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Transport Engineer / July 3, 2019 Suffolk-based HC Wilson Transport has taken delivery of its first new Volvo truck, a high specification FH-540 8x4 tridem tractor. Supplied by Volvo Truck and Bus Centre East Anglia, the new addition is a Globetrotter XL 3,900mm wheelbase tridem pusher axle tractor and is powered by the D13K engine, producing a maximum of 533bhp. The FH is specified with an I-Shift Crawler gearbox, while a gearbox-mounted [Voith] retarder also provides a secondary braking system. The vehicle is rated for maximum 90-tonne [198,416lb] operations, but will predominately work in the 55- to 60-tonne [121,254lb to 132,277lb] weight brackets. Both the front and pusher axles are nine-tonne air suspension units, the latter contributing to a rear bogie capacity of 32 tonnes [70,548lb]. “We’d previously bought our four-axle tractor units from Holland, but this requirement is now better served through a dealer local to our business,” explains Simon Wilson, the operator’s managing director. Volvo impressed with its keenness to quote for the business, he says, adding: “Having a factory-built, four-axle tractor unit was also a bonus, saving on purchase cost and delivery times.” A Jost cast fixed fifth wheel, steel front bumper and Dura-Bright EVO alloy wheels are also included the specification. Wilson says: “European work makes up two-thirds of our total business and the regulations around German first axle weights drive our choice of four-axle tractor units. “I’m not a big fan of really big engines, but we have to balance power outputs and fuel consumption levels with terrain traversed and higher operating weights.” .

Aside from prototypes, I imagine there is only one show truck, until production begins in the fall.

Steve Brooks is the best truck industry journalist in the world.......period. A beautiful (and efficient) K200 B-Double.

Steve Brooks, Truck TV Australia / June 13, 2019 In a blatant bid to battle the Europeans at their own ‘vertically integrated’ game, Cummins and Eaton have developed a linehaul powertrain package with the specific aim of delivering top fuel economy without any compromise on performance. It’s called ‘Cummins Integrated Power’ and early reports suggest it’s right on the money. It is, however, just the tip of the iceberg. See the full article here: https://www.ownerdriver.com.au/product-news/1905/cummins-and-eaton-in-package-deal .

I remember North Carolina-based Piedmont Airlines flew Fairchild-built Dutch Fokker F27s. .

New Zealand Post ran Ford HN80s, and sharp looking ones at that.

THE TRUCKS OF NEW ZEALAND POST New Zealand Trucking / July 2019 IN 1911 THE POST OFFICE put its first truck on the road. Whilst mainly used for work associated with mail and telecommunications, over the years the trucks have also been used in a variety of roles, including transporting floral tributes in state funeral processions, transporting baggage for VIP tours, and in civil defence. In 1990 NZ Post entered into a joint venture with Airwork Ltd to operate dedicated aircraft to move mail within New Zealand. NZ Post started to move away from company operated vehicles when Courier Post became owner-driver-based in 1992, with the model being put into place across most of the transport fleet in the following years. The decline in the traditional letter market and the rapid increase in the parcel market, driven by online shopping, has changed the mix of products moved, but the use of road to provide an efficient, reliable, cost-effective but flexible service still exists. Photo: Taken in Auckland in 2000 this picture provides a good illustration of the type of vehicles used to move mail around New Zealand in the 21st century. The aircraft, a F27 Friendship, was converted to carry freight in containers designed and purposebuilt in New Zealand. Dedicated jets now operate this service. .

Isuzu Trucks Australia / June 16, 2019 . .

Isuzu Trucks Australia / June 16, 2019 . . . . .

Hino Australia Press Release / July 1, 2019 https://www.youtube.com/watch?v=nZmrFHfN7JQ https://www.youtube.com/watch?v=HSH_ilMS2kc https://www.youtube.com/watch?v=sQ5u1zgrUQY

Big Rigs / July 4, 2019 FREIGHT efficiency and flood immunity along the Capricorn Highway near Rockhampton are set for major improvement with works starting on the replacement of a timber bridge over Valentine Creek, south-west of Gracemere. Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack said the $8.3 million project was jointly funded by the Australian and Queensland governments. "This investment is about getting people home and goods to market sooner and safer as the Capricorn Highway is Central Queensland's primary east-west freight corridor and part of Australia's national freight network," Mr McCormack said. Queensland Minister for Transport and Main Roads Mark Bailey said the bridge was built in 1951 and well past its used-by date. "The new bridge will be able to withstand a one-in-50-year flood and remove weight limitations that impede heavy vehicle access, improving freight connectivity across Queensland," Mr Bailey said. Federal Member for Flynn Ken O'Dowd said project works involved replacing the timber bridge with a wider two-lane concrete structure as well as upgrading and widening the Capricorn Highway approaches to the bridge. "Once the project is completed, major benefits will include improved heavy vehicle access, increased freight efficiency, and improved traffic capacity and safety over Valentine Creek," Mr O'Dowd said. State Member for Rockhampton Barry O'Rourke said the project would also support more construction jobs for Rockhampton. "About 27 direct jobs will be supported over the construction phase of the project, so that is important for our region's economy," Mr O'Rourke said. "While it is sad to see a little bit of local history go, the new structure will create a more reliable and flood resilient crossing over the creek." The new bridge is expected to open to traffic mid-December 2019, weather permitting. The $8.3 million Valentine Creek Bridge project is jointly funded by the Australian and Queensland governments. .

Steve Brooks, Trade Trucks AU / June 6, 2019 Fuso outsells its more illustrious Daimler siblings by a hefty margin in Australia, despite being viewed by some as an underling. And now, with a modernised cab and advanced heavy-duty powertrain in the wings, the Japanese giant is hungry for an even bigger bite of the cherry. But how big a bite will the corporate kingdom allow? In Fuso parlance it’s known as the ‘Black Panther’ project. A comprehensive corporate initiative based in Japan, designed to put more class, more comfort, more corporate componentry and, significantly, more safety into Fuso’s heavy-duty arsenal. But seriously, hauling down the Hume from Albury to Melbourne on a bright and balmy day, this particular ‘panther’ looked more like a speckled rooster on ‘roids. Seriously, if you were on the road that day and missed it, you definitely need a labrador. Whatever, if the aim of the marketing minds behind the mottled montage was to attract attention and announce that this was no ordinary Fuso on the fly, then they certainly succeeded. It was, indeed, a Fuso with a difference and as senior manager of product management and engineering Romesh Rodrigo was quick to point out, the FV 6x4 demonstrator with the gregarious graphics is one of several early evaluation units being trialled before a major heavy-duty product push later this year; a push that will see the flagship FV joined by its equally updated FP single-drive and FS eight-wheeler siblings. Yet long before the speckled rooster ever hatched here, ‘Black Panther’ was a comprehensive work-in-progress for Japanese designers and engineers. In fact, first details came to our attention in late 2017 when, on Fuso’s Kitsuregawa proving ground about 150km north of Tokyo, an early development unit was rolled out for a quick once-over and a few laps around the facility’s test track. Time was short, but long enough to learn that Fuso was in the final throes of a project to not only substantially improve external and internal features of the heavy-duty model Japan ambitiously calls ‘Super Great’, but also introduce at least a portion of Daimler’s latest powertrain hardware and, importantly, a full suite of advanced safety systems. The truck at Kitsuregawa, for instance, was equipped with Fuso’s version of the same 10.7-litre Daimler family engine known as the OM470, which also powers current Mercedes-Benz 2643 and 2646 models (430 and 455hp (321 and 339kW) respectively), stirring through the corporation’s widely-used 12-speed overdrive automated transmission. Likewise, the presence of several Mercedes-Benz models in various parts of the sprawling Kitsuregawa compound certainly didn’t escape anyone’s attention. Nor was the Benz influence inside the extensively refashioned Fuso cab difficult to spot. Still, and despite the fact this notably greater ‘Super Great’ was already available to Japanese buyers, questions about when its FV equivalent would become available in Australia, and just how far Fuso would be able (allowed) to go with the integration of a wider range of Daimler engines and drivetrains, went largely unanswered. But now, after a stint driving the revamped FV between Albury (NSW) and Daimler Trucks headquarters at Mulgrave in Melbourne’s south-east, the new Fuso heavies have hit the Australian market – using the name Shogun. Interestingly, they’ll arrive not long before corporate colleague Freightliner introduces its much anticipated Cascadia conventional, pointing to an exciting and particularly busy time for Daimler Trucks Australia in the back half of this year. What remains less apparent is how far Daimler is willing to go with the introduction of other ‘family engines’ in Fuso’s heavy-duty models. Like, will the rejuvenated FV be granted the grunt to break the 500hp (373kW) barrier with the addition of, say, the 12.8-litre OM471 engine that powers Benz’s 2651 and 2653 models? ‘No’ is the likely answer. Why? Well, one reason is that Japan has next to no need for a 500hp truck, meaning the economic viability of engineering the 12.8-litre engine into Fuso’s flagship for relatively small volume markets such as Australia and New Zealand is not especially attractive. The bigger reason, however, is probably found in the closely guarded corporate rationale which strives to keep brands from the same stable going head-to-head in commercial contest. And Daimler certainly isn’t alone in this line of thinking. For example, just as Volvo Group keeps corporate colleague UD in the sub-500 category to minimise a familial fracas with the popular Volvo FM model, so does it seem more than a tad likely that Daimler will keep Fuso’s heavy-duty range hobbled to specific market segments where opportunities for a competitive clash with the Benz breed are kept to an absolute minimum. Put simply, neither Volvo nor Daimler are big on the idea of turning their Japanese offshoots into budget-priced alternatives to their leading heavy-duty brands. So don’t hold your breath waiting for 500hp or more to appear in this new generation Fuso. It’s a fair bet it simply won’t happen, now or anytime in the foreseeable future, despite the fact the reborn FV will come with a gross combination mass (GCM) rating of 63 tonnes, making it applicable for B-double duties (For its part, Fuso says the 13-litre engine is still under active consideration – Ed). That said, though, the move to bring Fuso further into Daimler’s corporate mould with the introduction of the OM470 engine at outputs of 455 and 430hp, coupled to the DT12 automated overdrive transmission, all tucked under a significantly upgraded cab, will do the Japanese brand’s heavy-duty hopes no harm. No harm at all. In fact, Fuso’s heavy-duty opportunities in metro and shorthaul regional roles will be arguably greater than they’ve ever been once the revitalised FP single-drive, FS eight-wheeler and an FV six-wheeler available in both rigid and prime mover form hit the market. ROOSTER ON THE RUN Even with the cab’s colourful camouflage, it was easy enough to recognise the subtle but nonetheless notable changes to the external sheet metal. Structurally, the cab shell is largely unchanged but a redesigned grille and front panel at least provide a more modern appearance than the current crop of Fuso heavies; an appearance further enhanced by an entirely new group of LED headlamps. Importantly, especially for shorthaul distribution applications where drivers are constantly climbing in and out, the step entry level is markedly lower than current models. Most noticeable of all, however, were the mirrors. But don’t worry, this strange array of slim limbs dangling from the front corners high on the cab, coupled to mirror housings obviously ‘borrowed’ from the Mercedes-Benz catalogue, are not standard. They were, in fact, simply adapted for local trials of the new range, replacing the standard Japanese mirrors which arrived with the demo truck. Obviously, says Fuso’s Romesh Rodrigo, mirror mountings and housings entirely suited to local needs and conditions will be used on production models for Australia. Yet from a driver’s perspective, the most appreciable advances are on the inside and again, the family resemblance to the latest Mercedes-Benz models is apparent in many details. And that, of course, can only be a good thing given the extraordinary acceptance of the new Benz breed since its launch two years ago. Similarly, the switchgear, control layout and information systems, which we’ve applauded in numerous test drives of various Mercedes-Benz models over the past few years, particularly for their simpler logic and easier operation compared to European rivals, are entirely evident in the refreshed Fuso. The steering wheel, for instance, is straight from the ‘Book of Benz’, with easily understood control buttons for features such as the vehicle information system and cruise control mounted on the upper arms of the wheel. Also like its Benz brothers, the transmission and engine brake are controlled through a wand on the steering column while, on the other side of the column, there’s a similar wand for indicators, high beam and the like. But unlike its Benz brothers, the wands are on different sides due to the fact that Japan is a right-hand drive country and Europe, of course, is left-hand drive. Either way, the wands provide fingertip control. Somewhat strangely, though, the relatively large expanse between driver and passenger seats is a convoluted collection of cavities and storage bins with the park brake lever mounted where a gear lever would ordinarily sit. Easily reached, for sure, but had the lever been mounted on the dash fascia it would have perhaps opened up the space for more practical use. Anyway, just a personal thought. It is, however, a big stretch to call the area behind the seats a sleeper section even if it does comply with the questionable regulatory dimensions that define an ‘approved’ sleeper berth. Admittedly, the FV is primarily intended for metro and shorthaul regional work but with barely enough room for a half-decent dream, you’d need to be thin as a jockey, about the same height, and have feet the size of a fairy to consider the area anything more than an over-sized parcel shelf. Even so, the new interior layout is streets ahead of Fuso’s existing offering and from the driver’s seat, the only conclusion is that it’s simply a better place to work. As for performance and road manners, there’s not a lot to be gleaned from a few hours striding down the Victorian side of the Hume in a truck with just 6,000km on the clock hauling a gross weight near around 38 tonnes. Besides, with a drivetrain delivering 100 km/h at a thirsty 1,800 rpm, it was far from a typical highway spec. It was, however, a different story through the Melbourne ‘burbs, where the combination of a responsive 455hp engine backed up by 2,200Nm (1,622 lb ft) of torque, pushing into an overdrive transmission and relatively slow 4.625:1 rear axle ratio allowed the Fuso to accelerate freely, comfortably keeping pace with traffic flows and providing easy lift-off on hills. On the other hand, with the engine bawling high in the rev range for most of the run from Albury, it was perhaps predictable that fuel consumption would not be particularly great. Then again, maybe the day’s result of 2.2km/litre (6.2 miles/gallon) wasn’t too bad for a relatively new engine spending most of its day on a linehaul leg with a shorthaul spec. Whatever, it’s worth mentioning the revamped FV will also offer a taller 4.22:1 rear axle ratio, delivering 100 km/h at a more fuel-friendly 1,550 rpm or thereabouts. Meantime, built on a 3,810mm wheelbase and riding on Fuso’s own hefty six-rod mechanical rear suspension, highway road manners of the demo truck left a little to be desired. Normally, Japanese six-rod suspensions ride reasonably well but some sections of the Hume produced a somewhat choppy kick from the back-end while up front it actually felt like shock absorbers weren’t up to the task. Then again, as Fuso’s Romesh Rodrigo emphasised, the new Fusos are still being evaluated and tandem-drive production versions in both prime mover and rigid configurations will offer a Daimler eight-bag rear air suspension as well as the six-rod assembly. SAFER STANDARDS Whereas disc brakes are the norm on Mercedes-Benz models, Fuso is sticking with its existing wedge drum brakes on the new heavies. But the difference this time is that the brakes on the refashioned Fuso will operate on an EBS (electronic) platform rather than the existing pneumatic control system. What’s more, the electronic architecture of the new models allows Fuso to incorporate the same advanced safety systems as those fitted to Mercedes-Benz, including an electronic stability program, active emergency braking, lane departure warning system, active cruise control and a hill-hold function. Furthermore, Fuso’s version of the 10.7-litre engine uses a combination of selective catalytic reduction and exhaust gas recirculation technology along with a diesel particulate filter to meet Japan’s latest emissions requirement, which is said to be even more stringent than the Euro 6 standard. All up, this next generation of Fuso heavies appears to be a substantial and somewhat overdue evolutionary step for the Japanese brand in this country. While its light-duty Canter and medium-duty Fighter models continue to notch sizeable volumes, which keep the name high on Australia’s overall truck market, Fuso’s stake in the heavy sector has generally been modest and perhaps short of its true potential. Take the eight-wheeler market, for example. Fuso has offered an eight-wheeler with a loadsharing twin-steer for the best part of 20 years but, for whatever reason, has never come close to being a significant supplier of eight-wheelers. Market leader Isuzu, on the other hand, has made a motza in the eight-wheeler category since developing a loadsharing twin-steer some five or so years ago. Last year alone, Isuzu delivered almost 650 8x4s. By comparison, Fuso continued to fly under the radar on the delivery of just 73 eight-wheelers. Now, however, with the upcoming introduction of new single-drive, six-wheeler and eight-wheeler models sporting an advanced and lively Daimler engine coupled to a proven drivetrain, and equipped with an improved cab and comprehensive suite of top-shelf safety systems, there appears plenty of opportunity for Fuso to rack up a considerably stronger heavy-duty presence. Sure, the powertrain appears purposefully constrained to avoid a competitive clash with its Benz brothers but that said, the features presented in the early trial unit suggest Fuso’s heavy-duty future is potentially brighter than ever. Maybe the rooster will get to fly after all! .

Volvo Dual Clutch: a clutch of class Steve Brooks, Trade Trucks AU / June 26, 2019 If you think automated transmissions don’t come any smarter or smoother than Volvo’s super-slick I-shift, well, you’ll have to think again following the release of a new ‘Dual Clutch’ version. But are quicker, slicker shifts Volvo’s only motivation for adding the significant cost and complexity of dual-clutch technology? Volvo’s dual clutch system is clever technology. No question. Launched in Sweden in 2014, which suggests any bugs have been well and truly ironed out by now, it remains a world first for heavy-duty trucks. As Volvo declares, "Transmissions with dual clutches are used in cars, but Volvo Trucks is the first and only manufacturer in the world to offer a similar solution for series-produced heavy vehicles." Built on the remarkably, and deservedly, successful I-shift 12-speed transmission, the dual-clutch assembly makes Volvo’s supremely smooth and responsive automated shifter even smoother and more responsive. Some of the time! But how much smoother and how much more responsive? A little or a lot, the answer depends largely on where the truck is and what it’s doing. Like, there were numerous occasions on a recent drive of a 13-litre FH540 B-double outfit when it was difficult to determine if there was any practical difference between this dual clutch version and the standard I-shift gearbox I’ve come to know and admire over many years in many trucks. Not just Volvo trucks either, but in the same transmission’s other identities as the Mack mDrive or UD’s strangely titled Escot. Yet at other times during a busy stint that included hauling the 55-tonne combination up the formidable Toowoomba Range and down the unforgiving Cunningham’s Gap, the spontaneity of shifts through the dual clutch system was nothing short of outstanding. Put simply, in the fluctuating flows of suburban traffic, where any modern automated shifter will routinely deliver multiple skip-shifts as traffic teeters between stop, go, fast and slow, the dual-clutch system showed little, if any, advantage over a standard I-shift. Out in rolling country, though, and particularly where the grades came long and sharp both uphill and down, single-step shifts through the dual clutch system were breathtakingly quick and smooth. Sensationally seamless and, yes, appreciably more responsive than the standard I-shift. Volvo refers to these single-step swaps as ‘power shifting’ – meaning no interruption to power and torque delivery during gear changes – and overall performance of the dual clutch system was effectively just as the press blurb said it would be. Like, "When driving in conditions where it is optimal for the transmission to skip a few gears, the transmission changes gear just like a regular I-shift unit," Volvo’s press statement reads. Conversely, as Volvo Trucks vice-president Tony O’Connell says in the same statement, "I-shift dual clutch … delivers seamless gear changes and uninterrupted engine power to the road when accelerating and climbing or descending tough grades." And again, that’s just how it panned out on a run that started early on a weekday morning from Volvo’s Brisbane North dealership and ended 350km later at Volvo Group’s new headquarters at Wacol on the city’s western edge. Riding shotgun was Volvo Group fuel efficiency manager Matt Wood (yes, the same Woody I’ve shared many travels with in his former life as a truck scribe) who had the 13-litre FH540 perfectly prepared, hooked to a B-double trailer set mounted on wide profile single tyres. DEFINING THE DETAIL With just 1,600km on the clock, peak performance was probably still a few thousand kilometres away but that said, Volvo’s top 13-litre rating was typically lively and certainly not shy when required to dig deep. Even so, this was an exercise primarily designed to showcase the merits of the dual clutch system over a relatively short but demanding route, and ideally, how this form of transmission technology can aid the efficiency and performance of Volvo 13-litre models at 500 and 540hp (373 and 403kW) in either FM or FH forms. At this point it’s worth noting the dual clutch system is not available behind Volvo’s flagship 16-litre models. So what exactly is ‘Dual Clutch’ and how does it work? Its technical name is the SPO2812 transmission, meaning it’s a 12-speed box with input torque capacity of 2,800Nm. Most importantly, though, the ‘O’ signifies an overdrive gearbox whereas the standard I-shift behind the 13-litre engine in linehaul B-double applications is a direct-drive unit. As Volvo puts it, the broad ratio coverage of the overdrive shifter – from a first gear of 11.73:1 to a relatively tall 0.78:1 top slot – provides good lift-off capability and critically at the other end of the spread, fuel efficient engine revs at cruising speed. However, it needs to be also pointed out that this dual-clutch version of I-shift drove into a 3.4:1 rear axle ratio instead of the 3.09:1 final drive typically used behind the direct-drive box in 13-litre linehaul B-double combinations. That means the 13-litre dual clutch derivative uses the same gearbox and diff combination fitted in the vast majority of Volvo 16-litre B-double outfits. Consequently, as our test run revealed, engine speed at 100km/h with the dual-clutch overdrive box is around 1,400rpm. By comparison, the standard direct-drive version of I-shift running through the 3.09:1 diff ratio notches 100km/h at a twitch off 1,600rpm. Therefore, it shouldn’t surprise anyone that a prime goal for the dual clutch layout is to improve the fuel efficiency of 13-litre models in linehaul B-double roles. Anyway, as for the details and actual workings of the I-shift dual clutch system, Volvo says, "I-shift dual clutch can be described as two gearboxes with two clutches, integrated into one unit. "The two [dry type] clutches are connected to two different input shafts, operating independently of each other. Since the gearbox has 12 [forward] gears, one shaft holds the six odd numbered gears while the other holds the six even numbered gears. "During gear changing, the first gearbox is disconnected at the same instant as the second gearbox is connected, so gear changes take place without any interruption in power delivery." POWER SHIFTING! There is, however, a significant exception in ‘power shifting’ availability. It does not operate on the range-change between 6th and 7th gears, which, as most drivers will confirm, is where fast shift speed is generally most beneficial. What’s more, there are significant control components which operate the dual clutch arrangement and in addition to more mechanical parts, add substantially to I-shift’s complexity. As Volvo explains, "The clutches are controlled by the DCCA (Dual Concentric Clutch Actuator), which in turn is pneumatically controlled via the DCVU (Dual Clutch Valve Unit) while another device, the GCU (Gearbox Control Unit) controls gear changing." Predictably, with complexity comes cost but unlike complexity, cost isn’t so easily uncovered in the corporate context. In fact, Volvo’s official response when asked about the price premium for the dual clutch version of I-shift were a couple of rather lame lines about not speaking specifically about price and suggesting, "anyone interested in this unique offering … should contact their nearest Volvo dealer". Following that advice, it seems there’s some ‘wriggle room’ when it comes to price but nonetheless, the dual clutch system won’t come cheap at between $10,000 and $12,000 over the cost of a standard direct-drive I-shift in the 13-litre Volvo. For the driver, however, nothing much has changed in operational terms. There’s a shift lever integrated on the left side of the seat, which has no mechanical contact to the actual transmission, and selecting auto, manual or reverse modes is as easy as pushing the short stick forward or back, with buttons on the side of the lever for fingertip shifts up or down when required. There’s also a button for ‘Economy’ and ‘Performance’ modes, which give the driver the option of engine speeds tailored for fuel economy or, as Volvo states, "when extra engine power is needed". In reality, all ‘Performance’ mode does is increase the engine speed for upshifts made under full throttle. Used correctly, the ‘economy’ and ‘performance’ functions of I-shift can be beneficial but it’s no secret that ‘performance’ mode has become something of a bane for Volvo and some of its customers. There are drivers who simply over-use ‘Performance’ in the mistaken belief of extracting more muscle from the engine – particularly the 13-litre engine – when, in fact, all they’re doing is using more fuel to gain marginally higher engine speeds. In response, and obviously striving to improve fuel returns, Volvo some time ago introduced the option of dash-mounted transmission controls in place of the shift lever, a move which not only deleted ‘economy’ and ‘performance’ modes but also removed the ability to make manual shifts. It’s easy to understand why Volvo developed the lever-less option but in practice, it also negates many of I-shift’s inherent attributes. Fortunately, the ‘Dual Clutch’ test truck had the standard lever arrangement and as the exercise moved into the hard haul up Toowoomba Range before dropping down Cunningham’s, it was in manual mode that the dual clutch system showed its most impressive traits. Before then, of course, came the dawdle out of Brisbane’s northern ’burbs, where it was difficult to recognise the difference between a standard I-shift and its dual clutch counterpart. Sure, there were occasional moments, such as the drag over the Gateway Bridge, when an almost imperceptibly fast single shift suggested what was to come, but for the most part, the run west through morning traffic was just another quiet stroll in another smooth Swede. Likewise, the 13-litre engine was making relatively easy work of its 55-tonne gross weight, cantering comfortably in auto mode. Then again, the I-shift dual clutch transmission is rated to gross weights up to 80 tonnes, so if you’re out to showcase a transmission to its peak ability, why limit the combination to 55 tonnes instead of a B-double’s maximum of 62 tonnes and more? The answer, apparently, is that the majority of linehaul B-double combinations hauling general freight rarely run at peak B-double weights anyway. So, given that a multitude of Volvo 13-litre B-double combinations haul general, 55 tonnes is probably an accurate indicator of real world operation. FLASHBACK In fact, a quick stroll into the recent archives revealed that Volvo’s thinking on its 13-litre model’s preferred place in the B-double business hasn’t changed at all over the past five years or so. For instance, a road test on a 13-litre FH540 B-double in late 2013 – just months after the Australian launch of the new generation FH range – was run at a pinch over 55 tonnes, with Volvo even then making the point that it’s perhaps a typical gross weight for a B-double on general freight. What’s more, the trucks then and now were run over much the same route, except the dual clutch version had a longer stint in the ‘burbs than the previous combination. Either way, the similarities were remarkable except, of course, for the dual clutch system with its different drivetrain and the fact that the earlier outfit at least had a few thousand more kilometres under its belt. Like the previous test unit, the dual clutch Volvo was equipped with a swag of safety and efficiency features including the I-roll function, which under certain conditions puts the transmission into neutral, allowing the engine to coast at idle. The aim, of course, is to save fuel and in the undulations between Brisbane and the foot of the Toowoomba Range, I-roll certainly delivered many bouts of idle time … pardon the pun! On a number of occasions, however, there was a slight ‘bump’ as the transmission re-engaged when the foot went back on the ‘go’ pedal. It wasn’t severe but it was definitely noticeable, at least to this nut behind the wheel, and certainly the first time I can recall anything of this nature in I-shift. Anyway, through the village of Withcott as the range rears up, with ‘Woody’ asserting the benefits of engaging cruise control at 80km/h and leaving the transmission in auto for at least the first half of the climb, the dual clutch system was soon strutting its stuff. Suddenly, it was obvious what all the dual clutch hype was about, with ‘power shifts’ kicking in and each step down the box coming quicker and slicker than anything I’ve ever experienced in an automated box of any kind. Still, as Volvo had already explained, the only exception in power shifting was in the range-change swap from 7th back to 6th. But seriously, the difference was negligible; such is the responsiveness of I-shift generally. Halfway up and onto the saddle between the two climbs, experience determined a move to manual mode to hold the transmission in 6th gear and avoid an untimely and short-lived upshift before the tougher second stage of the ascent. Beyond the saddle and with revs slowly peeling off as the grade grew, a manual swap to 5th went through in another silky smooth instant. Meantime, with engine speed dropping no lower than 1,550rpm on the sharpest pinch, it wasn’t long before an upshift to 6th went through with similarly spectacular speed while near the top, a manual move across the range-change to 7th might have been marginally less instant, but was nonetheless effortless. From here on it was back to auto mode, through Toowoomba’s busy main artery and across the undulating tableland to the top of Cunningham’s Gap before a move down to 5th gear in manual mode for the drop over the lip. Here again, the dual clutch system was every bit as impressive as it had been hauling up the range, delivering spectacularly fast, smooth single shifts, working in concert with flicks through the various stages of engine retardation to provide a safe, effortless descent of an historically difficult and dangerous grade. It just doesn’t get any easier. Then on the run-off, a move back to auto and let I-shift just do its thing for the last leg to Volvo headquarters in Wacol. Simple! CONCLUSION As stated at the start, "Volvo’s dual clutch system is clever technology. No question." In fact, if Volvo’s only goal with the system is to deliver the fastest, smoothest automated gear shifting transmission in the heavy-duty truck business, it has unequivocally succeeded. There is, however, more to it than that and with the move to the same drivetrain – overdrive transmission and 3.4:1 final drive ratio – used in the great majority of its 16-litre B-double combinations, Volvo is obviously aiming to enhance fuel efficiency of its 540hp 13-litre outfit in linehaul B-double duties. Similarly, perhaps, the characteristics of the dual clutch version of I-shift have the potential to at least partially reduce stress on the 13-litre engine in B-double combinations. Still, if enhanced fuel efficiency is indeed a prime goal, does the dual clutch system achieve a gain worthy of the increased cost and complexity? Probably not! Back in late 2013, our FH540 test unit running the standard direct-drive I-shift through a 3.09:1 rear axle ratio, at much the same weight over much the same highly demanding route, returned a fuel figure of 1.72km/litre, or 4.85mpg. By comparison, the overdrive dual clutch unit in this exercise returned a fuel figure of 1.64km/litre (4.63mpg), but given the severity of the route, neither figure is unacceptable. Yet even though the dual clutch truck had a couple of thousand fewer kilometres on the clock and travelled through marginally more traffic, it’s difficult to substantiate any fuel gain with the dual clutch transmission. Most perplexing of all, though, is Volvo’s promotion of the dual clutch option when it has a perfectly good alternative to its 540hp 13-litre model for linehaul B-double work. That option is a 540hp version of its 16-litre engine, which already runs an overdrive I-shift and 3.4:1 rear axle but, for whatever reason, remains a largely understated option in Volvo’s model menu. From the outside looking in, the bigger cubes will almost certainly enhance long-term durability, and doing the job with considerably less stress than its smaller sibling, it’s entirely possible the 16-litre 540 will be better on fuel. Finally, any consideration of the dual clutch option for B-double work should perhaps start with the simple fact that Volvo’s I-shift is still as good as it gets; a supremely successful and immensely intuitive automated shifter which from the moment of its release set a new standard in transmission technology. As for the operational and economic value of ‘Dual Clutch’ … well, maybe it should be contemplated alongside a thought which jumped into the brain as the test truck ran up on a struggling, slower vehicle on the first long pinch up Toowoomba Range: If circumstance decreed a stop on such a severe grade, what would be the better addition to I-shift for a heavily loaded B-double – the dual clutch system or the crawler gear option released late last year? For me, it’d be the crawler gear. Every time! .

Warren Aitken, Owner-Driver / July 4, 2019 Do you want to know the best thing about Roger Preston’s 1976 R700 Mack? It’s the people; the family that now own it again and the man who restored it. Actually, if I’m really honest, the best thing about it is the standard of work that’s gone into the restoration – it’s absolutely top shelf. Nope, sorry, let me change my mind again. It’s not the people or the quality of work; it’s the fact that a 43-year-old truck can still have that ‘new truck’ smell. That is incredibly impressive. Oh who am I kidding; the best thing about Roger Preston’s R700 is the unforgettable sound of the air start – every truck fan knows it, every Mack fan yearns to hear it and on the day I shot this beauty I unashamedly got Roger to move the truck more often than I should have, not to ‘chase the light’ or ‘get a better angle’ as I told him. It was just to hear that Mack-nificant air start whistle. So yes, the best thing is definitely the air start. For the record though, the people, the quality of work and the smell all make the top five. Enough about the reassuring resonance released every time an old Mack starts up (sorry but it really does do it for me). Let’s move onto the people behind this immaculate rig – the man who has restored it to a condition that defies the truck’s 43 years of hard living, Glen Beutel, and the family who’s trucking empire was built on the back of this 375hp (280kW) Trojan of a workhorse: the Prestons. If starting at the very beginning was good enough for Mary Poppins, it’s good enough for me. Roger Preston is the man behind Sydney-Darwin Heavy Haulage, a company he started back in 1974 when he found being a ‘copper’ in the ’70s just wasn’t challenging enough. Before the police force relocated him to Sydney, Roger had been keeping the folks in Dubbo under control. He supplemented his income in those days by driving trucks for local companies after hours, even using his holidays to run to Darwin occasionally in an old Deutz (you may want to Google those, they do not look comfortable). This little dose of the trucking life was enough for Roger to put some serious research into starting his own company when the decision was made to leave the police force. One of the factors behind Roger’s success over the years, and the Preston family in general, is preparation. Roger investigated everything about the industry, running a truck, running a business, running from Sydney to Darwin, everything. So when he went to the bank for a loan to purchase a brand-new Mack truck and 36-foot Fruehauf trailer, they had no problems fronting him the money. Adventurous spirit In 1974, with a brand-new 237hp (177kW) R600, a toolbox full of canned food and a single trailer stacked with timber, Roger headed for Darwin. "After I’d been at it for about three weeks," Roger says, "I realised honestly I knew f#@& all! So, I had to learn, really quick." And he did. Crediting the likes of Ray and Dudley Miller of Sydney-Mt Isa Transport, and Harry Daniels in Sydney, for helping him with lots of answers to his questions, Roger dove head first into his trucking dreams. The arrival in 1976 of the 375hp R700, named ‘Spirit of Adventure II’, came about because of Roger’s inability to count. Now I’m not trying to get anyone into trouble as there were a lot of people in the ’70s that couldn’t count, especially when it came to addition and the adding up of weights that were going on their trailers. Roger’s poor addition skills meant the 10-speed ’box behind the 275hp (205kW) engine was about two gears short of getting Roger over the hills between Katherine and Darwin. Mack got involved and said they would build a truck that would get the job done for Roger – and so the R700 arrived. It was this truck that Roger credits as the foundation on which he built his trucking empire and that would eventually lead to his induction into the Transport Hall of Fame. More than that though, it was a symbol of the strength of his family. When school holidays rolled around the first one in the truck was always Roger’s son, Rod. "It’s a symbol of a lot of things for our family," Rod tells me, 43 years after he first joined his dad in a two-week journey to Darwin. "He was the best provider, the best dad. We never went without because he worked bloody hard!" Rod adds that it’s not just what Roger did in that truck, but it’s what he taught the kids. "He taught us all a good work ethic. That’s a Preston trait. We all know how to make a mile." It was those school holiday trips where Rod learned the ropes and earned his stripes. He learned everything from exhaust brakes to maxi brakes, rolling tarps to tying ropes on his trips in the R700. He also admits his dad took every opportunity to stitch him up as well. "He would say, ‘on this trip all the tyres down the left-hand side of the road train are yours, I’ll look after the right-hand side’. I thought that’s a fair deal, trouble was all the potholes and shit were on the left side." A hearty laugh comes from Roger as Rod recalls this tale. It wasn’t all grunt work though; Rod also learnt to drive in the R700. Though that tale also evokes another burst of laughter from all of us. While Rod had his fair share of moving the truck around the yard in Sydney it was the seven lane-wide sand track out of Cunnamulla where Roger finally let Rod scratch the driving itch and get some road-train experience. Not old enough to drink and hardly able to see over the dash Rod got his chance and after cleaning a few teeth he had the V8 purring. All went well until Rod cried out, "shit dad, here comes a police car what do I do?" In typical Roger fashion he instructed Rod to give him a big wave. He did, so did the cop, and Rod relaxed! The next trip up, however, Roger ran into the local at Wyandra where the cop politely asked if Roger had had any issues with his air-ride seat on his last run. "Christ you’ve got good eyes," Roger replied, "yeah, the valve shit itself and I couldn’t pump it up." The cop’s reply was a knowing "yeah, I thought something like that must have happened." Beer-fuelled plan There were countless stories like these that flowed freely as we discussed the era that formed the Preston legacy, everything from the rolling apple and inconsiderate cow that resulted in ‘The Spirit of Adventure II’ being rebuilt in 1978 after a rollover, to Roger’s ingenious four-axle flattop that eventually got ordered off the road for being well ahead of its time. There are the MasterChef concoctions that were created after all Roger’s tinned food had their labels worn off bouncing around in the toolbox, and the tour of the transport office in the Northern Territory to show Roger his photo in the 10 ‘most wanted’ list. The stories are endless and the one thing that binds them all is the R700. The truck was eventually released from its hard life and headed off for more adventures. Its whereabouts changed as often as its configuration. In 2009 the hunt for the old girl began after a few beers on a Friday night. A bit of a nostalgic night ended up with a plan to find the R700. Like all beer-fuelled plans they sound easier than they are and it was another three years before a lead finally panned out and the truck was located in Alpha, Queensland. Due to unforeseen circumstances it was another year before Roger and Rod made it up there to check out their old ‘Spirit of Adventure.’ As expected, plans went awry again. When the Prestons arrived they found it had been sold to a chap in Toowoomba. That chap was Glen Beutel. While originally disappointed, Rod quickly informs me, "it turned out for the better because Glen is the best restorer that I’ve ever seen". And so we introduce the main instigator in the resurrection of this stunning R700: Glen Beutel. Glen was bitten by the Bulldog passion at a very young age and thankfully never recovered. His dad had Macks, his brothers and uncles all had Macks. With his road train he drove his share as well. At a young age he applied for an apprentice role at Mack in Brisbane but missed out as they’d already filled their quota, so instead Glen opted for a carpentry apprenticeship. With a knack for, and an interest in, restoration Glen was always on the hunt for projects. His self-taught skills grew with every project he undertook. Starting with the rebuild of a genuine Flintstone Mack and working his way through to the restoration of an original Bicentennial Mack. It was this truck that began the rapid interest in Glen’s skills, and it wasn’t long before he was called on for more customer restorations. In fact, three Bicentennials later, including one for Mack Trucks itself, Glen was the go-to man for Mack restorations. His love of the bulldog breed translated into a meticulous job on every build, with an eye for detail and passion for perfection resulting in some outstanding builds. You now understand why Rod was pleased to hear the old family truck had been bought by Glen. Glen’s purchase of the R700 was a must for him, he’d always wanted to restore one but they’re harder to find than a straight banana. When he finally tracked one down, he confirmed that the build number and chassis was the same one that had rolled off the assembly line in 1976 and had been delivered to Roger Preston. Glen was sold, actually the truck was sold, but you get the point. It came to be that not long after Roger and Rod Preston found out they’d been beaten to the post at Alpha they received a phone call from Glen, introducing himself and informing them of his desire to restore their old truck. The Prestons were stoked to say the least and offered to assist Glen anyway they could as Roger still retained all the paperwork associated with the truck since its purchase. Build sheets, purchase orders, parts information, it was all there for Glen to borrow and use to make the restoration accurate. Bear in mind, this was a mammoth effort. In fact, the project took close to three years. The poor ‘Spirit of Adventure II’ was a bit more like ‘Epitaph of the Overworked’ when Glen bought it. The colour was gone, the sleeper was gone, the cab had more rust than walls in some parts. Even the trusty 866 375hp engine had been removed and replaced with a Cat motor. Sheer dedication To see the photos now you have to admire the enormity of what Glen was able to achieve. The big jobs included having to replace the big yellow engine with a rebuilt 866 that Rod had managed to track down. The cab was so far gone it had to be replaced, as well as a new sleeper sourced out of Windora. The R700 still had the two original front fuel tanks but Glen had to find the others. The original bull-bar, bonnet and dash were used so were the original chassis rails, gearbox and diffs. Glen had the truck repainted in Roger’s GMH Eden blue and had it all reupholstered as new. At Roger’s request the interior was repainted gloss just to make it easier to clean and aside from Glen’s personal touch of fitting a Pearl craft steering wheel the truck looks the same as the day Roger picked it up. Not to hammer on about the perfectionist touch in Glen’s work, because the dressed bolts right around speak for that, but I would like to point out a special interior feature of Roger’s R700. It was the first to come out with a vertical Mack stereo, a feature that Glen searched around the world to replace. That, my friends, is dedication to a task. When Glen finished the truck in early 2018, Roger and Rod came up for its unveiling. The result left Roger, a man with more stories than a tabloid newspaper, speechless. He was awestruck. It was a great privilege for me to be there when Rod brought his father up to Toowoomba again. This time more reluctantly, as Roger was there to drive the truck one last time and deliver it down south to the customer that had bought it from Glen. Little did he know that the customer was his son Rod! When Rod handed him the keys it was a true privilege to see the emotion that a 43 year-old 375hp truck can evoke from a man who’s seen and done nearly everything. The smile on Rod’s face as well as the fact that he finally got one over his old man was summed up with his comments when he passed the keys over: "Gotcha!" .

The city bus is a Scania.

Diesel News Australia / July 2019 It’s one of those jobs which can be back breaking, but a display Diesel News came across at the Brisbane Truck Show demonstrated changing brake rotors made easy. The demo model on show made it clear removing hubs and rotors can be made easy with a specialised piece of equipment anyone can use. In a world where workplace health and safety is becoming ever more important and in an industry where a labour shortage is driving further diversification in people working on the floor in workshops, equipment like this are going to become more and more in demand. This system both improves efficiency and also enables a person of any size to be able to handle a heavy task. The BrakeMate system uses an air over hydraulics system to remove the heavy, hard to shift, components from the vehicle. Those same hydraulics can then be used to separate hub and rotor. The equipment also includes a gadget for removing the calliper before removal. Using air over hydraulics, the system virtually eliminates the physical effort involved in an often difficult job. Workshops using the system already are reporting a time saving of 50 per cent as well as the reduced risk of injury and the fact any workshop technician can handle the task. Each stage of the process has been catered for with specific equipment included for each stage in the process, including swapping the discs out. The system is designed and manufactured in Melbourne. It is being manufactured and distributed by Tulip Corporation under license from the original inventor. .

Prime Mover Magazine / July 4, 2019 Volvo Trucks Australia this week confirmed it will introduce new functions to help drivers save fuel even when cruise control is not activated. The launch of an upgraded D13 Euro 5 engine, together with new software, enables fuel savings of up to 3 per cent the company announced. Recent hardware upgrades in Euro 6 Step D technology for the D13 engine by Volvo Trucks globally have been platformed to raise the standards of Euro 5 compliant engines. The process has yielded reductions in internal friction thanks to new cylinder liners and a new V-shaped oil scraper rings. The turbo efficiency has also been improved with the engine management system upgraded to a newer version with better computing capacity. Volvo Torque Assist, a new function added to reduce fuel consumption for long haul transit provides efficient driving during intervals when cruise control has been disabled. Fuel efficiency remained one of the most pressing issues in road transport according to Tony O’Connell Volvo Trucks Australia Vice President of Sales . “Because of this, we want to maximise fuel saving measures, especially when cruise control is not applicable," he said. "I-See, our topography predictive cruise control, is still the best method for optimising fuel use, but it is not always suitable for all specific traffic and weather conditions," said O'Connell. "With Volvo Torque Assist we can still support drivers in such situations." Volvo Torque Assist facilitates greater fuel-efficient driving by automatically adapting the truck’s torque and acceleration in accordance to road topography, the load hauled and speed changes. The function is only active when driving without using cruise control as a complement to I-See. Another supporting function keeps the amount of injected fuel constant after the engine’s ‘green range’ has been passed. Improved fuel economy offsets the slightly compromised performance. A less sensitive pedal, which has been recalibrated, creates a smoother torque development, which, in turn, makes the truck easier to control. “Drivers that are less skilled in economical driving will benefit more than those who already have that driving style,” said O’Connell. “The new software also gives a significant result with heavy loads, many slope changes or large speed variations, while drivers transporting lighter loads with constant speed on flat roads will save less fuel. Our extensive global field tests have actually seen examples of larger potential for fuel savings, than the 3 per cent.” .

Peterbilt Motors Co. Press Release / July 1, 2019 .

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