is all about aerodynamics, with the critical factor being the move to rid the truck of the gap between the prime mover and trailer, a significant source of aerodynamic drag in current designs. The prime mover and trailer will be one integrated unit and its bonnet, side skirts and front end will be designed to optimize aero efficiency with some elements retracting at speeds under 60kph. However Shell and AirFlow won’t be relying on aero packages alone. The StarShip will also use advanced engine and drivetrain technology as well, with Shell offering technical consultation and of course developing

new low friction lubricants to further help operating efficiency.

AirFlow President Bob Sliwa said the companies plan to complete a cross-country fuel economy test with the truck and trailer within two years. In 2012 AirFlow also built the Bullet Truck, based on a Kenworth T2000 and on a coast-to-coast test averaged around 5.7 km/ litre (13.4 mpg US) hauling a 30 tonne (65000lb) GVW. One wonders what Shell’s fuel division would be wondering about a truck that virtually halves fuel consumption.

As a colleague said at the depths of the GFC, “ Don’t worry about America, they will comeback from this bigger and better than ever, it is a country with an enormous ability for optimism as well as reinvention and reinvigoration.” If MATS demonstrated anything this year it was just those points and we look forward to the US truck industry as it steers toward another boom period.

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Oil

THERE’S A FRACTION TOO MUCH FRICTION DIESEL ENGINE OIL TECHNOLOGY LIKE EVERYTHING ELSE IN THE AUTOMOTIVE REALM IS ADVANCING AT TREMENDOUS SPEED, WITH LUBRICANT COMPANIES SPENDING VAST AMOUNTS TO DEVELOP OILS TO MEET THE DEMANDS FOR ENGINES PRODUCING MORE POWER WITH MORE HEAT AND LOWER EMISSION ALLOWANCES.

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he competitive Australian market and the growing vehicle park has meant a plethora of oil producers and blenders have entered the market in recent times alongside the many well known and established oil producers who have been in the market for decades.

How does a fleet or maintenance manager choose the right oil to protect their truck’s engines What Does It Mean When My Diesel Engine Oil Goes Black?

by Peter Young The black colour in oil is from soot (unburnt carbon) produced when diesel is burnt in an engine.

The oil should go black as it disperses and suspends the soot. If not held in a finely dispersed form by the oil, the soot particles would stick together forming sludge that could block oil-ways. This is overcome by the dispersant additives in the oil. Additionally detergent additives prevent soot from building up on metal surfaces (like a non-stick coating on a fry pan).

One of the major concerns in modern engines is wear to bearings, cam lobes, followers and rockers from the abrasive effects of soot particles joining together. Hence engine manufacturers specify limits for soot in used oil and that the oil still has enough detergency to stop the soot sticking to metal components.

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Essentially the oil is doing its job. If an oil takes time to go black it is not performing as well as an oil that goes black quickly.

Modern low emission engines produce more soot than their predecessors. This is particularly so if fitted with Exhaust Gas Recirculation (EGR). It is job of the oil to hold that soot in a finely dispersed form.

API CJ-4 oil such as Top Dog Global Plus can safely hold 4per cent soot. In a 50 litre sump this is 2kg of soot! No wonder it will go black. It is not the black oil; it is the level of soot that causes the black oil that is important.

Castrol Vectron Delivers Superior Diesel Protection The pinnacle of Castrol’s heavy-duty diesel engine oils, Castrol Vecton is powered by Castrol’s most advanced science; System 5 Technology, a multi-benefit platform engineered to improve engine performance in 5 key areas - Fuel consumption, Oil consumption, Long Drain, Component Life and Power.

Whether it’s Castrol Vecton 15W-40 CJ-4/ E9 delivering a 20% improvement in engine performance* or the ability of Vecton Long Drain 15W-40 to maximise fleet efficiency through extending drain intervals**, proven performance is at the heart of the Castrol Vecton range. Innovation and proven performance can only be delivered through a sustained commitment to long-term research

and development, and Castrol’s Pangbourne Technology Centre in the UK is dedicated to just that…

Castrol’s Pangbourne Technology Centre is home to over 300 leading scientists and engineers, with the team conducting over 65,000 tests a year to develop and trial lubricants. With extensive development and testing facilities for commercial vehicles, Castrol has the perfect environment to by push the limits of engine oil technology.

Rigorous lab work is subject to stringent tests using methods specially designed for heavy duty diesel engines, with teams also working in partnership with leading manufacturers to co-engineer bespoke solutions for their commercial vehicles in markets around the world.

The outcome of such commitment Castrol Vecton with System 5 Technology is supremely engineered to adapt to changing conditions and maximise engine performance.

To find out how Castrol Vecton can benefit you, visit www.castrolvecton.com.au.

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LUCAS OIL PRODUCTS LAUNCHES DIESEL DEEP CLEAN Leading manufacturer of heavy duty and high performance oils, lubricants and additives, Lucas Oil Products has used the the recent bi-annual Australian Automotive Aftermarket Expo in Melbourne to launch a new Diesel Deep Clean.

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1. Lucas Diesel Deep Clean is a fuel additive designed for all diesel engine 2. Castrol’s extensive development and testing facilities for commercial vehicles, is the perfect environment to push the limits of engine oil technology.

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Diesel Deep Clean is a fuel additive designed for all diesel engines from passenger vehicles and 4x4s right through to light commercial and industrial use that cleans injectors and dissolves exhaust deposits.

The result is a uniform fuel flow, a cleaner, more efficient combustion, and reduced nitric oxide and nitrogen dioxide emissions.

Lucas Oil Products of Australia Managing Director Jeff Pahlke said Diesel Deep Clean has been developed to bring economic and environmental benefits.

“Lucas Oil has developed Diesel Deep Clean so drivers can get the most from their diesel powered vehicles and we’re excited to launch it in Australia,” Pahlke said.

“Diesel Deep Clean is formulated to reduce matter in diesel particulate filters and extend the life of diesel engines, as well as improving fuel consumption.

“More efficient combustion leads to better mileage, lower fuel bills and a reduction in maintenance costs.”

Diesel Deep Clean is available initially in a 473mL size, which treats up to 113.5L of fuel, with a 1.89L bottle, which treats 454L of fuel, to be launched mid-year.

Lucas Oil Products recommends using Diesel Deep Clean in line with service intervals and complimenting its benefits by using Lucas Oil Fuel Treatment with every

tank.

“Lucas Oil Products’ additives are a simple way for motorists and fleet operators to reduce emissions and fuel consumption,” Pahlke said.

Lucas Oil Products was founded in 1989 and is one of the fastest growing additive lines in the consumer automotive industry, with a premium range of oils, greases and problem solving additives.

The company boasts an unparalleled range for automotive, motorsport, heavy duty, industrial and marine applications.

Lucas Oil Products are available through Autobarn, Repco, Auto One, Supercheap Auto, Burson Auto Parts, and leading automotive, industrial, performance and trucking retailers.

Quality Pays Off: High-Performance ZF Oils Reduce Costs ZF Services has introduced a range of highperformance transmission oils, which meet the high requirements of complex modern systems.

Available locally through ZF Services Australia, the transmission oils form the cornerstone of a range of tailor-made service offerings for all ZF commercial vehicle customers.

Transmission oil plays an important role in the overall dynamics of modern commercial

vehicle, with premium lubrication leading to reliability and long service intervals, while also providing the driver with the maximum in shifting comfort.

ZF Services technical experts claim that there is a false economy around cheaper oils, which cannot compete in terms of wear against fully synthetic oil, which pays for itself in 12 to 18 months.

Clear advantages One of the leading advantages of ZF lubricants is that they are developed in unison with the transmission.

ZF-Ecofluid M, which is especially designed for commercial vehicles, increases the time required between oil changes, which is rated at once every three years.

This compares favourably with the standard 12 month service interval for mineral oils.

From a financial standpoint, extended service intervals minimises downtime, while efficiency gains throughout the vehicle’s drivetrain results in fuel consumption savings of up to one percent annually.

ZF Services offers ZF-Ecofluid A Life for the special requirements of line service, city, and intercity buses, as well as for special and rail vehicles.

For more information on the ZF Services Australia’s offering, visit www.zf.com/au.

“MORE EFFICIENT COMBUSTION LEADS TO BETTER MILEAGE” 1. Lucas Oil boasts an unparalleled range for automotive, motorsport, heavy duty, industrial and marine applications.

2. After years out of the Australian oil market French giant Total has returned with a range of truck lubricants

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ACCO-LADES

- AN OLD DOG GETS A NEW LEASE ON LIFE

HOLDEN LONG CROWED THAT IT WAS AUSTRALIA’S OWN CAR, AND IN 18 MONTHS IT WILL CEASE TO MAKE CARS LOCALLY. WE ALL KNOW THE HOLDEN SLOGAN GILDED THE LILY SOMEWHAT AND IN REALITY IT WAS THE PRODUCT OF A MULTI NATIONAL CONGLOMERATE THAT BROUGHT TOGETHER INFLUENCES FROM AROUND THE GM EMPIRE BUT AUSTRALIA DOES HAVE SOME INDIGENOUS VEHICLES AND ONE IS A TOUGH HARD WORKING KNOCK ABOUT FROM DANDENONG, THE VERY OCKER ACCO. T&TT TAKES A LOOK AT THE LATEST FACELIFT AND SOME OF THE HISTORY OF WHAT CAN BE TRULY CALLED AUSTRALIA’S OWN TRUCK. 046 www.truckandbus.net.au

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CCO was born in another century, in a far less complex world when electronic engine management was something written about in science fiction fantasy and OH&S was probably a Melbourne law firm. Gough Whitlam was Prime Minister, Australia had just withdrawn from the Vietnam War and man was still going to the moon. Way back then the Acco was made by a company called International Harvester at its Dandenong manufacturing plant. That plant is where ACCO is made today but these days the name on the outside is Iveco

not International Although the latest ACCO model range can trace its lineage to 1972, aside from the basic cabin shell and the famous ACCO nameplate, there is little more that links the latest models with their revered ancestors.

More than 4,000 design modifications and additions have been made to the ACCO over the years, ensuring the model has evolved through a process of natural selection Charles Darwin would be proud of.

Today’s ACCO is a far cry from early variants and is brimming with impressive equipment and high-tech components not

imagined decades ago and for applications not yet conceived.

What started life as a tough, no-nonsense, utilitarian workhorse designed primarily for use in the Australian defence forces, has over the years become much more sophisticated and user-friendly in civilian life, while not losing its ruggedness or robust reliability. Today it is the staple of waste removal, concrete agitators and tankers in Australia and despite a lot more competition in those sectors; the Acco is still the truck of choice.

Iveco will tell you that it fends off

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criticism of its looks saying that while some may snigger at its familiar cab shape, the designers got it right from the start.

Of course those cynics who criticize the lack of evolution in the cab design discount the benefits that come from such a longstanding design. This familiarity of design has benefits for bodybuilders and customers.

There’s unlikely to be a body-style that has never been mounted on an ACCO cab chassis, and for concrete agitators, waste compactors, tankers, hook lifts and other vocation-specific applications, few if any platforms are better.

Back in 1972 the ACCO was a very simple piece of kit. Initially it was only available as a 4x2, but these days the latest ACCO is now available in 4x2, 6x4 and 8x4 configuration, and it’s in a comparison between a 1972 ACCO-1830A 4x2 and the largest of the upgraded range, the ACCO 8x4, that the startling differences can be seen.

Designed and built at the Iveco Dandenong plant, approximately 85 percent

of the ACCO’S componentry is Australiansourced, while local content for all other locally-produced or assembled Iveco models range from a still impressive 55 to 65 per cent.

The new, upgraded ACCO is the culmination of the continuous evolution of this range over the years, its development driven by the specific requirements of customers in the Australian market.

Customers have been involved in every step of the evolution of the ACCO range, as well as bodybuilders who have contributed their technical and functional expertise in providing feedback to the Iveco product development team.

The latest upgrades are the result of a multimillion-dollar, two-year planning and research process with a particular focus on quality, which involved a team of more than 10 full-time engineers.

Iveco’s ACCO Product Manager, Joel Read reckons there are many things to like about the new ACCO range which have mostly come about as a result to closely

listening to their customers in developing the ACCO which will help it maintain its position as Australia’s favourite vocational truck.

“The development and testing phase was extremely thorough and we’re very confident that the latest range will take the ACCO’S performance to a new level in terms of functionality, reliability and safety.

“While Iveco engineers have introduced many new improvements in the latest release, certain aspects about the ACCO – qualities that have worked year after year – remain unchanged. The model’s low tare weight is the most competitive in the market and cabin entry and egress is completed with minimum effort required – an important consideration for the driver that’s in and out of the cabin all day.

“The ACCO cabin with its full-steel construction is one of the toughest available and is ECR29 certified. Bodybuilders are also infinitely familiar with the cab chassis leading to a more efficient and streamlined body build process.

“THE NEW, UPGRADED ACCO IS THE CULMINATION OF THE CONTINUOUS EVOLUTION OF THIS RANGE OVER THE YEARS” 1.

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Chief among the safety enhancements is the introduction of Electronic Stability Control (ESC) to the 5.1m wheelbase 8x4 Agitator variant. While ESC is planned for a model-wide rollout in the future, initial adoption on the agitator spec cab chassis was seen as a priority by Iveco given the high centre of gravity nature of Agitator work.

The ACCO ESC system incorporates a steering sensor on the steering wheel and a chassis-mounted YAW sensor, which combine to assist in keeping all wheels firmly planted on the road in an emergency turning or swerve situation.

In calibrating the ESC system, IVECO engineers in conjunction with leading commercial vehicle braking and control system providers, Knorr-Bremse, spent two months testing the set-up in controlled driving environments at DECA as well as at the Australian Automotive Research Centre.

The resultant system is well matched to Australian road conditions and for Agitator applications.

ABS brakes with Automatic Traction Control or (ASR) remains standard across the range.

One of the main advantages of the ACCO being fully manufactured locally is greater flexibility, offering buyers a high level of customisation.

The fully imported models marketed by competitors provide a limited choice, and anything that a buyer requires that extends beyond a handful of variations needs to be organised at additional cost with a local body builder.

In comparison, the ACCO can be modified on the production line to suit the truck’s intended application; bolt holes and other fastening points can be customised as can the positioning of auxiliary components such as fuel, Adblue and air tanks, exhaust systems and other similar items.

Iveco National Key Accounts Manager, Lloyd Reeman, said the ACCO had almost become the de facto platform for vocational markets such as agitator and concrete mixer work and refuse collection.

“The flexibility offered through local manufacturing has made the ACCO a favourite platform for body manufacturers to work with,” Lloyd Reeman reckons.

“Changes and customisation can be made to the cab chassis while on the production line and this results in improved efficiency in the body builders’ own workshops.

“We can be extremely responsive to our customers by building them a one-off design or hundreds of copies, while delivering competitive delivery times and remaining cost competitive.

“For customers, a more efficient build process means a more cost effective buying proposition and a faster build, so the truck is out working and earning money sooner,” he said.

From a service and maintenance perspective local production also has benefits including reduced downtime.

Most ACCO parts are produced and sourced locally so stock levels will always be strong, and parts turnaround faster than having to wait for deliveries from Asia,

1. The famous nameplate has endured mor than four decades and is set to continue for some time to come 2. Concrete agitators have been a staple for the ACCO and continue to be an important market sector for the Aussie icon 3. Looks only a mother would love!

4. The versatility of ACCO means it can range from 4x2 to 8x4 without fuss

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Europe or North America.

It’s a combination of these positive factors that will hold the ACCO’s local manufacturing presence in good stead for many years to come.

Iveco currently employs around 300 people within its Australian head office and manufacturing plant, with about 150 staff involved in the manufacturing process. A further 600 people are employed nationally across the CNH Industrial group.

As well as these direct jobs, Iveco has strong links to a broader nationwide supply chain of over 200 businesses, resulting in employment for hundreds more Australian manufacturing workers.

Unlike many other competing models, the ACCO is also specifically-designed for Australian conditions and our unique market requirements. There are 40 engineers heavily involved in local research and development work to ensure that the ACCO is fit-for-task.

These are the sort of benefits that are not readily quantifiable, the intellectual property and knowledge bank, the engineering expertise and training opportunities that come from having engineers working to develop new automotive product. Long may products like the ACCO be built and developed in Australia. We may have lost our car industry but we still have a home grown and developed truck.

More than 78,000 ACCOs have been produced at the Dandenong factory since the first model was released commercially an amazing record that we should be very proud of as a nation.

“For buyers, the fact that we manufacture in Australia provides fast vehicle delivery times; local production also allows a greater opportunity to customise down the assembly line and reduces the need for body builders to modify the cab chassis for body fitment.

This reduces overall costs to customers,” said Joel Reed.

“From a parts and maintenance perspective, the wide use of common componentry ensures that replacements items can be easily sourced no matter how remote the location. The remaining ACCO parts (85 per cent) are sourced locally, which also helps to minimise downtime,” he added.

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THE LOWDOWN ON THE LATEST ACCO Power and torque for the latest range remains unchanged and comes courtesy of the 8.9 litre, turbocharged 6-cylinder Euro5 engine which employs SCR technology and is available in three power ratings.

The engine range starts with a 280hp (209kW) @ 2,100rpm and 778lb ft.

(1,055Nm) @ 1,300rpm power plant; customers needing additional power can opt for a 320hp (239kW) @ 2,100rpm and 996lb ft. (1,350Nm) @1,300rpm option, while the top of the range engine provides 340hp (254kW) @ 2,100rpm and 1105lb ft.

(1,500Nm) @ 1,300rpm.

Despite the unchanged output figures, the latest engine range features revised calibration that eliminates the occasional ‘idle hunting’ that affected some earlier vehicles following the introduction of the Euro 5 engines.

An additional change to the engine is the elimination of the idle timer which has reduced ECU programming complexity without any negative impact to engine performance and longevity.

And engines now sit on higher quality Stemco front and rear mounts designed to be longer-lasting in demanding Australian conditions.

Feeding power to the wheels is a revised 6-speed Allison Gen 5 full automatic transmission which provides easier integration and calibration with the engine and chassis.

The transmission package also benefits from an improved cooler fan and speed controller for greater reliability.

The latest ACCO continues to use Meritor axles and now features Meritor FG941 and FG943 front axles to standardise common Meritor parts both front and rear.

On the suspension front there is a selection of Hendrickson systems on offer including a new Haulmaax HMX460 rubber block rear suspension which provides several benefits to operators.

The HMX460 is 45kg lighter than the previous suspension while being rated 6,000lb higher at 46,000lb.

The suspension is designed to reduce load transfer during braking and delivers outstanding mobility and traction with a stunning 17” of articulation, while walking

beam construction distributes the load equally between axles to improve stability, handling and traction.

Further benefits include reduced maintenance from fewer bushings per axle, no lubrication requirements and improved serviceability.

THE CABIN The exterior cabin treatment of the new ACCO has had one of the biggest makeovers in the history of the truck. Iveco has incorporated the front flap section from its Stralis and a revised bumper as used on IVECO’s heavy duty off-road truck range, Trakker. They have also included new side deflectors, Stralis headlights and bumperencased indicators. Aesthetics aside, the cabin revisions also deliver improvements in functionality.

The new steel bumper is a three-piece design with each part available for purchase separately. While it’s a strongly constructed unit, the demanding applications the ACCO is involved in means that at some point a scrape or nudge on a front corner is almost inevitable, but replacement is now more cost-effective.

In keeping with the Iveco built-to-last design philosophy, the bumper’s integrated headlights are protected by steel mesh while incorporating a swing-out design for easy maintenance. A mesh treatment also extends to the grille.

At the base of the bumper, to help protect the underbody – particularly off-road – is a stone shield which uses a thicker grade steel than the previous unit for increased reliability.

A number of colour options are available for bumpers ensuring an easier match to customer fleet livery.

Elsewhere, the side indicator has been relocated to the door mounted flush from its previous protruding position and is now LED, while external mirror mounts have been revised for improved adjustment and longevity.

On the inside all ACCO models now feature a new steering wheel design borrowed from the Eurocargo which incorporates the steering wheel, stalk control and trim panels.

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LCV

SPLASH OF THE TRITONS MITSUBISHI’S LONG ANTICIPATED NEW MODEL TRITON HAS SPLASHED DOWN IN AUSTRALIA AND BOTH ALLAN WHITING AND JON THOMSON WERE ABLE TO TAKE THE NEW UTE FOR A SPIN AT THE NATIONAL MEDIA LAUNCH AND CAME AWAY IMPRESSED WITH THE NEW OFFERING FROM THE THREE DIAMONDS

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uch needed torque increase, a stronger auto box, more comfortable driving position and subtle styling changes make the 2015 Triton more appealing, Mitsubishi invited T&TT to a preview of the 2015 Triton in March and then back to the national media launch on Fraser Island in late April, We’d like to say that the entire program impressed us in that it showed the Triton in a very good light and was a very honest test of the new Ute, The presentation and drive program left favourable early impressions of the new Triton.

The Triton line up is extensive and includes short-cab, extra-cab and crew-cab models.

With a choice of manual and auto, 2WD and 4WD and the new diesel engine in most versions with a petrol variant on one model.

The Australian ute market continues to grow at a rapid rate, as newer designs with turbo-intercooled, common-rail-injected diesels bury the old image of the ute as a necessary, but sluggish beast.

As car-like performance was delivered, ute makers have had to come up with car-like features to match.

The current-shape Triton was launched in 2006, with 3.2-litre four-cylinder diesel or 3.5-litre V6 petrol power. The petrol option was deleted in 2010 and, in a somewhat out of step move, Mitsubishi downgraded diesel engine capacity, power and torque.

The 2010-2014 Triton’s 2.5-litre diesel engine was horrible, lacking torque and response. It replaced the initial 3.2-litre diesel engine that was shared with the Pajero and no one could work out why Mitsubishi did it.

In all our testing the larger engine had much better performance and fuel economy.

The unloved 2.5-litre has been replaced from 2015 by a new, aluminium block-and-head 2.4-litre four. Before you jump to another downsizing conclusion, take note that it’s an up to date design, with a variable geometry turbocharger and more refined fuel system.

Claimed fuel economy improvement is a whopping 20-percent.

Comparative torque curves show that the new engine has more torque than the old 2.5 throughout the range and has heaps more at low engine revolutions.

The engine mates to a new six-speed manual or five-speed auto and there’s no engine torque limitation on the auto, as there was with the previous four-speed transmission.

A new transfer case low-range ratio of 2.56:1 has been adopted.

The new engine is some 30kg lighter, contributing to less front axle tare weight – important when it comes to fitting a bar and winch.

The chassis is retained, but has been strengthened at key points. The spring hangers are new, spaced 50mm further forward at the front and 70mm at the rear, to accommodate 120mm-longer leaf springs.

The 2015 Triton has an evolutionary, rather than revolutionary, body design.

Overall shape is preserved, but the cab is moved slightly forward on the chassis and the familiar sloped C-pillar on crew-cabs remains, but is less curved than before. Ridged highlights grace front and rear mudguards, giving the Triton a sharper appearance.

On and off road The interior space is slightly enhanced and rear seat legroom in crew-cabs is still classleading, Mitsubishi claims. Fit and finish is excellent and quite car-like.

By far the biggest improvement is to the front seats. We’ve complained for years about the lack of padding and thigh support in Triton seats and at last Mitsubishi has listened. We drove and passengered on- and off-road all day and felt quite comfortable.

The steering column on the evaluation vehicles tilted and telescoped, so getting foot and arm ergonomics worked out was easy.

Damping is another real strength and the Mitsubishi engineers have done a great job at giving a ute like this a compliant yet firm and controlled ride, qualities that are often missing from Japanese pick ups.

Matched to a new Aisin five-speed auto in the test vehicle the new engine was a delight to operate.

Accelerator response was instant and lagfree, while great shift quality from the box ensured that the donk kept operating in its optimum band. The engine felt completely unfussed at all times, so economy should be good.

Mitsubishi has upgraded the front and rear Triton suspensions. I liked the stiffer front end feel and the steering was more precise than before. Longer leaves at the back end have improved ride quality and road surface compliance, but the dampers still felt a tad underdone on corrugated surfaces.

“OVERALL THE NEW TRITON IS AN IMPRESSIVE BIT OF KIT” The 2015 Triton’s off-road behaviour was significantly better than its predecessor’s, thanks to improved torque, deeper-reduction low-range gearing and more complaint rear suspension.

The new 2WD-4WD-4Low dial-control worked easily, as did the rear-axle diff-lock switch.

Engine braking in this automatictransmission vehicle was surprisingly good.

Another area Mitsubishi emphasised during the launch was that it is not interested in engaging in the almost ludicrous towing capacity and horsepower/torque wars that have been raging between some of their competitors. The Mitsi engineers emphasised that many of these figures neglect the reality of GCM limits and while the Triton boasts a tow capacity of 3100kg, 400kg shy of some competitors capacities, the reality is that with GCM limits those competitors would struggle to have more than a few hundred kgs of cargo and passengers onboard when towing at the limit.

The Triton’s lower stated capacity fits the majority of towing needs in Australia and means you won’t have to leave the wife and kids behind when towing at capacity.

Pricing starts from $24,490 for the GLX 4×2 single-cab chassis manual and range up to $47,490 for the range topping Exceed 4×4 dual-cab pick-up auto. Mitsubishi will continue to sell the old Triton in run out until around June when it believes stocks of the previous model will run out. The run out has boosted triton sales numbers significantly over the past few months so the company must have had a lot to get rid of.

Overall the new Triton is an impressive bit of kit and we’ll have full tests of the new Triton models in coming issues .

www.truckandbus.net.au 053

LCV

UTILITARIAN THE COMMODORE UTE IS AUSTRALIA’S MOST POPULAR LOCALLY MADE WORKHORSE AND LATE LAST YEAR IT WAS UPDATED FOR POSSIBLY THE LAST TIMES EVER. JON THOMSON TAKES ONE FOR A DRIVE

O

ne has to ask the question is the 2015 Holden SS V Ute a final bon voyage to loyal Holden Ute fans? If so what’ is it like and how does it shape up in an era when most workhorses are more like behemoths and are powered with diesel not petrol?

The big black allow wheels, low profile tyres and massive Brembo brakes are a bit of a giveaway that the Holden SSV ute is more at home on tarmac than on any rough dirt roads. How the ute has changed in the past three decades. Once upon a time a Holden ute ‘s natural environment was on this nation’s extensive network of dirt tracks, these days it is more a cross between a sports car and a

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faux workhorse. That’s is not say it wouldn’t be a desirable workhorse for many a tradie or country bloke, its just that caution would be needed on the dirt these days lest the alloys be dented or the paintwork chipped.

The updated VF had a big under skin make over with the highlights including a recalibrated electric steering system, as well as new colour options.

All Redline automatic models now come with paddle shift and a range of black trimming updates for the exterior including 19-inch alloy wheels and black grilles at the front. Under the bonnet is virtually untouched leaving the 6.0-litre V8 at 260kW (270kW in the manual).

The Ute version will set you back $48,990 for the manual, and $51,190 for the six-speed auto (as tested).

The SS V Ute doesn’t have a lot of cabin space, it is comfortable and a bit cosy but overall it is a lovely driving environment The seats are capable of sliding right back to the rear bulkhead and offer height adjustment, which means headroom is aplenty just like the Commodore sedan.

Storage space is good, with a big console box in the middle, two-cup holders, and a little spot for your phone in front of the gear selector.

There’s also some space behind the seats with net pockets attached to the wall. Even if you’re tall and have the seat all the way back, there is

SPORTS CAR room left on the floor for a gym bag or helmet.

The SSV Ute comes packed with equipment and nifty safety features. Such as automatic parking, a rear-view camera, blind-spot monitoring, and a great head-up display system. Almost all of the on-board entertainment and major functions are then controlled via the MyLink touch-screen interface.

The MyLink system incorporates clever music apps, Pandora and Stitcher, and offers satellite navigation along with a multi-format six-speaker stereo. It’s not the best interface on the market but it is pretty good considering this is a workhorse. Some of the menus take repeated steps and take you down one-way

streets, metaphorically, and the sat-nav maps are a little clunky.

In the end this is a ute and the workspace at the back is pretty important and there you have a tray measuring 1900mm long by1200mm wide and 500mm deep. You can load up to 650kg or 665kg in the manual, \ The Ute handles brilliantly with the sports suspension delivering the right amount of damping to soak up bumps with good body and roll control. Steering is brilliant with the recalibration of the electric power set up.

It is very composed and controlled, far exceeding the limits of its rival from Ford.

Some may complain that the engine is down on power compared with the previous model

The Last Post! Holden’s possibly last ever Commodore range with the SSV Ute in centre stage

but with 260kW on tap, it has still got enough grunt to get you into trouble. It is smooth swift and fuel economy has improved thanks to the ‘AFM’ cylinder-deactivation technology, which saps 10kW but that is not as noticeable as the cost of fuel when you pull up at the servo.

With a 0-100km/h of 5.6 seconds it is more than powerful enough. / The paddle shift is a great touch and makes the drive all the more enjoyable Overall this is a great machine with great handling, terrific performance reasonable economy and it is a workhorse that will happily be used at a track day one day and as a workhorse the next.

MONEY MATTERS PAUL CLITHEROE BEWARE OF CREDIT CARD DEBT

T

he tinsel may be packed away but four out of ten Australians are still feeling the pain of holiday season spending.

February is typically one of the most expensive months for credit card holders, as card balances hit their annual peaks following the summer holiday season. A recent survey by comparison site Mozo confirms that 36% of Australians continue to face an inflated credit card balance, or lower personal savings, as a result of their festive season generosity.

The average credit card debt currently stands at $4,697 per Australian cardholder, meaning many people are having their personal budgets weighed down by monthly card repayments. And itís no secret that while home loan interest rates are very low, the rates charged on most credit cards remain persistently high.

using, and more importantly, it removes the temptation to load up the newly cleared card with fresh purchases.

Follow up these steps by aiming to keep your card debt under control. A simple strategy is to leave your credit card at home when heading out to the shops. Stick to using a debit card or the cash in your wallet ñ it makes it much harder to overspend. Or ask your card issuer to reduce the credit limit on your card and set it aside so that the card is reserved exclusively for emergencies.

Successfully building wealth comes down to two simple steps - spend less than you earn and keep a lid on personal debt. People often assume you need to earn a supersized income to achieve wealth but that’s not always the case.

If you’re not convinced, just take a look at the world of show biz for well-publicised examples of celebrities who have failed to

monthly savings of $770.

Among the remaining households, 44% are breaking even, spending what they earn each month. But worryingly, about one in ten households say they are spending more than they earn each month. The only way this can be done is by dipping into personal savings or taking on additional debt, and among these households the average overspend is $480 per month. At that rate it is easy to see how overspending can quickly lead to out of control debt.

I realise that saving can be hard if you’re on a lean income with little fat to trim from the household budget in the first place. But if you are struggling to set aside money for savings, try keeping a spending diary for a month or so. The governmentís free TrackMySPEND app is very handy here, or just keep a handwritten record of spending. Either way, seeing exactly where your money goes can be

The average credit card debt currently stands at $4,697 per Australian cardholder That makes it important to get serious about tackling credit card debt.

If your budget allows it, paying a bit extra into your card each month will help clear the debt sooner. If you have a variable rate home loan, the savings delivered by the recent rate cuts could be a source of extra cash for additional card repayments.

Another option is to take advantage of a balance transfer offer. According to Mozo, there are around 100 zero per cent balance transfer deals on the market right now and many are very competitive. These can offer a window of opportunity to get ahead with card debt, though be sure to read the fine print. Check the rate you will pay on any new purchases as well as the ërevertí rate that applies to any remaining balance transferred once the low rate period expires.

If you opt for a balance transfer or personal loan, be sure to ditch the old card by letting the card issuer know you want to cancel that card. This means you wonít pay annual fees on a card youíre no longer

build financial security despite mammoth incomes. Singers Michael Jackson and Whitney Houston for instance were both said to be heavily in debt at the end. Film maker Walt Disney experienced bankruptcy several times during his lifetime. Sammy Davis Junior and Judy Garland both died deep in hock despite hugely successful careers.

Yet at the other end of the scale, I recently read about an elderly American man - a former petrol station worker, who accumulated investments worth around $US6 million by the time he passed away aged in his 90s in 2014.

These sorts of extremes highlight the role that sensible money management plays in personal wealth creation.

That’s why I was intrigued by a recent banking industry report that found one in two (47%) Australian households are managing to grow savings each month by spending less than they earn. In fact, it turns out these savers are managing to tuck away some pretty impressive sums of cash, with average

a real eye opener, and itís a sure fire way to work out where you can cut back without too much pain.

Once you have worked out what you can afford to save on a regular basis, the next step is deciding the best way to use the money. In today’s low rate environment you could be better off using savings to pay down debt, especially high interest credit card debt, than holding the money in a separate savings account.

For more hints and tips on how to find a bit of extra cash for savings and growing wealth, check out the governmentís MoneySmart website, or take a look at my book Making Money.

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 www. paulsmoney.com.au for more information.

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