Transport &Trucking Today 97

WEB SERVER WIRELESS GSM

ISUZU TELEMATICS. INTR THE

CONNECTED

25 years leadership according to T-Mark industry statistics. F•S•A/ISZ9293

NO LONGER IS YOUR TRUCK ALONE ON THE ROAD. FOR A START, WE’RE THERE ALONGSIDE YOU, SHARING YOUR LOAD. AND NOW, WITH ISUZU TELEMATICS, BOTH YOU AND YOUR TRUCK ARE INTERCONNECTED WITH YOUR FULL SUPPORT TEAM, FROM THE

SATELLITE

DISPATCHER TO THE FLEET MANAGER. This telematic link electronically and continuously shares countless data on virtually everything the truck and the driver do. From its brakes to your breaks, assisting you to become an all round better driver.

Isuzu Telematics comes in two levels; ‘Isuzu Connect’, or the works, ‘Isuzu Connect Plus’, and can be readily retro-fitted. Now what else does this connection offer?

Imagine if your service or workshop manager was able to maintain your vehicles based on live fuel consumption and engine use data.

You would never overuse your trucks between services and run the added risk of damaging components.

Imagine if your dispatcher had a live audit trail with automatic notifications of arrivals and departures, complete with route adherence. Every minute of your drivers’ day could be optimised for maximum efficiency.

And imagine if the fleet manager could assign a realistic cost/km to every truck, based on fuel use, ‘wear and tear’ loads based on driver styles and other factors. You would have an immediate advantage over your competitors.

With Isuzu Telematics, this is now a reality. Our Isuzu Connect Plus upgrade adds even more features, including a continual stream of firmware upgrades and enhancements to keep you ahead of the pack.

In this day and age, there is no more room for guesswork.

ODUCING

TRUCK.

Stay connected with Isuzu Telematics. Visit isuzu.com.au

CONTENTS CONTACT DETAILS PO Box 3294 Erina, NSW 2250 www.truckandbus.net.au Enquiries Tel: 0411 099 091 Follow us on Twitter #truckandbusnews Managing Editor/Publisher Geoff Paradise gparadise@truckandbus.net.au Features & Technical Editor David Meredith dvm@bigpond.com.au Art Director Luke Melbourne www.groeningdesigns.com.au Advertising Sales Enquiries/Bookings: 0411 099 091 advertising@truckandbus.net.au

FOR ROAD TRANSPORT & COMMERCIAL VEHICLE PROFESSIONALS

& TRUCKING TODAY

12

FEATURES

12 18 24 28 35

FIRE AND PAIN

40 46 50

DOG DAY AFTERNOON

Safety has always been a big issue in road transport

HINO’S HOT ROD

If you are looking for more power and torque from a Hino 300

THE MAN

We caught up with MAN boss, Anders Neilsen

‘S’ FOR SPECIALITY

50

Cat Trucks are finding the right groove with the CT630S

DAILY DUTY

Looking for a heavy duty van that can carry plenty?

Iveco’s new Daily is coming

Scania identifies an overlooked sector of their business

POWER UP

Lights on but but nobody home? Not if Isuzu can help it

DUTCH TREAT

Kenworth integrates the MX13 engine into its T-series range

Editorial Contributors Jim Gibson, Mark Bean Fabian Cotter Transport & Trucking Today is published under licence by the Truck Power Media Group Pty Ltd and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia.

All material contained herein including text, photography, design elements and format are copyright and cannot be reproduced by any means without the written permission of the publisher. Truck Power Media Group is a member of the Copyright Agency Limited (1800 066 844).

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

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

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Single copy price $6.60 incl. GST

DEPARTMENTS

04

BACK TRACKS

Musings from the big fellow

06

HIGHWAY 1

News and info from all over

56 MONEY

Money guru Paul Clitheroe

Fuso is giving you more, thanks to: • Over 40 years in Australia • A comprehensive range of quality products supported by a national dealer network • Best service intervals of any Japanese truck • Sat-Nav multimedia unit with Bluetooth® and 3 years map updates as standard • Roadside Assistance Support Hotline (for new and existing customers) • With Fuso Financial Fast Track Finance we make buying your new truck easy^

EVERYTHING YOU NEED TO GET THE JOB DONE AT A GREAT PRICE.

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^

BACK TRACKS GEOFF PARADISE “I witnessed an exercise where a passenger car had collided with a truck and tanker”

T

ruck safety is never far from the headlines. Almost daily we read about incidents involving heavy vehicles and/or buses. For the most part the stories in the daily newspapers focus on the event rather than the circumstances or the ultimate outcome. After all, who wants to know the judicial or coronial outcome of an event that occurred months, or even years ago.

The vision or image of an upturned truck, or one that has speared off the road or most tragically, collided with a passenger vehicle makes for instant gratification for the news or picture editor. A truck that has crashed, collided with a car and turned into a fireball is gold – at least for the news outlets.

I see no point in raking over the tragic event at Mona Vale in 2013 involving a fuel tanker and a passenger car, other than to say while it carried the name of the former fleet owner, Ian Cootes, that gentleman is as far removed from the company that now owns that fleet as you I am, and has been for many years.

This point was not mentioned in the reporting of the tragedy and rarely, if at all, in the subsequent stories surrounding that event, other than when friend and colleague, Steve Brooks, was interviewed by the ABC’s 4 Corners program earlier this year. Brooks, a close friend of Cootes, made a point of the fact Cootes is not part

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of the company.

One would like to think that as a result of that incident and others since, changes are occurring in road transport, but it’s an ever-evolving process and requires up to date equipment, skilled drivers and regular training.

In a break from tradition our lead story this issue is not a new truck but a feature on the tremendous work done by the Queensland Fire & Rescue service and in particular how they respond to emergencies on the road or, in the case of our demonstration, at a petrol station.

The images are stunning. A near enough to a real world scenario taking place at their training facility at the Port of Brisbane. The QFR train people from all over the world at this facility in varying degrees of courses.

They are widely acclaimed for what they offer.

Also within this facility, although far removed from the ‘Hollywood’ type sets where the fire training takes place, is Caltex Australia’s own training facility complete with a mock shopping centre, main street, intersection and traffic lights.

It is here that Caltex train the company drivers from around Australia on how to respond to emergencies involving their truck and tanker(s).

I witnessed an exercise where a passenger car had collided with a truck and tanker

and what is expected of the tanker driver in that situation – you can read about it starting on page 12 – but to say I was impressed with what I witnessed would be an understatement.

The procedure to secure the site and to care for the ‘victim’ – in this case a driver of a small passenger car - was carried out quickly and effectively which gave emergency services a head start when they would eventually arrive on the scene. That is not to imply such services would be late but circumstances, location and availability can all affect arrival time to a crash scene.

Caltex should be acknowledged for this training program, which has been in play for a number of years. If I could see one gaping hole it seems to be only for company drivers and when you consider oil companies use the services of haulage companies for much of the supply of fuel I would like to know if those contractors, and I refer to the companies, not the individual drivers, undertake such safety training for their employees?

If not, such training course should be mandatory, not just for tanker drivers, but for all HC/MC drivers as part of gaining a license. It’s only a day, maybe two, and no worse than doing a forklift driver’s course.

The knowledge and skills one would learn far and away outweighs the cost and time spent.

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Visit hino.com.au to learn more about Australia’s most powerful light duty truck.

highway 1 ALL THE LATEST NE

WS AND VIEWS FROM

HIGH HORSEPOWER SCANIA /

ACROSS THE GLOBE

TNT EXPANDS IN QLD / FREI GHTLINER GOES RACING / LEASE A

CAT

1460HP SCANIA! This Scania has more tricks than a circus pony

THOSE SWEDES, THEY know how to build a show truck. The Chimera is the latest creation from Swedish custom builder Svempa Bergendahl.

A true eye-catcher, the vehicle is packed with power thanks to a Scania V8 engine that initially delivers 1,460 hp and allows it to accelerate from 0–100 km/h in 4.6 to 5 seconds. Plans are in place to boost this to more than 2,000 hp.

The vehicle is Svempa’s fourth show truck and, like its predecessors,

it’s expected to generate a legion of followers around the world.

The team at Svempa started sketching the truck about five years ago. It underwent numerous design alterations ahead of the finished product being ready and raring to go aside from some additional engine adjustments.

“Previously, we’ve had an eye towards a slightly retro appearance but have now gone all-in for a truck that is decidedly contemporary in all aspects,”

said designer Jan Richter.

“It also has more of a racing expression with attitude. Yet, we’ve continued to carefully adhere to the signature Scania design language, albeit taking that quite a few steps further.”

The vehicle is named after the Chimera, which according to mythology was a monstrous fire-breathing threeheaded hybrid of a lion, a drake and goat with a snake as a tail. It associates with the even mightier Scania Griffin.

SCANIA CHIMERA SPECS Engine: Scania V8 16.4 L. 1,000 cu. in.

Output: 1,460 hp to be augmented to 2,190 hp Stainless steel exhaust header system with six Holset turbos Allison modified six-speed transmission Coachwork by Laxå Special Vehicles using modified P-cab with R-cab components Weight: 4,780 kg Chassis: Tubular stainless steel frame with independent A-link front suspension, dual shock absorbers per side

006 www.truckandbus.net.au

THE BIGGEST THING EVER PUT BEHIND A MACK: OUR PEOPLE.

Mack Trucks dealers like Iain Allison deliver service excellence to all our customers, right across Australia.

They have direct access to the massive resource of our American headquarters.

So like our trucks, they can move mountains.

Find more about our dealer network at macktrucks.com.au/bornready

highway 1 ALL THE LATEST NEW S AND VIEWS FROM

HIGH HORSEPOWER SCAN

IA / TNT EXPANDS IN QLD

ACROSS THE GLOBE

/ FREIGHTLINER GOES RA CING / LEASE A CAT

FAST FREIGHTLINER Freightliner enters the big time with V8 Supercars AS PART OF a new truck supply partnership in 2014, Freightliner has supplied two Argosy prime movers to Brad Jones Racing.

And accordingly, the team sported new livery at a recent round of the series.

Team principal Kim Jones has welcomed the Freightliner partnership for the remainder of 2014.

“It’s great to have such an iconic international company support our team” Jones said.

“Freightliner’s partnership with Brad Jones Racing is new to 2014 but already we have received strong engagement from our dealer network and customers,” said Rod West, Freightliner Trucks senior manager.

Photos: Gavin Blue

NEW REGIONAL HQ FOR TNT TNT EXPRESS HAS announced it will construct a new regional headquarters and distribution centre at Redbank in the Ipswich Council area.

The $85m investment is expected to bring more than 300 full-time jobs once complete and TNT Express looks forward to actively recruiting employees from the local area.

Construction of the new facility is

008 www.truckandbus.net.au

planned to begin in July 2014 with completion expected to be in June 2015.

The new depot’s state-of-the-art parcel sorting technology will process 15,000 parcels per hour, up from the current Salisbury facility’s capacity of 3,000 per hour, while achieving a 20 per cent improvement in CO2 emissions.

The 78,000m2 site includes 26,000m2 of warehouse space to allow for future

growth – a significant increase on the current Salisbury depot’s 15,000m2 of warehousing on 62,000m2 of land.

TNT Express Queensland Regional Director Peter Gutsche said the new centre was a significant investment in the region aimed at meeting the growing needs of its south-east Queensland customers with distribution requirements throughout Australia and across the

world.

“The new depot is part of TNT Express’ broader investment in its operations around Australia, including the creation of new ‘super hubs’ in Sydney and Melbourne, also due for completion during 2015 and complementing those in other locations which have been upgraded in recent years,” Mr Gutsche said.

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

QueeNSLaND

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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

highway 1 ALL THE LATEST NEW S AND VIEWS FROM

HIGH HORSEPOWER SCAN

IA / TNT EXPANDS IN QLD

ACROSS THE GLOBE

/ FREIGHTLINER GOES RA CING / LEASE A CAT

CAT LEASE DEAL

“We certainly see Australia as a longterm growth opportunity and Navistar Truck Leasing offers truck operators the ability to source ‘off the balance sheet’ finance, leasing and rental packages,” said Kevin Dennis, managing director of Navistar AusPac. “In addition, our suite of fleet leasing packages includes products

has been extremely positive and we are determined to continue to deliver the support structures needed by our customers in Australia and New Zealand.

“Given the increasing interest in our expanded range of trucks, the timing for a dedicated financial package such as this couldn’t be better,” Dennis stated. “This initial offering is just the beginning. We will be bringing a number of new offerings to the market in the coming months.”

Bleed Size: 307mm Trim Size: 297mm

NAVISTAR AUSPAC Pty Ltd announced it will provide Navistar Truck Leasing packages to the Australian and New Zealand markets for the full range of Cat® on-highway trucks.

Available mid-June this year, the leasing packages are the first of a number of innovative financial programs the company plans to bring to the region.

to further enhance the operational and financial benefits of service leasing and preventative maintenance programs.

“Customers are today looking for comprehensive, competitive finance arrangements that offer a complete solution,” Dennis said.

“Having our own finance arm through Navistar Truck Leasing allows us to focus entirely on the needs of our customer base and tailor our offerings specifically for the region. Early feedback

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TAKE COMFORT TO

NEW HEIGHTS CT630SC. SUPERIOR CAB DESIGN FOR 26M.

With an abundance of features, the CT630SC is designed to increase productivity. Featuring a light tare, this full stand up sleeper is made for comfort and fits into the profitable B-Double application. It also offers a raised cab for increased cooling efficiency and a shortened hood for enhanced maneuverability and visibility. Add to that the power and reliability of the CAT CT15, and it’s easy to see how this truck offers a whole new level of comfort and performance in the B-double category.

CONTACT YOUR LOCAL DEALER OR VISIT CATTRUCKS.COM.AU TO LEARN HOW THE CAT CT630SC SUPERIOR CAB CAN INCREASE YOUR PRODUCTIVITY.

©2014 Caterpillar Inc.

Safety

Photography: Gavin Blue

012 www.truckandbus.net.au

FIRE AND PAIN THERE’S BEEN PLENTY SAID AND WRITTEN ABOUT THE PROBLEMS IN THE FUEL TANKER SECTOR, BUT CALTEX IS ONE COMPANY THAT TAKES SAFETY SERIOUSLY. GEOFF PARADISE REPORTS

www.truckandbus.net.au 013

F

uel tanker safety, the fleets that transport the stuff and their management have been in the media most of the year for all the wrong reasons, often with catastrophic and tragic results.

We all know who the fuel companies are but often the ownership of the companies carting fuel are largely unknown and there in lies a problem; the oil companies know only too well how important safety is, how important constant training is and how having the latest equipment – as in trucks and tankers – is. The same, unfortunately, cannot be said of some outfits that transport highly volatile liquids.

Earlier this year this magazine was invited by Volvo Trucks to witness a joint demonstration held by Queensland Fire and Rescue for Caltex.

It was a multi-faceted demonstration; QF&R were keen to show of elements of their training regime and skills in combating petrol station fires and Caltex were keen to demonstrate how they respond to a crash involving a petrol tanker.

Volvo were keen to reinforce the safety

1.

014 www.truckandbus.net.au

2.

features of their trucks and also let us know that Caltex were in the throes of buying upwards of 30 new Volvo prime movers for the company drivers.

Yes, despite Caltex using subbies they also have their own company drivers and constant training is all part of the job.

And so it was we found ourselves at the QF&R facility situated in the industrial confines of the Port of Brisbane where Caltex also maintain a presence for training purposes.

Representatives of QF&R took us through facsimiles of burnt out buildings (very smelly and claustrophobic) and methods in fighting

fires in controlled spaces such a sapartments and houses.

But the real show was a fire in a ‘petrol station’. On their site they have a purposesbuilt petrol station made from sheet metal. It’s all a bit Hollywood but it’s essentially a prop for the training, which takes place all year.

In fact QF&R train firefighters and anyone involved in emergency procedures from around the world on a constant basis. This is no small town operation, this is a world class training facility and it shows.

At first, you need to be a bit creative when you are at the ‘petrol station’. But you soon get the message. Bowsers are rectangular steel boxes, the ‘office’ is a big steel shed, there is a big propane tank and other structures that resemble real world fixtures.

For our demo’ the QF&R allowed fuel - not petrol or diesel but a blend of inflammable liquid that doesn’t pollute or create smoke issues for nearby residents, the airport or other industries in the area. The effect, the heat and the intensity is a s close to the real thing as you’ll ever get.

During this simulation of a petrol station

3.

1. Simulated traffic accident demonstrates response of tanker driver.

2. Caltex use smaller UD’s for on-site refuelling.

3. Training day: QFR never stop teaching and training.

4. Protecting waterways is a priority when a tanker is in a incident.

“QF&R TRAIN FIREFIGHTERS AND ANYONE ELSE INVOLVED IN EMERGENCY PROCEDURES FROM AROUND THE WORLD” 4.

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1.

going up in flames the fire crew demonstrated how they ‘herd’ the fire back into itself, as you could imaging liquid will always find the lowest point so it’s their job to keep that from happening.

They block drains and once the scene is surveyed they then use their high pressure hoses to keep turning the flaming liquid back into the centre until such time they have shut off the flow and the liquid burns itself out.

Dramatic yes, hot, no damn hot, and a job that takes skill, professionalism and no short supply of courage from these people.

From there we were then shown how a Caltex company driver is trained to respond when involved in accident with his or her tanker and another motorist.

Given they work solo it takes precision and training to get everything in place as soon as possible, we’re talking single figure minutes here, not 15 or 20.

The driver surveys the situation, he then establishes what injuries have ocurred or fatalities and then calls emergency services.

Most likely the tanker driver, if uninjured, will ensure the comfort and safety of any other third party and then must do what ever is necessary to contain the scene.

This could include placing bumpers around any drains or gutters to contain fuel, putting out hi-vis cones to re-direct traffic and if possible, run a cordon to keep onlookers at a safe distance.

One would hope by then the emergency crews (fire, police, paramedics) have arrived and get on with what ever is required to complete the tasks, transport any victims and ensure the scene is secure.

Caltex rely heavily on QF&R for training for these situations and much more and what we witnessed on this day was but two components of the training programs on offer but it was certainly enough for us to come away comfortable in the knowledge that Caltex are doing their best in terms of emergency procedures and the QF&R is a world class organisation operating in a state of the art of the art facility.

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2.

“A PETROL STATION GOING UP IN FLAMES PROVIDES THE PERFECT SCENARIO FOR THIS CRITICAL TRAINING”

1. Mack are also in on the Caltex act with this impressive B-Double combination.

2. Purpose-built facility has seen a lot of heat over the years, note sprinkler system to the left.

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New

HINO’S

HOT ROD 018 www.truckandbus.net.au

HINO STEALS A MARCH ON ITS OPPOSITION WITH ITS HIGH HORSEPOWER 300 MODEL. GEOFF PARADISE REPORTS

www.truckandbus.net.au 019

1.

2.

3.

4.

1. A/C outlets and cup holders are a nice touch for rear seat occupants. 2. Although you can’t see it there’s 205hp in that five-litre engine.

3. Dash and interior remains unchanged from four-litre model. 4. Not flash, but workman-like best describes the crew cab.

A

re we about to see a return to the good old days of muscle cars where horsepower was everything? For those old enough to remember there was time yonks ago when Ford, Holden and Chrysler battled it out to get 300+ hp cars onto the road only to be shut down by voteconscious politicians. Of course that was decades ago and these days even the most humble family sedan has almost as much power as an original Falcon GT. But in recent years – like the last two or three, truck manufacturers are engaging in the same battle; Volvo v Scania is a good example with engine ratings as high as

022 www.truckandbus.net.au

780hp.

But these antics are largely the domain of the heavy-duty rigs, down the order things have been, until now, pretty tame.

Hino has snuck up on its rivals and lobbed a high performance light duty truck onto the market when, seemingly, no one was looking.

Hino’s ubiquitous 300 Series can now lay claim to having the highest horsepower light duty truck on the market with the arrival of its 205hp/151kW, five-litre 300-Series ‘921’ model. It uses an Aisin six-speed full automatic transmission to transfer the power to the rear end.

For those not needing, or wanting the new

hot rod, the Hino 300 ‘920’ model – also a five litre engine – can be had with 139kW and 510Nm. It is only available with a sixspeed overdrive manual And still with a mind to the more conservative truck buyer, Hino will continue to offer the four-litre version of the 921 is still available and has two ratings of either 110kW (standard cab or automatic) and 121kW for the wide cab.

Hino Australia chairman and CEO, Steve Lotter, said that the launch of the High Horsepower models has made the Hino 300 Series the most competitive light duty truck range in the country.

“Hino now has the most powerful light

5.

“HINO NOW HAS THE MOST POWERFUL LIGHT TRUCK TO BE SOLD INTO THE AUSTRALIAN MARKET, AND IT’S COUPLED WITH A REAL AUTOMATIC TRANSMISSION” STEVE LOTTER, HINO CEO truck to be sold into the Australian market, and it’s coupled with a real automatic transmission.

“The 920 and 921 models are joining a range of trucks that offer the best available safety in class, a range of efficient turbodiesel engines and a Hybrid option, and a comprehensive body and chassis range,” he said.

In the world of small trucks this new power rating is good news and Hino can be justifiably cocky they have beaten rivals Isuzu, Fuso and UD to the punch, but they are only too aware it may be short-lived given the competitive nature of the market place.

But for now, Hino has it all to themselves and after a few hundred kilometres in both a single cab fitted with a van body and a long wheelbase, dual cab variant fitted with an equally long tray the difference between the four-litre and the new five-litre is evident.

Our test drive took us over Mount Victoria west of Sydney and over the Great Dividing Range, a route that challenges both the torque and braking capabilities of any truck. We can report the new high horsepower Hino 300 had plenty in reserve.

The key to the new Hino lies in the torque figure; 510Nm is a figure not to be sneezed at in this category and it will prove a

panacea to many operators who load to the max’ with both cargo and passengers. A local brickie we know who carts everything but the kitchen sink to a job site was delighted when he heard about the new model and was heading for the dealership.

One of Hino’s great attributes with the 300 (and its forebear the Dutro) is safety and it remains a key feature of the Hino 300.

While vehicle stability control (VSC) is mandatory on all passenger cars sold in Australia that same regulation does not apply to light-duty trucks. Hino introduced VSC in 2011 and remain the only light duty truck manufacturer to do so.

www.truckandbus.net.au 021

“WE CAN REPORT THE NEW HIGH HORSEPOWER HINO 300 HAD PLENTY IN RESERVE” VSC uses a computer to monitor and assist the driver to correct oversteer and understeer or apply the brakes if a potential roll over situation is detected. It works in conjunction with anti-lock disc brakes (ABS), traction control and the engine management system to regulate throttle or braking inputs.

Adding to the safety efficiency of the 300’s brakes is electronic brake force distribution (EBD) and Brake Assist.

Again, from a safety perspective, for

a limited time the Hino 300 HHP will be available with a reversing camera as standard equipment that plays through a high definition six-inch (150mm) multi media screen. We’d like to see that camera offered as standard equipment please.

As for the cab’s interior, nothing has changed from the four-litre version which in itself means it is a well appointed and ergonomically considerate environment with the driver firmly in mind.

The 300 have always been a great little truck, and continues to be. Over the years it has found plenty of fans with tradies – like the aforementioned brickie - small businesses and with rental fleets.

The high performance models will attract an additional cost over the four-liter models of “around three to four thousand dollars” said a Hino spokesman. The warranty remains the same at thee years/100,000 klms.

Single cab 300 HHP comes with extra chrome in the grille and bumper, set off nicely by fire engine red paint and polished wheels.

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www.truckandbus.net.au 031

Interview

THE MAN! IN A WHIRLWIND VISIT TO AUSTRALIA, MAN TRUCK & BUS CHIEF EXECUTIVE OFFICER, ANDERS NEILSEN, FOUND TIME IN HIS SCHEDULE TO TALK EXCLUSIVELY WITH GEOFF PARADISE.

T

TT: Within MAN, which product is more important, truck or bus?

AN: Off the top of my head I would say 80 percent profit comes from truck, 15-20 percent from bus. Of course, in the bus line we have complete buses, we have city buses, we have coaches and premium coaches and we also have chassis’s. So we can provide quite a wide range of products to the market.

TTT: Do you see a future for alternative powered vehicles such as hybrid and EV? What is MAN doing in respect of that?

AN: One of the biggest alternative fuels we see coming is CNG and we are the market leader in CNG buses, city buses in Europe, we have profound knowledge of that technology. Yes, I see other alternatives coming as well, hybrid and electric buses. They are on the wish list but the technology is not mature enough.

Today, we can’t really provide a plug-in hybrid to the market. There are some products in the market but I’d say they really don’t have it right in terms of performance. It will come, in the next few years we will see more plug-in hybrids. Transport will always be discussing pollution free, CO2 free, particulate free

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transport solutions. Noise is also one of the big issue in city buses.

TTT: Will that technology spill down to the truck division? Is there a future for hybrid heavy trucks?

AN: Yes, I would say there is a future for hybrid trucks. There can be a fuel saving of around three to five percent. The technology is still quite expensive but we are working on getting the costs right and see if we can get a business case for the customer as well. As always in the commercial market a customer will buy something (from us) if it makes economical sense. But I think we will see it coming – distribution trucks.

There could be EC regulations coming where in the city you have to drive the first 200 metres with electricity. Demand for this product will come, but today, on the truck side demand for a hybrid is very, very low.

TTT: Are you doing any manufacturing or have a JV in China right now?

AN: No, but we do have a stake in Sino Trucks. And we also have our own national sales company. We are trying to target the premium segment of the market.

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ANDERS NEILSEN

Anders Nielsen studied industrial economics at the Linköping Institute of Technology. His professional career began in 1987 on joining Scania AB in Sweden.

In 1995, he took over plant management for gearbox production at Scania’s Sibbhult plant in Sweden. In 1997, he became manager of Scania’s Oskarshamn plant in Sweden.

In 2002, he was appointed Technical Director of Scania Latin America at its plant in Brazil. On returning to Sweden in 2006 he assumed responsibility for chassis and cab production at Scania as senior vice president.

In 2010, he was appointed to the Executive Board at Scania AB, with responsibility for Production and Logistics.

Since September 1, 2012, Anders Nielsen has been Chief Executive Officer (CEO) at MAN Truck & Bus AG, Munich. He was born on December 18, 1962 in Sundbyberg, Sweden.

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TTT: Could you trust the Chinese long term with your intellectual property? How do find doing business with them?

AN: I don’t think we have any contradictory opinions. It’s difficult, they have a different understanding of intellectual properties. They are really keen on building up their own competence so therefore they suck in every type of knowledge they can and you can’t underestimate them. They will of course, build their own competence over time but the arrangement we have with Sino trucks is working as we have planned.

TTT: What’s the percentage breakdown you have with Sino?

AN: Sino Truck is listed on the Hong Kong stock exchange and is 50 percent owned by the Chinese government through its China National Heavy Duty Truck Group (CNHTC), we have 25 percent and the remaining 25 percent is listed on the stock exchange.

TTT: Has the Volkswagen relationship been good for MAN? AN: It is good. Volkswagen is a very stable industrial group. They have the resources in research and development that we can benefit from.

TTT: What is MAN’s expectation of the brand in Australia now the Penske Commercial Vehicles has taken control of distribution?

AN: We have been in this country for a long time but not really having a good foothold.

We have been working with Paul Glavac (managing director of Penske Commercial Vehicles) and his guys for some years (under the previous ditribution regime) but what we now looking for is to grow our product in to the market.

Our expectations are a joint commitment to each other that we will develop the Australian market and find a good foothold.

TTT: Does that mean you’ll fast track the 15 litre truck engine when it is launched in Europe later this year?

AN: That is a good question, the 15-litre is a good fit for this market and that is one of the issues we will look into.

TTT: Obviously 13-litres and 540hp isn’t enough to blow anyone’s skirt up and

600hp is where you need to be to make an impression.

AN: I would say horsepower is one thing and torque is different and I would say there is no replacement for displacement and for this heavy haulage market you need displacement. I wouldn’t get that hung up on the horsepower level – we could bring up to 750hp as well but it wouldn’t bring the customers – it’s all about creating a really robust engine with good torque and good performance and a good drive train.

TTT: In the 15 litre?

AN: We’ll get back to that one when we show it to the market.

TTT: Howe difficult is it to sell a 540hp market in a dealer network that sells higher horsepower bonneted American trucks off the same floor? (Paul Glavac answered this question as it was locally based) PG: I think the market is changing, there used to be a cross-over. The customer is far more educated than what he was 10 years ago and that is being necessitated by the pressure of business. It’s horse for courses.

AN: This is why we have developed our product as we have. The cost of fuel is of course quite high and I’m sure here in Australia it won’t be cheap all the time and that’s where efficiency comes into play Our strength is to maximise fuel efficiency and total cost of ownership.

TTT: My final question: potential growth areas in Australia for MAN other than truck and bus?

AN: It’s a matter of taking one step at a time, we are setting things up for the bus and truck sector but we do supply different types of gen-sets and engines for marine applications. But is step-by-step, we are because we are very committed to the Australian market and getting a real foothold and eventually we will look into the entire product portfolio.

TTT: Your background is Scania, recently MAN delivered a large number of buses into Stockholm (Sweden), was that a direct result of your previous position?

AN: To be honest, no, MAN has 38 percent market share of the bus market in Sweden.

We are strong in Gothenburg (Volvo’s home town) and we are running into Stockholm now.

TTT: Which is your most successful market in Europe for bus?

AN: The biggest is Germany, without any doubt. I’d say it is around 25 percent of our turnover. It is a very important market to us.

We have a very widespread service network in Germany. That would be our most important market for trucks and buses.

TTT: And globally?

AN: The same. One of the reasons I am here is because we are quite dependent on Europe and we need to get out of Europe and position ourselves better in the emerging markets.

TTT: Emerging markets? Where do you see the next ‘bang for your buck’? India?

AN: No. I think India will take a longer time, Brazil is already running, it has had a good growth, Russia as well, and the surrounding markets. In Russia the bus segment is still very low because it is dominated by local producers, it is quite protected as well.

We do provide components for buses, chassis for buses and some complete buses for Russia but to a low extent. I would say that China would be the next one to grow in the premium segment.

One of the things they are really addressing in China is the cost of logistics. It is roughly 18-19 percent in China, Europe is eight to 9 percent, so they must have more efficient logistics. But they need to modernise their vehicle plants. It won’t be an explosion but I do think China will improve in the premium segment in the next five years.

TTT: Do you see MAN creating a similar situation to that of Scania and Higer where Higer build the buses on behalf of Scania?

AN: We have not looked into that to be honest. We have licenses running in China for some buses but if you look into the complete MAN group, Steyr was actually the first one to have licenses and joint ventures in China, so there is a long tradition of supplying so parts and components in China but from a logistics and cost point of view there is benefits from the cost perspective in assembling the bus in China but you also have to transport the chassis and key components there and then you have to transport the bus back, and that is quite expensive. So no, we haven’t looked in to that and we have quite a good bus capacity in Europe as well.

This story was first published in our sister publication, Coach & Bus, some bus related questions have been edited for this publication.

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Driven

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‘S’ FOR SPECIAL AFTER TWO DAYS AND MORE THAN 1700 KILOMETERS, DAVID MEREDITH SAYS THE NEW CAT CT630S HAS A BIG FUTURE IN AUSTRALIAN TRUCKING.

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he new CAT CT630S is a rig I think I’d keep on appreciating, even when the gloss has worn off after years of work, and I’m dog-tired.

Obviously, it’s a conventional, but the bonnet slopes sharply down, the steering is outstanding, and the front suspension, although as basic, works superbly.

In short, I could almost convince myself the new CAT had the road manners and stability of a conventional, but the in-cab experience of a cab-over.

I was booked to take the latest CAT from Brisbane to Melbourne with CAT executive, Glen Sharman, and Rene Bueman, a contractor to CAT’s local engineering team, tasked with the job of recovering engine and systems data and transmitting it to base in virtual real time.

The rain was steady when we arrived at the Brisbane dealership. The rig was parked at the front, and despite the absence of add-on bling, looked like a truck any operator would be proud of. Having been disappointed at the detail finish on many US-built trucks in the past, I made a point of looking closely at the panel fit and quality. It was as good as most cars I’ve tested recently, with no trace of runs or ripples on the flawless bronze paint job, and no strands of fiberglass waving in the breeze. The build quality was outstanding. CAT also subject each and everyone of their trucks to a final inspection when they arrive into their Melbourne headquarters from the US, it’s like a pre pre-delivery.

This ‘S’ version we drove didn’t have the biggest sleeper available in the range, but it was roomy and comfortable.

The air seat has a vast range of adjustment and the steering wheel telescopes and tilts, so anyone can get set and ready for a full day in the CAT office.

On that point, there’ll probably be a lot more Aussie drivers doing longer distances in this version of the CAT. The 630 S is a shorter version of the long-nosed 630 LS that was part of the release line-up a couple of years ago. Some have said, including CAT managing director, Kevin Dennis, that this is the CAT that should have been built when the brand was introduced back in 2010. The shorter BBC is a gift to the guys who bought the early models and then had trouble squeezing 34-pallets on to a B-double on the road.

The wheelbase runs from 4,600mm to 4,800mm and among the changes the engineers moved the cab forward 225mm.

For the high ambient temperatures that this truck will be operating in, the cab is raised for Australia by an extra 50mm, allowing a healthy level of flow-through air for the engine compartment. It’s needed too. I still found some

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As American as apple pie the Cat CT 630S in B-Double spec’ is a fine looking bit of gear

“HIS IS THE CAT THAT SHOULD HAVE BEEN BUILT WHEN THE BRAND WAS INTRODUCED…” CAT TRUCKS KEVIN DENNIS

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hot spots on the floor, and the location of the big CAT turbocharger right in front of the firewall probably doesn’t help.

The engineering development for the new model had to take account not only of the extreme temperatures, but also heavier loads and more inclines compared to the US interstate network.

The test program also needed to verify the ADR80-03 emissions control set-up, which is one of the simplest on the road. No EGR, no SCR, no AdBlue, and of course none of the huge heat build-up common to EGR systems.

All the emissions trickery is completed in twin DPF filters in the exhaust system, which is designed to last the life of the engine.

After completing the walk-around, I climbed aboard to get my logbook started while Rene set about plugging the recording and monitoring equipment into the Truck’s CanBus data port under the steering wheel. A toss of the coin meant Rene would take the first stint, and we were soon on our way. As an experienced driver Rene made it all look very easy, despite the truck being brand new and everything very tight.

The maneouverability was soon evident, as despite the usual tricks to getting around the suburbs in a B-double rig, the CAT’s steering, vision and turning circle was more than up to the task. This CAT is a friendly beast indeed.

Until now, if you needed 550hp and preferred a CAT, you had to have a longwheelbase that impacted on load lengths. If a shorter BBC was critical, then the 13-litre engine was all you could take, which pulled back the horsepower and torque substantially.

This new, shorter rig solves that problem and seems to be a formula that could easily fill multiple roles in a fleet.

Our first driver change took very little time.

A slight adjustment to the seat, tilt the wheel a bit and I was set to go. Although Rene’s super smooth driving was educational, very little of it rubbed off on me. For me, it required a level of precision I had to work hard at. But after negotiating a few towns I seemed to get it more or less sorted. The engine was classic CAT - it made itself known as they always do, and although the cab was pretty quiet, there was enough mechanical noise to remind you that you were in a US sourced truck.

Comparisons between trucks are always difficult as the specs are rarely equivalent.

But this C15 felt down on power and torque compared to the longer 630LS I’d driven in South Australia a couple of years ago. From memory that had much the same spec and was pulling a double road train at around

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80-tonne, but it pulled a lot harder than the test truck. As the engine and gearbox were identical in terms of ratings, there had to be an explanation, because on most hills other rigs rumbled past with monotonous regularity, sometimes sharing some choice words on the way. There is little doubt that with a few months work the C15 will loosen up, but in reality the standard spec 3.91:1 rear axle ratio was probably a miss-match for this kind of work. With the optional 4.1 or 4.3 rear end the truck would have cruised at up to 1,650rpm instead of 1,500 and had much more punch in the lower gears. After the run the guys told me that they’d done a mechanical check and it revealed some air leaks in the turbo system that would have cost some grunt as well.

That aside, cruising in a CAT is an enjoyable way to drive for a living.

Every CAT I’ve driven has lived up to its namesake for surefootedness on bad surfaces, so the appalling roads down the inside route to Melbourne via Dubbo had little effect on comfort in the cab.

We traversed camber changes, cross-winds, potholes and ripples, mixed in with driving rain for the last few hundred kilometers, but the precise and responsive steering kept everything in control.

Although it was a two-day trip, we didn’t spend any time in the cab or sleeper other than driving time. But I have to say that the interior décor of this CAT actually looked like it had been designed to be pleasant, rather than the usual bland grey or black plastic.

The colours and surface textures are warm and inviting, the steering wheel is thick and comfortable, arm rests on the inside of the seats complement the side door sills, and the touch screen is large and clear with most digital services incorporated. I’m surprised though that there’s no USB port.

At the end of the run we’d covered 1,700klms and the truck’s on-board data system advised the average trip fuel figure was a healthy 1.55klms/litre, also verified by Procon’s data system, and helped no doubt by the tall diff. CAT sent me a print out a few days later showing 1.64klms/litre, but that was for just one leg of the trip and it was on the flat.

In summary, this model will play an important part of the brand’s expansion into different roles, and with the specification now more suited to one of the most prominent applications in the country, if not the largest, road users should be seeing a lot more of the CAT nameplate coming their way.

Fit and finish has improved 10-fold since the first Cat trucks were released. Easy to read gauges, conveniently located switches and great ergonomics make for a nice driving environment.

“ALL THE EMISSIONS TRICKERY IS COMPLETED IN TWIN DPF FILTERS IN THE EXHAUST SYSTEM”

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LCV

DAILY DUTY THREE QUARTERS OF A MILLION DOLLARS IS A LOT TO SPEND ON A NEW LIGHT COMMERCIAL VEHICLE BUT IVECO HAS WELL AND TRULY BITTEN THE BULLET WITH ITS ALL NEW DAILY. GEOFF PARADISE REPORTS.

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t’s a tough sector, the van and cab/ chassis market. On one hand you have Toyota who blitz the competition with their HiAce van (no cab/chassis) with sales north of 3,000 for the first half of the year and at the other end of the spectrum you have the rest doing their best.

Mercedes-Benz lead the pack at this level with over 1000 Sprinters (combined van and CC) sold, Ford’s Transit is in there with around 293 and Renault’s Master hitting 300. Then there is Iveco with a combined van/cab/chassis at 379, which puts them in second position in the half-year sales race.

That’s not a bad figure, and having seen touched, smelt and driven the all new Daily me thinks things may look a little different in 2015.

But as good as the new Daily is that will amount to a hill of beans unless Iveco HQ in Italy give their Australian division their

full and total support. It’s all well and good to have a new LCV that has seen nearly $720 million lavished on it but if it remains a secret then they may have well spent a buck ninety five.

Yes, the new 2014 daily (Q1, 2015 for us) is good. Really, truly good. You can see from the get-go that big Euro’s have been spent on this baby. That new front sheet metal is striking, vastly different to what the French are doing lately with their vans, which to this writer, seems to have been influenced by a croissant but the Daily is refreshingly handsome, as an LCV should be.

Launched last month in Europe the all new, third generation Daily has the potential to win any number of ‘van of the year’ awards in 2015.

The strength of the Daily has always been in its full-length ladder chassis for both the cab/chassis model and the van. The new

range continues with that architecture.

The new Daily offers three wheelbases starting with 3000mm, 3520mm and 4100mm. A 10.8 cubic meter van is also available but it is the long wheel-base, high roof version that is simply cavernous at just under 20 cubic metres.

In that incarnation the Daily offers a gross vehicle weight (GVW) of up to seven tonnes and a payload capacity of four tonne. A slightly smaller 18 cubic meter model is available and to aid loading and unloading the cargo floor height is now 55mm lower than the current model.

In Australia, the cab/chassis version of the Daily commands 70 percent of its sales and it will be available in wheelbases of 3,000mm, 3450mm, 3750mm, 4100mm, 4350mm and finally 4750mm and a load carrying capacity up to 4700kg. The 4100mm wheelbase single rear wheel model has been

“THE STRENGTH OF THE DAILY HAS ALWAYS BEEN IN ITS FULL-LENGTH LADDER CHASSIS”

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1. New Daily will nearly 20 cubic meters of cargo in their biggest model. Mobile home territory!

2. Dash layout, design and functionality is one of the best we’ve encountered in a long time.

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“THE DASH DESIGN AND LAYOUT IS NEAR FAULTLESS, added to the line-up and like the van the load height has been dropped by 55mm.

Rear barn doors that open to 270 degrees are optional.

Two four cylinder diesel engines are available, a 2.3 litre and a three-litre engine.

Power and torque ratings start at 106hp/270 and climb to 126hp/320Nm, 146hp/350Nm, 170hp/430Nm and finally, 203hp and 470Nm from the larger three-litre engine.

Depending on the power rating it will achieve its respective figure by way of a waste-gated turbocharger, a variable geometry turbo (VGT) or, in the case of the most powerful engine, twin turbo’s.

At the launch of the new daily at Fiat’s Balocco proving ground south of Milan no automated manual transmission (AMT) models were available, only the smooth-assilk six-speed manual were on hand with an Iveco executive citing “production capacity issues” as the reason for the non-appearance of the AGile automated manual.

The good news is the company is well down the road developing its full torque converter automatic and it will be available early 2015 in Europe and Australia, most likely about the same time the dual cab arrives.

If the Daily looks good, it drives even better. More car than commercial vehicle the interior and the driving position is one of the best we’ve experienced in some time, and again, one had to remind one self that this was a Daily.

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1. In the raw; bare shell of a bus in the QC area.

2. Have you ever seen a cleaner factory? We certainly haven’t 3. Single cab Daily will win the hearts and wallets of many in Europe and in Australia.

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THERE ARE AMPLE BINS, LOCKERS AND CUBBYHOLES�

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The dash design and layout is near faultless, there are ample bins, lockers and cubbyholes for all sorts of items, there is an optional Isringhausen air suspended drivers seat and the steering column is adjustable for height but not angle.

Just the right amount of chrome highlights are featured on some controls to make the interior even more appealing.

The ride and handling is, for a van or ute of this size, nothing short of impressive. The test vehicles were loaded to full payload in each model and handled the test conditions with aplomb.

Much engineering has gone into the front suspension of the Daily. In what Iveco call Quad-Leaf it comprises conventional upper and lower A-arms and a leaf spring to provide improved handling, steering response and comfort. All of which it does extremely well.

For vans or cab/chassis over 3.5 tonne Iveco has dispensed with the leaf spring and opted for torsion bars with a front axle rating of up to 2.5 tonne.

The options list is extensive. Passenger SRS air and window bag, rear parking sensor, lane departure warning system and rear camera are just a few of the optional safety features and the list of comfort and styling options are many. Exactly what Iveco Trucks Australia ultimately decide upon will become clearer to the launch date, as will pricing.

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New

DOG DAY

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AFTERNOON SCANIA HAS CREATED A TURN-KEY TIPPER-ANDDOG CONFIGURATION THAT IS BEING OFFERED TO RESOURCES COMPANIES AS A READY-BUILT OPTION. IT’S DEFINITELY WORTH A LOOK AND A DRIVE.

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he key markets for the Scania tipper-and-dog sets are the national fleets of resources management companies across Australia, as well as smaller ownerdriver operators, and Scania has been demonstrating the capabilities of the set to several key fleets over recent months.

One of the key benefits for on-site work is the cab-over configuration that provides improved visibility and manoeuvrability, reducing the risk of damage to the front left corner of the vehicle, a frequent blight for all operators, especially fleet managers, of bonneted trucks.

“Scania is a very popular choice as a used purchase with owner/drivers of tipper-anddog combinations because these owners appreciate the comfort and quietness of the

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Scania cab, plus the cab-over configuration makes driving these vehicles more wieldy on-road, as well as on-site,” says Scania National Fleet Manager, Steven Alberse.

“Scania is now offering the readymade solution to resources management companies as well.

“We identified a number of high profile fleets in the resources industry with whom to place our demonstrator vehicle to gauge their reaction. We are confident the Scania tipper-and-dog set can deliver fuel efficiency benefits, offer a more comfortable and pleasant working environment, and with our Maintenance and Repair Programmes, we will be able to maximise uptime for operators,” he says.

The combination features a Scania G 480 day cab and a large capacity tipper, pulling

a three-axle dog trailer and combined with Scania’s G 480 features such as their fully automated (two-pedal) Opticruise gearchange system as well as the Scania Retarder you have a pretty impressive combination for this application.

The three-axle dog trailer combo’ has the flexibility to operate with or without PBS and there are PBS permits in place to allow the vehicle to operate with higher Gross Combination Mass (GCM) using three or four-axle PBS dog trailers. For those doing greater kilometers there are higher horsepower engine options available for five-axle dogs.

One of the key benefits for users of all types is the safety offered by Scania’s all steel cab. This exceeds the most stringent Swedish (and European) market

1. Three axle dog is pretty impressive in anyone’s book.

2. Scania cab is holding up well but a revised cab is expected within the next year in Europe.

3. Scania is providing a readymade solution for this application.

3. requirements in impact tests (ECE-29) and provides a safe working environment for drivers, especially appreciated in construction zones.

All Scania trucks feature steering wheelmounted driver airbags and seat belt pretensioners, while the ergonomic layout of the dash, comfortable seating and powerful ventilation with excellent heating and cooling properties, make the Scania cab a preferred working location for many tipper drivers.

For many years, Scania prime movers sold in the used truck market have been easily converted to tipper duties, with owner/ drivers able to avail themselves of a high quality, safe and spacious European cab at a reasonable price. Now Scania is also hoping to encourage some of these buyers to trade

“WE ARE CONFIDENT THAT THERE IS A STRONG MARKET FOR OUR TIPPER AND DOG CONCEPT IN AUSTRALIA”

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up to buying new, with all the peace-of-mind benefits of a factory warranty.

The unique Scania Total Transport Solution concept provides a tailored purchase process for both owner operators and resources fleets that identifies the ideal individual vehicle specification for each customer, provides access to finance options, as well as regular maintenance and repair contracts that lock in fixed monthly running costs. So there are plenty of reasons to consider a new Scania tipper-and-dog set.

In addition all new vehicle customers are offered access to the Scania Peak Efficiency Programme where the company’s driver development team take the time to explain exactly how to extract the greatest possible efficiency from all Scania’s on-board systems, from Opticruise to Retarder and the speed control functions.

During the demonstration vehicle’s

test period, operators have experienced significant improvement in fuel economy compared to their existing North American sourced vehicles. Reduced fuel burn plays a key role in reducing whole-of-life costs and increasing profitability.

Driver acceptance of the vehicle has also been excellent with many reporting back that the Scania hardly felt like a truck, and a very positive reception has been received by the Scania fully automated Opticruise automated gearchange system and Scania Retarder, that reduce driver fatigue in congested urban driving environments.

“Driver acceptance, cab comfort, cab safety and great fuel results have been the most common comments we have received during the early trials of the Scania tipperand-dog set that has been in the hands of our prospective customers,” says Dean Dal Santo, Scania National Wholesale Manager.

“We are confident that there is a strong market for our tipper and dog concept in Australia from both owner operators and large construction fleets. All are interested in driving down their whole-of-life costs and increasing their productivity, and that is exactly what we are offering with this concept.

“Scania’s Total Transport Solution and our very flexible Maintenance and Repair programmes allow operators to identify exactly how their vehicle will be specified and perform, and they can know with certainty what their running costs will be,” he says.

“And with many infrastructure projects about to go from planning to implementation stage around Australia, we are confident this product is reaching the market at just the right time, especially because there is going to be a very high degree of focus on costs.”

“THE THREE-AXLE DOG TRAILER COMBO’ HAS THE FLEXIBILITY TO OPERATE WITH OR WITHOUT PBS”

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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

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Operator

POWER UP QUEENSLAND ELECTRICITY DISTRIBUTOR, ERGON ENERGY, HAS AN ENORMOUS JOB ENSURING A CONSTANT POWER SUPPLY THROUGHOUT THE STATE, AUSTRALIA’S SECOND LARGEST IN TERMS OF AREA.

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t’s up to Ergon Energy to maintain 160,000 kilometers of power lines and one million power poles, but that’s not the totality of it. Ergon Energy manages associated infrastructure, such as major substations and power transformers, and also provides electricity generation services to Torres Strait Islands.

Ergon Energy services a wide variety of customers, including domestic, commercial, industrial and mining.

To assist Ergon Energy in its electricity distribution, the company operates a fleet of 490 trucks, more than 360 of which are Isuzus.

Fleet Acquisition Manager, Mario Zappulla, has been with the company and its predecessor since 1988 and says Isuzu trucks have been widely used throughout this time.

“We use a variety of Isuzu models, including the NPR 300, NPS 300, NQR 450, FSS 550, FSR 600 and FVZ 1400,” Mr Zappulla said.

The Isuzu trucks are fitted with a wide range of bodies, including flat beds, mobile elevating platforms, mobile crane borers, and service bodies fitted with accessories such as winches, storage boxes and ladder racks.

“The trucks have a variety of roles supporting the underground and overhead power line distribution network,” Mr Zappulla said.

“While keeping the trucks as standard as possible, we work with Isuzu Australia Limited and Brisbane Isuzu to have Ergon Energy-specific accessories fitted, such as digital wiring harnesses.”

Due to the vast area covered, around 1.7

“ERGON ENERGY’S FLEET OF ISUZU TRUCKS IS REQUIRED TO OPERATE OVER A WIDE RANGE OF REGIONAL AND RURAL CONDITIONS” 2.

3.

1. Not bludging, inspecting to make sure all is going well.

2. A variety of Isuzu’s are used depending on their application.

3. Did someone ask for skyhooks?

4. ‘Roo bars, driving lights are fitted for those late night remote call-outs.

4.

million square kilometres, Ergon Energy’s fleet of Isuzu trucks is required to operate over a wide range of regional and rural conditions.

“The terrain our trucks travel on can range on a daily basis from bitumen and formed dirt roads to remote access tracks little better than a goat track,” Mr Zappulla said.

Mr Zappulla said Ergon Energy uses Isuzu due to the comprehensive model range, Gross Vehicle Mass ratings and wheelbases offered.

“When selecting models to suit individual roles, we first conduct a careful review of the operating conditions, payload required and any specialist operation needs. Where possible, we attempt to standardise the configuration selected for trucks with similar roles,” he said.

“With the new common-rail style engines, I believe our Isuzus have ample power to undertake the duties required. I also believe the Isuzu trucks are very easy and comfortable to drive and operate.

“Isuzu has served Ergon Energy well over the years and has established itself with a firm reputation in terms of safety, features, value for money, high resale and excellent manufacturer support.

“When we evaluate trucks during our fleet procurement, we pay attention to aspects such as safety and environmental concerns, technical compliance, manufacturer and dealer support, and price.

“From our experience, the support Isuzu Australia Limited and the dealership provide us throughout Queensland also ranks highly.

Isuzu’s customer service is excellent and its ability to respond quickly to requests for assistance and support has always been one of its great strengths.”

A government owned corporation, Ergon Energy was formed in 1999 from the amalgamation of six regional Queensland electricity distributors and a retailer. Today, Ergon Energy employs approximately 4,600 staff and has offices and depots throughout the state.

Driven

DUTCH TREAT AFTER AN EXTENSIVE TEST AND DEVELOPMENT PROGRAM KENWORTH HAS SUCCESSFULLY INTEGRATED IT’S EUROPEAN-BASED MX-13 ENGINE INTO ITS AUSTRALIAN-BUILT TRUCKS. GEOFF PARADISE REPORTS.

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www.truckandbus.net.au 051

The MX-13 actually displaces 12.9 litres and is available in 460 or 500 horsepower ratings.

Who would know?

The MX first saw the light opf day in DAF trucks but after zillions of kilometers testing is now approved for KW

F

or diehard Kenworth fans – and there are plenty of them – the thought of an engine built anywhere but the good ol’ USA would have been considered a crime against humanity…or at least truck drivers, just a year or to ago.

But as Bob Dylan sang, “the times, they a changing” and Paccar, Kenworth’s parent company recognized that many moons ago, probably about the time Detroit (Diesel) was bought by Daimler from Roger Penske and more recently when Cat decided to go into the truck business.

All of a sudden they had but one engine source available; Cummins, and no manufacturer, or business for that matter, wants to be in a position where there is no reserve or option in place.

What, for instance, would have happened if Cummins were to be taken over by a rival truck maker (as in the case of Daimler and DD)? Good lord! It hardly bears

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thinking about.

And so it was that Paccar turned to their European outpost, DAF, and their pert MX engine to see if it had the goods to become the heart and soul of their iconic brand.

In all likelihood the DAF engine in its original state didn’t measure up but where there’s a will there is a way and Paccar engineers set about re-engineering the MX to ensure it would not only bring honour to Kenworth but instill confidence and therefore market acceptance with its terribly particular customer base.

After some years and zillions of kilometers of testing it was released into the US market, and despite some early reluctance it is universally accepted there.

In fact, the MX is no Johnny come lately.

They have delivered over one million MX engines globally and in the US they account for 40 percent of Kenworths sold with MX engines.

And, they’ll have you know, the MX-13

has been available for over seven years in this country in DAFs so they are not an unknown quantity With that in mind, and with a rigorous local testing program here in Australia behind them and fully satisfied the 13 litre MX would do the job, Kenworth unleashed their ‘Eurocan’ (Europe/American, geddit?) engine into the (hopefully) loving arms of its Oz fan base.

During that test and development period prototype trucks clocked up more than 1.4 million kilometers in some of the harshest conditions Australia has to offer to pin point the engine’s weaknesses and strengths. It ultimately passed all tests.

The MX-13 will be offered in Kenworth’s T-series trucks; the T409 and the T409SAR and as the name suggests it is a 13-litre engine (12.9 to be exact) and is available in either 460 or 510 horsepower ratings.

Other Kenworth models will still be available with Cummins engines so die-hard

MX N IO LL MI E ON ER OV ...

LY TE LA ME CO NY HN JO NO IS “T HE MX EN GI NE S HA VE BE EN DE LI VE RE D GL OB AL LY ”

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America iron fans need not despair.

“The MX-13 engine is set to be a gamechanger in Australia’s mid-range heavy-duty market,” said Paccar Australia’s product development manager, Brad May. “It utilises next-generation technologies to deliver higher levels of fuel efficiency, reliability, and performance from a quiet powerplant.”

He says the MX-13 ideally suits Kenworth’s T409 and T409SAR trucks, catering for a variety of operations, from single trailer and B-double to tipper and dog applications.

“The T409 and T409SAR’s light tare weight and short BBC (bumper to back of cab) length enable operators to maximise payload in a range of applications.

“When you add the MX-13 to the equation, it takes the trucks’ advantages to the next level,” he said.

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“The PACCAR MX-13 is highly efficient, durable and comparatively light. This enables the T4 series to be even more productive and cost effective,” he said at the truck’s launch.

The MX-3 doesn’t lack for technology, that’s for sure. It incorporates a number of design innovations, including, but not limited to compact graphite iron used in the block and head design, fractured cap technology used with connecting rods and main bearing cap, aluminium ladder frame construction, integrated lubrication module, rear of engine gear train, encapsulated wiring harness and integrated engine brake for optimum stopping power.

Kenworth say these features offer a longterm value proposition and low overall cost of ownership through increased uptime and reliability, productivity, ease of maintenance and longer service intervals.

“THE PACCAR MX-13 IS HIGHLY EFFICIENT, DURABLE AND COMPARATIVELY LIGHT WHICH EQUALS COST AND PRODUCT EFFECTIVENESS”

Available: Definition: Present and at hand; seriously accessible; ready for use.

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The power is in your hands.

The Cummins® ISXe5 SCR is now available. Your Serious truck now has the option to benefit from a fuel efficient and emission reducing Cummins® engine, with excellent take off, performance and reliability. Now more than ever, the power of choice is in your hands. westernstar.com.au * Cummins ISX Euro 5 SCR is available in selected model combinations.

MONEY MATTERS PAUL CLITHEROE

FIND LOST SUPER? IT’S EASY AS...

T

he start of the new financial year marks the midway point of 2014. If money slipped through your fingers over the past six months it’s worth looking at ways to get your cash back under control for the financial year that lies ahead.

A key step is to set some goals. Just be sure to set realistic, achievable targets. While we’d all like to have more money, making more of what you have is a far more achievable goal.

And on that score drafting a personal budget is a valuable building block for reining in your finances.

Most of us can tick off a long list of commitments that eat into our wage or salary, but we don’t always know exactly how much money goes where. Worryingly, a recent survey by ING Direct found one in five (18 per cent) households are spending

apps available, or try the Budget Planner on the government’s Money Smart website (www.moneysmart.gov.au). Once you know where your money goes it’s a lot easier to cut back.

One goal to aim for is taking more of an interest in your super savings. From 1 July 2014 your employer’s compulsory super contributions will rise from 9.25 per cent to 9.50 per cent of your wage or salary. If you’re on an annual salary of $50,000 that’s like getting a pay rise of $2500.

That’s great news. With more going into your super, take the time to review your fund especially the fund fees you’re paying.

Australians collectively pay around $20 billion annually on superannuation fees, and on super savings of $50,000 the annual fees average out at around $726. That’s a big

approach, but that could spell trouble for your long-term financial well-being - especially when it comes to superannuation savings.

Here’s what I mean. A recent survey

by Westpac asked people whether they’d prefer to find $200 in cash or find $2000 to add to their super. On the plus side, 69 per cent opted for the $2000 to tip into super.

However, that still left one in three people preferring to take the $200 cash - one tenth of the sum that could go into super.

The same research found almost half (48 per cent) of Australians said they would do “everything they could” to find their mobile phone. Less than a third would do the same to find $2500 in lost super.

It also found that nine out of 10 adults do not think they have any lost super. However, ATO records show there is a massive pool

“When it comes to money matters it’s tempting to take a ‘live for the moment’ approach.” more than they earn. Without a budget many people may not be aware that they are overspending on a grand scale.

The good thing about budgeting is that it’s easy. Check out one of the many budgeting

chunk of your retirement money. If you’re not happy with the fees you’re paying it can pay to switch to a different fund.

When it comes to money matters it’s tempting to take a ‘live for the moment’

of $18.2 billion sitting in 6 million ‘lost’ accounts. Given that there are around 17 million people aged 20 and over in Australia, it seems more than one in 10 of us do in fact have some lost super.

Getting in touch with forgotten super is simple. Just visit the Tax Office website (www.ato.gov.au) and use the online SuperSeeker database. It’s a free service.

There are commercially run sites that do the same job for a fee. Avoid those! Tracking down lost super is something you can easily do yourself and it won’t cost you a cent.

If it turns out you do have some lost super, transferring it over to your main fund is as easy as filling in a few forms. And it’s worth the effort.

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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KT3234

Proud Supporters of:

I Am

Paul Wieck

Agricultural Engineer.

I Am Bi-turbo power.

Paul’s an Amarok owner, and an Agricultural Engineer. That’s the fancy term, anyway. In Paul’s case, it’s a manure-spreading business he runs with his son Travis in Toowoomba, Queensland.

“It can be a dirty job,” he assures, “but I love it.” Paul and Travis have two Amaroks for their work, both of which serve as support vehicles. With oversized tractors and heavy machinery to fertilise the fields, trustworthy escort vehicles are a necessity when they’re on the move.

“Like all of our machinery,” Paul says, “we chose the Amarok for reliability. It’s got a two-litre Bi-turbo diesel engine, which gives power through the whole rev range. As soon as we want to get going, they go.”

Although Paul has had his Amarok for less than twelve months, he has already clocked up over 35,000km, without a single hiccup. “Compared to similarly priced vehicles, it’s got a better finish, better fuel efficiency and more power all-round,” says his son Travis. In terms of value, they couldn’t be happier with them.

The Amarok is an essential part of Paul’s business. To see why, watch his video at www.IAmarok.com.au

I think, therefore I Amarok.

The customer depicted is a genuine Amarok owner, expressing their own opinion about the vehicle and its performance. Owners were not paid for their opinions and their views are independent of Volkswagen Group Australia. The vehicle(s) specification depicted may differ from standard specifications. Volkswagen Group Australia only endorses the fitment of genuine Volkswagen accessories and cannot assume responsibility for the suitability, reliability & safety of non-genuine accessories and parts. 3Capped Price Servicing is available at participating Volkswagen Commercial Vehicles dealers and applies to the first 6 standard scheduled services of your vehicle. Exclusions and conditions apply. For details on pricing, items not included in the capped price and for full terms and conditions please see www.volkswagen-commercial.com.au. Volkswagen Group Australia reserves the right to at any time modify or discontinue the Capped Price Servicing program.