truck & fleet me april 2014
DESCRIPTION
Keeping your fleet and business moving Commercial vehicles and fleet cars play an absolutely vital role in the region’s development. They are today’s beasts of burden tasked with ensuring the relentless growth of the market continues apace. Truck & Fleet ME is a new monthly magazine that provides you with everything you need to know about purchasing, owning and operating commercial vehicles and fleet. Commercial vehicles prove themselves on the region’s roads daily and Truck & Fleet ME is the only publication dedicated to covering the complete range of commercial vehicles and fleet available in the region.TRANSCRIPT
MIDDLE EAST
CATCHING CABIN FEVER Way s to travel in style
THE VAN GUARD BOXERS IN
THE RINGAT A CANTER Maximum power of 150hp.
SAFETY FIRST
DRIVING CHANGE
MITSUBISHI’S AND DAIMLER’S HOT NEW UpgRADE TO THE FUSO CANTER
004 APRIL 2014
FUSION REACTOR
MAN
Tru
ck &
Bus
Mid
dle
East
and
Afri
ca F
ZE
ww
w.m
an-m
iddl
eeas
t.com
MAN TGS WW - Reliable Technology for ConstructionOptimal engine performance and modern vehicle design increase the efficiency of vehicle operations on site. The MAN TGS WW delivers optimum traction in every situation: starting from 4x2 axle configuration up to 8x8 for extreme construction operations. That is what we call consistently efficient. For more information or visit us online: www.man-middleeast.com
KSAHaji Husein Alireza & Co. Ltd.Tel.: + 966 2 6049 444
KuwaitAl-Ahlia Heavy Vehicle Selling & ImportTel.: + 965 2 483 9210 /1
Iraq (Erbil)Terramar for General Trading LLCTel.: + 964 750 469 6002
JordanIntegrated AutomotiveTel.: + 962 6 5728 400
UAE (Abu Dhabi)Darwish Bin Ahmed & SonsTel.: + 971 2 558 4800
UAE (Dubai)United Motors & Heavy Equipment Co LLCTel: + 971 4 2829080
Lebanon & SyriaTerramar Middle EastTel.: + 961 1 88 5657
OmanArabian Engineering Services LLCTel.: + 968 245 78 000
PakistanMAN Diesel & Turbo Paksitan Ltd.Tel.: + 92 42 353 30091
QatarQatar International AutomobilesTel.: + 974 4603 288
BahrainAhmed Mansoor Al A‘ali Co. BSC (c)Tel.: + 973 1 777 1030
Iraq (Baghdad)Terramar BaghdadTel.: + 964 1537 5249
Transport Worldwide. Powered by MAN.
MAN Truck & Bus
APRIL 2014 TRUCK&FLEET ME 1
CONTENTS
Group Chairman and Founder DomInIc De SouSA
Group Ceo nADeem HooD
Group Coo GInA o’HARA
puBLiShinG direCtor RAZ [email protected] +971 4 375 5483
editoriaL direCtor VIJAYA [email protected] +971 4 375 5472
EDITORIAL
Group editor StePHen [email protected] +971 55 795 8740
internationaL editor StIAn [email protected]
ADVERTISING
CommerCiaL direCtor mIcHAeL [email protected] +971 4 375 5497
SaLeS eXeCutiVeBIPIn [email protected] +971 4 433 2856
DESIGN
art direCtor SImon coBon
Junior GraphiC deSiGner PeRcIVAL mAnALAYSAY
MARKETING
marKetinG manaGer LISA [email protected] +971 4 375 5498
marKetinG aSSiStant BARBARA [email protected] +971 4 375 5499
CIRCULATION & PRODUCTION
CirCuLation and diStriBution manaGerRocHeLLe ALmeIDA [email protected] +971 4 368 1670
dataBaSe and CirCuLation manaGerRAJeeSH [email protected] +971 4 440 9147
produCtion manaGer JAmeS P [email protected] +971 4 440 9146
DIGITAL
diGitaL SerViCeS manaGer tRIStAn tRoY mAAGmA
WeB deVeLoper JoeL AZcunA
PUbLIShED by
Registered at ImPZPo Box 13700Dubai, uAe
tel: +971 4 440 9100Fax: +971 4 447 2409www.cpimediagroup.com
PRINTED by
Printwell Printing Press LLc
© copyright 2014 cPI. All rights reserved
while the publishers have made every effort to ensure the accuracy of all information in this magazine, they will not be held responsible for any errors therein.
MIDDLE EASTA supplement of Cmme
I spoke this month with Al Shirawi’s Lars
Moller, an aftersales manager who genuinely
inspires with his dedication towards improving
the standards of safety and driver capabilities in
the region.
We spoke in depth regarding the
challenges we face in an area where the driver
has traditionally not had to take responsibility
for both the quality of his driving and the condi-
tion of his truck.
As we’re reminded on a daily basis we live
in an ever-more urbanised and crowded place.
Work we put it in now we’ll help ensure that
our roads become as safe as they can be in the
years ahead.
Perhaps most tragically, there has been a sys-
tematic failure to ensure that drivers only need
to introduce a few basic principles to vehicle
care to stop the littering of our highways with
rubber, workshops with broken vehicles and
hospitals with injured road users.
However now is not the time to point fingers
but to be progressive.
With only a few minutes in the morning to
check tyre pressures and in the evening to check
oil levels, preventative measures can ensure
trucks are kept in as good condition as possible.
By giving responsibility perhaps drivers can
learn responsibility and their importance in our
fleets and on our roads.
STEPhEN WhITE
Group editor
time to meAsure up
BIG AND HEAVY
02 / VAns for All seAsonsa guide to the very best on the market.
TRAINING
06 / rAW fusiontruck & Fleet me looks at the new Fuso Canter
and its transmission overhaul.
NETwoRK
10 / JAme Goes to rAK Your monthly guide to what’s going on in the
global and local truck and fleet markets.
HEAVY RoLLERS
12 / sAfetY firstal Shirawi’s Lars moller on why aftersales
doesn’t mean safety afterthoughts.
CABIN TECHNoLoGY
16 / CABin Cruisers truck&Fleet me looks at how new technology in
comfort and control in-cab.
RANGE oVERVIEw
20 / GreAt dAimlersa look at how the history of mercedes is helping
to create a future in distribution.
pARTING SHoT
24 / mono in A floWthe super quick mono supercar rolls into
Flowcrete’s uae showroom.
02
20
06
MAN
Tru
ck &
Bus
Mid
dle
East
and
Afri
ca F
ZE
ww
w.m
an-m
iddl
eeas
t.com
MAN TGS WW - Reliable Technology for ConstructionOptimal engine performance and modern vehicle design increase the efficiency of vehicle operations on site. The MAN TGS WW delivers optimum traction in every situation: starting from 4x2 axle configuration up to 8x8 for extreme construction operations. That is what we call consistently efficient. For more information or visit us online: www.man-middleeast.com
KSAHaji Husein Alireza & Co. Ltd.Tel.: + 966 2 6049 444
KuwaitAl-Ahlia Heavy Vehicle Selling & ImportTel.: + 965 2 483 9210 /1
Iraq (Erbil)Terramar for General Trading LLCTel.: + 964 750 469 6002
JordanIntegrated AutomotiveTel.: + 962 6 5728 400
UAE (Abu Dhabi)Darwish Bin Ahmed & SonsTel.: + 971 2 558 4800
UAE (Dubai)United Motors & Heavy Equipment Co LLCTel: + 971 4 2829080
Lebanon & SyriaTerramar Middle EastTel.: + 961 1 88 5657
OmanArabian Engineering Services LLCTel.: + 968 245 78 000
PakistanMAN Diesel & Turbo Paksitan Ltd.Tel.: + 92 42 353 30091
QatarQatar International AutomobilesTel.: + 974 4603 288
BahrainAhmed Mansoor Al A‘ali Co. BSC (c)Tel.: + 973 1 777 1030
Iraq (Baghdad)Terramar BaghdadTel.: + 964 1537 5249
Transport Worldwide. Powered by MAN.
MAN Truck & Bus
APRIL 2014 TRUCK&FLEET ME 1
CONTENTS
Group Chairman and Founder DomInIc De SouSA
Group Ceo nADeem HooD
Group Coo GInA o’HARA
puBLiShinG direCtor RAZ [email protected] +971 4 375 5483
editoriaL direCtor VIJAYA [email protected] +971 4 375 5472
EDITORIAL
Group editor StePHen [email protected] +971 55 795 8740
internationaL editor StIAn [email protected]
ADVERTISING
CommerCiaL direCtor mIcHAeL [email protected] +971 4 375 5497
SaLeS eXeCutiVeBIPIn [email protected] +971 4 433 2856
DESIGN
art direCtor SImon coBon
Junior GraphiC deSiGner PeRcIVAL mAnALAYSAY
MARKETING
marKetinG manaGer LISA [email protected] +971 4 375 5498
marKetinG aSSiStant BARBARA [email protected] +971 4 375 5499
CIRCULATION & PRODUCTION
CirCuLation and diStriBution manaGerRocHeLLe ALmeIDA [email protected] +971 4 368 1670
dataBaSe and CirCuLation manaGerRAJeeSH [email protected] +971 4 440 9147
produCtion manaGer JAmeS P [email protected] +971 4 440 9146
DIGITAL
diGitaL SerViCeS manaGer tRIStAn tRoY mAAGmA
WeB deVeLoper JoeL AZcunA
PUbLIShED by
Registered at ImPZPo Box 13700Dubai, uAe
tel: +971 4 440 9100Fax: +971 4 447 2409www.cpimediagroup.com
PRINTED by
Printwell Printing Press LLc
© copyright 2014 cPI. All rights reserved
while the publishers have made every effort to ensure the accuracy of all information in this magazine, they will not be held responsible for any errors therein.
MIDDLE EASTA supplement of Cmme
I spoke this month with Al Shirawi’s Lars
Moller, an aftersales manager who genuinely
inspires with his dedication towards improving
the standards of safety and driver capabilities in
the region.
We spoke in depth regarding the
challenges we face in an area where the driver
has traditionally not had to take responsibility
for both the quality of his driving and the condi-
tion of his truck.
As we’re reminded on a daily basis we live
in an ever-more urbanised and crowded place.
Work we put it in now we’ll help ensure that
our roads become as safe as they can be in the
years ahead.
Perhaps most tragically, there has been a sys-
tematic failure to ensure that drivers only need
to introduce a few basic principles to vehicle
care to stop the littering of our highways with
rubber, workshops with broken vehicles and
hospitals with injured road users.
However now is not the time to point fingers
but to be progressive.
With only a few minutes in the morning to
check tyre pressures and in the evening to check
oil levels, preventative measures can ensure
trucks are kept in as good condition as possible.
By giving responsibility perhaps drivers can
learn responsibility and their importance in our
fleets and on our roads.
STEPhEN WhITE
Group editor
time to meAsure up
BIG AND HEAVY
02 / VAns for All seAsonsa guide to the very best on the market.
TRAINING
06 / rAW fusiontruck & Fleet me looks at the new Fuso Canter
and its transmission overhaul.
NETwoRK
10 / JAme Goes to rAK Your monthly guide to what’s going on in the
global and local truck and fleet markets.
HEAVY RoLLERS
12 / sAfetY firstal Shirawi’s Lars moller on why aftersales
doesn’t mean safety afterthoughts.
CABIN TECHNoLoGY
16 / CABin Cruisers truck&Fleet me looks at how new technology in
comfort and control in-cab.
RANGE oVERVIEw
20 / GreAt dAimlersa look at how the history of mercedes is helping
to create a future in distribution.
pARTING SHoT
24 / mono in A floWthe super quick mono supercar rolls into
Flowcrete’s uae showroom.
02
20
06
Load ‘em, stack ‘em
VAN REVIEW
In a competItIve market, vanS offer optIonS to buyerS lookIng for extra Space, optIonal extraS, SImplIcIty and
better fleet fuel economy
2 TRUCK&FLEET ME APRIL 2014
Ford – e-series Ford has always been a marque popular with fleet buyers, and its E-Series cargo van celebrated its 50th anniversary in 2011, signalling its prominance in the cargo sector. Previewing the specs, and it’s not hard to see why the E-Series has made its presence felt in the markets where it is sold, since it offers up to 7,881 litres of available cargo room when configured with the standard double-wall construction. Standard features are a 60/40 split side cargo door, 124.9-litre midship fuel tank, and dual 12-volt powerpoints in the instrument
panel. It is powered by a 6.8L V10 petrol engine, generating 305HP @ 4,250rpm, matched with the TorqShift 5-speed automatic transmission. The E-350 is available as a super duty or super duty extended van: both boast a wheel base of 3,505mm, and while the super duty has a length of 5,504mm, this is boosted by more than half a metre for the extended version. The 1,742kg max payload (4,309 GVW) on the E-350 van is actually slighly larger than on the extended model, but the cargo capacity jumps from 6,734l on the standard model to 7,881L on the extended.
APRIL 2014 TRUCK&FLEET ME 3
VAN REVIEW
ToyoTa – HiaceSince its launch in 1967, Toyota’s HiAce has become one of the top-selling and best known commercial vehicles of all time. Now in its fifth generation, it is available as a wide long-wheelbase wagon, wide super-long-wheelbase high-roof “Grand Cabin”, long-wheelbase van, long-wheelbase high-roof van and a wide super-long-wheelbase high-roof van. The new model has a redesigned cargo area, with a flush-to-floor rear bumper and wide, sliding side door that facilitate manual loading and unloading. The wide and super long body can accommodate a standard cargo palette for direct loading and unloading with a forklift. The vehicle itself is built with a high rigidity body and frame to provide protection in the
event of an impact. It is available either with a 2.7l petrol engine, or 2.5l turbo diesel, mated with a 5-speed manual transmission. Driver friendly features include power steering with a manual tilt column allows the driver to find the most comfortable driving position, and maintain focus without strain, while and the panel-mounted gear shift lever allows pass-through access from either side of the cabin. A small turning radius (5 metres for standard and long body, 6.2m for the wide and super long body) makes it easy to manoeuvre in tight quarters. As can be expected, customers benefit from the core values for which Toyota is known: highly reliable, wide availability of spare parts, and long life coupled with high residual values.
Mercedes Benz has just released a new version of its Sprinter, offering customers even greater range from this versatile van. The Sprinter is one of the largest vans in the market, with a number of size variants, the largest capable of a payload of 2,710kg with a 5 tonne gross combined vehicle weight (GVW). There are options of four different body lengths and three roof heights, with the maximum load compartment height settling in at 214 cm. Cargo capacities range from 8.5m3 (3250 mm wheelbase) up to 15.5m3 over the extra long wheelbase (4325mm), which rises to 17m3 capacity when matched with the the super-high roof. The extra-long panel van has a long overhang, and is really pushing
the upper limits for maximum transport capacity. The turning circle for the compact Sprinter is 12.3 metres, which jumps to 15.6 metres for the longer wheel base. As can be expected for a premium marque, there are numerous engine options, including among them a 2.2 litre petrol engine matched to a 6-speed manual transmission or a fully automated electrohydraulic 5-speed transmission, or diesel engines from 1.8 to 2.2 litre displacement. The Sprinter is also available in a partially glazed load compartment that combines the advantages of a panel van with a minibus, sitting six but retaining a signficant cargo capacity, making it the ideal vehicle for applications requiring a team of people plus large amounts of materials and equipment.
Mercedes Benz – sprinTer
4 TRUCK&FLEET ME APRIL 2014
VAN REVIEW
Hyundai – H-1The Hyundai H-1, also known as the iLoad in some markets, is arguably the most popular model in the Korean manufacturer’s range of commercial vehicles. As is essential in the segment, customers benefit from a wide range of customisation, and while there are a number of carrier options, in its specification as a 3-seater cargo vehicle it is equipped with a 2.4l petrol engine, 5-speed manual transmission, and hydraulic power steer (HPS). The engine makes light of big loads, with 129kW of power and 224 Nm
of torque, and the H1 is a powerful drive even when fully loaded. Combined fuel consumption (city and highway) is 9.2l per 100km. A dual mass flywheel is applied in with the new manual transmission for rear wheel drive to reduce drivetrain noise. Optimised gear ratio and synchro improve fuel economy and makes for a smooth shift drive. Suspension is robust to cope when the vehicle is fully laden, yet remains compliant enough to provide the occupants with a comfortable ride whatever the load or the road conditions.
MitsubisHi – L300Mitsubishi’s L300 has a long history carrying goods, and has appeared over the years in a number of different guises. Today customers are signing up for Japanese-designed quality, with its emphasis on simplicity and reliability. As the cargo-minded Panel Van DX variant (there is also the Minibus DX available), the L300 sports a thrifty-yet-grunty 4-cyclinder, 2 litre petrol engine, or a 2.5 litre diesel. Both options are driven through a 5-speed manual, floor shift transmission, with the
gearshift sitting on a raised panel so it’s closer to the driver’s hand, while the gear ratios are calibrated for a hard-working van needs to move loads and boot up to highway speeds. The standard body has a 4.4 metre length, boosted to 4.8m on the long body version. Turning radius for the standard is 4.5m, or 4.9 for the long body. In terms of space, the long body has internal storage dimensions of 2,735mm x 1,525mm x 1,360mm. The standard wide body gives you a total of 4,285 litres of cargo space, while the LWB offers an impressive 5,520l.
Volkswagen’s Transporter is one of the best selling vans globally, as the German manufacturer cements its place at the forefront of the LCV market. The Transporter comes in a variety of configurations, depending on the desired function, whether working as a people or goods mover. As expected in a European-designed vehicle, drivers are treated to a high degree of cabin comfort and with easy customisability of the driving environment, for better on-the-job performance. As a delivery vehicle, the focus is on a variable load compartment concept. Depending on the wheelbase and roof height, it offers payloads
ranging from 0.8 to 1.4 tonnes and a load compartment volume of 5.8 to 9.3 m3. Space enlarging features include almost-vertical side panels, which enable this volume to be used to the full. Access is guaranteed since the vehicle, whether long or short wheelbase, or medium high or high roof, can be combined with a number of different door types. While many fleet operators that regularly have to drive off-road in rough conditions will elect for a Ute or pickup vehicle, the Transporter can be specified with optional permanent 4MOTION all-wheel drive, which works to distribute power to the front and rear axle when driving on uneven surfaces.
VoLkswagen – transporter
4 TRUCK&FLEET ME APRIL 2014
VAN REVIEW
Hyundai – H-1The Hyundai H-1, also known as the iLoad in some markets, is arguably the most popular model in the Korean manufacturer’s range of commercial vehicles. As is essential in the segment, customers benefit from a wide range of customisation, and while there are a number of carrier options, in its specification as a 3-seater cargo vehicle it is equipped with a 2.4l petrol engine, 5-speed manual transmission, and hydraulic power steer (HPS). The engine makes light of big loads, with 129kW of power and 224 Nm
of torque, and the H1 is a powerful drive even when fully loaded. Combined fuel consumption (city and highway) is 9.2l per 100km. A dual mass flywheel is applied in with the new manual transmission for rear wheel drive to reduce drivetrain noise. Optimised gear ratio and synchro improve fuel economy and makes for a smooth shift drive. Suspension is robust to cope when the vehicle is fully laden, yet remains compliant enough to provide the occupants with a comfortable ride whatever the load or the road conditions.
MitsubisHi – L300Mitsubishi’s L300 has a long history carrying goods, and has appeared over the years in a number of different guises. Today customers are signing up for Japanese-designed quality, with its emphasis on simplicity and reliability. As the cargo-minded Panel Van DX variant (there is also the Minibus DX available), the L300 sports a thrifty-yet-grunty 4-cyclinder, 2 litre petrol engine, or a 2.5 litre diesel. Both options are driven through a 5-speed manual, floor shift transmission, with the
gearshift sitting on a raised panel so it’s closer to the driver’s hand, while the gear ratios are calibrated for a hard-working van needs to move loads and boot up to highway speeds. The standard body has a 4.4 metre length, boosted to 4.8m on the long body version. Turning radius for the standard is 4.5m, or 4.9 for the long body. In terms of space, the long body has internal storage dimensions of 2,735mm x 1,525mm x 1,360mm. The standard wide body gives you a total of 4,285 litres of cargo space, while the LWB offers an impressive 5,520l.
Volkswagen’s Transporter is one of the best selling vans globally, as the German manufacturer cements its place at the forefront of the LCV market. The Transporter comes in a variety of configurations, depending on the desired function, whether working as a people or goods mover. As expected in a European-designed vehicle, drivers are treated to a high degree of cabin comfort and with easy customisability of the driving environment, for better on-the-job performance. As a delivery vehicle, the focus is on a variable load compartment concept. Depending on the wheelbase and roof height, it offers payloads
ranging from 0.8 to 1.4 tonnes and a load compartment volume of 5.8 to 9.3 m3. Space enlarging features include almost-vertical side panels, which enable this volume to be used to the full. Access is guaranteed since the vehicle, whether long or short wheelbase, or medium high or high roof, can be combined with a number of different door types. While many fleet operators that regularly have to drive off-road in rough conditions will elect for a Ute or pickup vehicle, the Transporter can be specified with optional permanent 4MOTION all-wheel drive, which works to distribute power to the front and rear axle when driving on uneven surfaces.
VoLkswagen – transporter
6 TRUCK&FLEET ME april 2014
Overview
transmission that had such a bad attitude to hard work that you always wondered whether it really should have enrolled into teacher college like it wanted to.
In an age where we’re told that a mobile phone is powerful enough to take man to the moon, we should also expect more out of an on-board management system that left you wondering whether it would let the truck get out of the workshop after the latest failure of said transmission or fuel injector or gaskets or…well,
Mitsubishi’s Fuso range has long been a popular run-around in the lighter end of the market but left some owners cold when it was last revised.
While it has always been a cheap and cheerful option, the 7.5t 2012 edition rolled-out with more baggage than an A380 pilot with an itinerant father going through a messy divorce. Chief among the grievances was a frustrating
you get the point. So we come to the new 8.55t Fuso Canter,
a leap into the medium class with the promise of a sizeable and flexible chassis and - fingers crossed – reliability.
While the 9C15/9C18 – as the new weight variant is known – has already been released in a number of markets such as Europe, Australia and New Zealand, Mitsubishi is plugging the 8.55t Canter as an ideal inductee in other international markets.
Hot FusionMistubishi has unveiled the new and updated Fuso Canter. it’s a radiCal overhaul oF an old Favourite
OvERviEw
6 TRUCK&FLEET ME april 2014
6 TRUCK&FLEET ME april 2014
Overview
transmission that had such a bad attitude to hard work that you always wondered whether it really should have enrolled into teacher college like it wanted to.
In an age where we’re told that a mobile phone is powerful enough to take man to the moon, we should also expect more out of an on-board management system that left you wondering whether it would let the truck get out of the workshop after the latest failure of said transmission or fuel injector or gaskets or…well,
Mitsubishi’s Fuso range has long been a popular run-around in the lighter end of the market but left some owners cold when it was last revised.
While it has always been a cheap and cheerful option, the 7.5t 2012 edition rolled-out with more baggage than an A380 pilot with an itinerant father going through a messy divorce. Chief among the grievances was a frustrating
you get the point. So we come to the new 8.55t Fuso Canter,
a leap into the medium class with the promise of a sizeable and flexible chassis and - fingers crossed – reliability.
While the 9C15/9C18 – as the new weight variant is known – has already been released in a number of markets such as Europe, Australia and New Zealand, Mitsubishi is plugging the 8.55t Canter as an ideal inductee in other international markets.
Hot FusionMistubishi has unveiled the new and updated Fuso Canter. it’s a radiCal overhaul oF an old Favourite
OvERviEw
6 TRUCK&FLEET ME april 2014 april 2014 TRUCK&FLEET ME 7
Overview
The vehicle offers the same cost efficiency as in its light-duty incarnation, with an increase in loading capacity and optimum distribution that comes with the jump up to the medium-duty class.
The Fuso Canter – Mitsubishi describes it as “the manoeuvrable payload star among light-duty trucks” – is entering the 2014 model year with a host of features, including an engine brake with a braking power of 50 kW, the Electronic Stability Program (ESP), ABS and
electronic brake proportioning also now form part of the standard specification.
For the Japanese company, it’s a new top-of-the-range weight variant with a permissible gross vehicle weight of 8.55 t allows for chassis payloads of up to six tonnes, and, it claims, sets the new benchmark in this weight class.
The Canter 9C15/9C18 features as standard the ‘Duonic’ automated dual clutch transmission. Mitsubishi has been introducing Duonic to its Canter vehicles since 2011 and
almost half the range now has the six-speed system installed. Mitsubishi is claiming that the Canter represents a strong return on investment and the Duonic transmission is the beating heart of this promise. According to the manufacturer, Duonic reduces fuel consumption, is gentle on the engine and other major components.
The Duonic dual clutch transmission is based on a six-speed manual transmission with two hydraulic wet clutches and electronic control.
OvERviEw
april 2014 TRUCK&FLEET ME 7
8 TRUCK&FLEET ME april 2014
Overview
A major advantage is that the next gear is already engaged whilst driving, so gearshifts are extremely fast, without any interruption in power flow, and completely smooth. Manual intervention is possible at all times. The transmission has a crawler function for manoeuvring and a parking position.
“Canter Euro is the first truck to feature a Duonic dual-clutch Automated Manual Transmission (AMT),” says Mitsubishi. “The principle is a transmission that gives you the control of a manual, with the ease of use of an automatic. The result is the smoothest transmission you’ve ever experienced, longer clutch life and better efficiency. This is kind of innovation that puts Canter Euro – and you – way out in front.”
Much more visible is the wide 'C' (comfort) cab. The vehicles are available with efficient 3.0-litre engines with outputs of 110 kW (150 hp) and 129 kW (175 hp). Also forming part of the standard specification are an engine brake with a braking power of 50 kW, the Electronic Stability Program (ESP), ABS and an electronic brake proportioning.
“Because new canter euro is up to 350kg lighter than previous models – and lighter than other Japanese vehicles in its class – you can take Bigger loads”
“Canter has always been famously comfortable. Now it’s packed with more interior features that make driving simple, comfortable and safe,” claims the manufacturer. “The cab’s easier to traverse. The short-throw gearshift is on the dashboard, in easy reach. The doors open wider. There’s lots of storage space. It simply must be experienced from behind the fully adjustable steering wheel to be believed.”
“Because new Canter Euro is up to 350kg lighter than previous models – and lighter than other Japanese vehicles in its class – you can take bigger loads,” says Mitsubishi. “The smooth shift makes the clutch and your fuel last longer. The new engine gets the job done more efficiently. Better yet, service intervals are now 30,000km for less down time. As you can see, new Canter Euro also makes accountants very comfortable.”
The standard-fit “Ecofficiency” package comprises a variety of measures designed to reduce consumption, such as higher injection pressures of 2000 bar, the use of fuel-efficient engine oil, engine start/stop function and longer axle ratios.
The all-wheel-drive Canter 4x4 is fitted with a reduction gear and boasts a slope climbing ability of up to 60 percent.
april 2014 TRUCK&FLEET ME 9
Overview
TWIN TRANSMISSIONThe Duonic dual-clutch transmission is
one of the new Fuso Canter’s outstanding
technical innovations: it is the first truck
in the world to feature this technology. In
addition to lower fuel consumption, the
direct-shift transmission, well known from
its use in passenger cars, causes less wear
to auxiliary equipment, reduces the burden
on the driver, particularly on short trips, and
combines the convenience benefits of an
automatic transmission with the economy
of a manual transmission.
The compact Duonic dual-clutch
transmission is based on a mechanical
six-gear manual transmission, with two
hydraulic wet clutches and electronic
control. The two maintenance-free clutches
are arranged concentrically and integrated
into the gearbox housing. Clutch number
one is used for forward gears one, three
and five, while clutch two handles gears
two, four and six. The great advantage of
a dual-clutch transmission is that the next
gear is already engaged while driving,
allowing extremely fast and completely
smooth gear shifting.
In comparison with a standard automatic
transmission with torque converter, the
Duonic dual-clutch transmission with wear-
free clutch offers significant advantages:
gear changing is more comfortable, since
it is completely smooth and there is no
interruption in the flow of power. The
inevitable torque losses of an automatic
transmission are also eliminated.
The Duonic transmission gives you the control of a manual, with the ease of use of an automatic. The result is the smoothest transmission you’ve ever experienced, says Mitsubishi.
The variants with a permissible gross vehicle weight above 6.5 t and rated at 110 kW (150 hp) and 129 kW (175 hp) additionally feature tyres with optimised rolling resistance and an enhanced diesel particulate filter.
These engine variants make use of BlueTec 6 by means of an SCR catalytic converter in Europe.
As the top-of-the-range weight variant, the new Fuso Canter 9C15/9C18 has a permissible gross vehicle weight of 8.55 t and a chassis payload of up to six tonnes.
A further innovation is incorporated into the all-wheel-drive Canter 4x4, which is now fitted as standard with a reduction gear and therefore boasts a slope climbing ability of up to 60 percent.
The all-wheel drive is engageable and helps to save fuel in everyday applications as a 4x2 system. In addition, the Canter 4x4 is equipped with a self-locking rear axle differential of up to 70 percent as well as a 50 kW engine brake.
The new features for the Canter 2014 model
year are rounded off with a wide-angle mirror, available as an optional extra and recommended especially for wide bodies, such as box bodies and similar.
The Fuso Canter is the very embodiment of the compact truck and features a high degree of manoeuvrability, permissible gross vehicle weights of 3.5 t to 8.55t, high payloads, a wide range of variants with 4x2 and 4x4 drives, hybrid drive, automated dual clutch transmission, three cab variants, six wheelbases, three power take-offs, and a uniform frame hole pattern to allow mounting of the widest variety of bodies.
“We’ve gone back to the drawing board. We’ve identified the key areas where our innovation can make the biggest difference to the performance of both truck and business. The result is a vehicle that offers more power, bigger payloads, better efficiency, fewer emissions, enhanced comfort and less down time. One truck has never delivered so much.”
NeW CANTeR NeW eNgINeThe new 160PS and 180PS engines build on Canter’s already robust reputation for power and
efficiency. Fuel is injected and burnt more efficiently; power is drawn from the engine more
completely using turbo and Exhaust Gas Recirculation systems.
SpeCIfICATIONSCanter 9C15, 8.55 t perm. GVW, Euro VI, Comfort cab
l Output 110 kW (150 hp)
l Duonic dual clutch transmission
l Wheelbase 3400/3850/4300 mm
Canter 9C18, 8.55t perm. GVW, Euro VI, Comfort cab
l Output 129 kW (175 hp)
l Duonic dual clutch transmission
l Wheelbase 3400/3850/4300/4750mm
8 TRUCK&FLEET ME april 2014
Overview
A major advantage is that the next gear is already engaged whilst driving, so gearshifts are extremely fast, without any interruption in power flow, and completely smooth. Manual intervention is possible at all times. The transmission has a crawler function for manoeuvring and a parking position.
“Canter Euro is the first truck to feature a Duonic dual-clutch Automated Manual Transmission (AMT),” says Mitsubishi. “The principle is a transmission that gives you the control of a manual, with the ease of use of an automatic. The result is the smoothest transmission you’ve ever experienced, longer clutch life and better efficiency. This is kind of innovation that puts Canter Euro – and you – way out in front.”
Much more visible is the wide 'C' (comfort) cab. The vehicles are available with efficient 3.0-litre engines with outputs of 110 kW (150 hp) and 129 kW (175 hp). Also forming part of the standard specification are an engine brake with a braking power of 50 kW, the Electronic Stability Program (ESP), ABS and an electronic brake proportioning.
“Because new canter euro is up to 350kg lighter than previous models – and lighter than other Japanese vehicles in its class – you can take Bigger loads”
“Canter has always been famously comfortable. Now it’s packed with more interior features that make driving simple, comfortable and safe,” claims the manufacturer. “The cab’s easier to traverse. The short-throw gearshift is on the dashboard, in easy reach. The doors open wider. There’s lots of storage space. It simply must be experienced from behind the fully adjustable steering wheel to be believed.”
“Because new Canter Euro is up to 350kg lighter than previous models – and lighter than other Japanese vehicles in its class – you can take bigger loads,” says Mitsubishi. “The smooth shift makes the clutch and your fuel last longer. The new engine gets the job done more efficiently. Better yet, service intervals are now 30,000km for less down time. As you can see, new Canter Euro also makes accountants very comfortable.”
The standard-fit “Ecofficiency” package comprises a variety of measures designed to reduce consumption, such as higher injection pressures of 2000 bar, the use of fuel-efficient engine oil, engine start/stop function and longer axle ratios.
The all-wheel-drive Canter 4x4 is fitted with a reduction gear and boasts a slope climbing ability of up to 60 percent.
april 2014 TRUCK&FLEET ME 9
Overview
TWIN TRANSMISSIONThe Duonic dual-clutch transmission is
one of the new Fuso Canter’s outstanding
technical innovations: it is the first truck
in the world to feature this technology. In
addition to lower fuel consumption, the
direct-shift transmission, well known from
its use in passenger cars, causes less wear
to auxiliary equipment, reduces the burden
on the driver, particularly on short trips, and
combines the convenience benefits of an
automatic transmission with the economy
of a manual transmission.
The compact Duonic dual-clutch
transmission is based on a mechanical
six-gear manual transmission, with two
hydraulic wet clutches and electronic
control. The two maintenance-free clutches
are arranged concentrically and integrated
into the gearbox housing. Clutch number
one is used for forward gears one, three
and five, while clutch two handles gears
two, four and six. The great advantage of
a dual-clutch transmission is that the next
gear is already engaged while driving,
allowing extremely fast and completely
smooth gear shifting.
In comparison with a standard automatic
transmission with torque converter, the
Duonic dual-clutch transmission with wear-
free clutch offers significant advantages:
gear changing is more comfortable, since
it is completely smooth and there is no
interruption in the flow of power. The
inevitable torque losses of an automatic
transmission are also eliminated.
The Duonic transmission gives you the control of a manual, with the ease of use of an automatic. The result is the smoothest transmission you’ve ever experienced, says Mitsubishi.
The variants with a permissible gross vehicle weight above 6.5 t and rated at 110 kW (150 hp) and 129 kW (175 hp) additionally feature tyres with optimised rolling resistance and an enhanced diesel particulate filter.
These engine variants make use of BlueTec 6 by means of an SCR catalytic converter in Europe.
As the top-of-the-range weight variant, the new Fuso Canter 9C15/9C18 has a permissible gross vehicle weight of 8.55 t and a chassis payload of up to six tonnes.
A further innovation is incorporated into the all-wheel-drive Canter 4x4, which is now fitted as standard with a reduction gear and therefore boasts a slope climbing ability of up to 60 percent.
The all-wheel drive is engageable and helps to save fuel in everyday applications as a 4x2 system. In addition, the Canter 4x4 is equipped with a self-locking rear axle differential of up to 70 percent as well as a 50 kW engine brake.
The new features for the Canter 2014 model
year are rounded off with a wide-angle mirror, available as an optional extra and recommended especially for wide bodies, such as box bodies and similar.
The Fuso Canter is the very embodiment of the compact truck and features a high degree of manoeuvrability, permissible gross vehicle weights of 3.5 t to 8.55t, high payloads, a wide range of variants with 4x2 and 4x4 drives, hybrid drive, automated dual clutch transmission, three cab variants, six wheelbases, three power take-offs, and a uniform frame hole pattern to allow mounting of the widest variety of bodies.
“We’ve gone back to the drawing board. We’ve identified the key areas where our innovation can make the biggest difference to the performance of both truck and business. The result is a vehicle that offers more power, bigger payloads, better efficiency, fewer emissions, enhanced comfort and less down time. One truck has never delivered so much.”
NeW CANTeR NeW eNgINeThe new 160PS and 180PS engines build on Canter’s already robust reputation for power and
efficiency. Fuel is injected and burnt more efficiently; power is drawn from the engine more
completely using turbo and Exhaust Gas Recirculation systems.
SpeCIfICATIONSCanter 9C15, 8.55 t perm. GVW, Euro VI, Comfort cab
l Output 110 kW (150 hp)
l Duonic dual clutch transmission
l Wheelbase 3400/3850/4300 mm
Canter 9C18, 8.55t perm. GVW, Euro VI, Comfort cab
l Output 129 kW (175 hp)
l Duonic dual clutch transmission
l Wheelbase 3400/3850/4300/4750mm
10 TRUCK&FLEET ME April 2014
NETWORK
YOUR MONTHLY GUIDE TO THE MIDDLE EAST’S TRUCK AND FLEET OPERATOR NETWORK
ChANgEs TO Us TRUCK EmissiONs WiLL sAvE AbOUT 530 miLLiON bARRELs OF OiL — mORE ThAN WhAT is imPORTED ANNUALLy FROm sAUDi ARAbiA — AND REDUCE gREENhOUsE gAs EmissiONs by 270 miLLiON mT.
NETWORK 04 14
GCC countries are becoming increasingly-attractive markets for the automobile industry, thanks to sustained economic growth rates and continued government-driven investment on transport and logistics infrastructure.
According to Frost & Sullivan, vehicle sales in the GCC countries are set on a high-growth path. Sales of cars and pick-ups are estimated to record a compound annual growth rate, or CAGR, of 5.9% in the period 2012-17 to reach 1.66 million units. Trucks and buses sales are set to rise at 8.7% annually over the same period to reach 155,000 units. Saudi Arabia and the UAE are the largest markets in the GCC in terms of vehicles on the road. According to Frost & Sullivan, the total number of registered cars and pick-ups in the GCC is expected to record a CAGR of 6.3 per cent in 2012-17 to total 16.36 million units in 2017.
Over the same period, the number of trucks and buses on the road is expected to reach 1.42 million in 2017, recording a CAGR of 6.9% in the same period.
COMMERCIAL vEHICLES SET TO RISE IN 2014
Juma Al Majid Establishment (JAME), the sole distributor of Hyundai Motors in the UAE, has landed a deal worth $8 million with one of Ras Al Khaimah government companies to supply a fleet of 84 heavy duty trucks. The vehicles will form a core component of its transport and logistical fleet/convoy to serve the first phase of a major construction project soon to commence in the emirate of Ras Al Khaimah.
“Hyundai has established its name in the UAE as a producer of technologically-advanced, luxurious, yet highly affordable passenger cars. This latest deal will cement its reputation as a manufacturer of quality commercial vehicles, the first choice for construction organisations that require high quality transportation which is capable of handling the most demanding
projects,” said Walaa Diab, National Sales Manager, Heavy-Duty Trucks Hyundai UAE.
Hyundai UAE’s commercial vehicle segment is growing steadily with the newly-signed RAK government affiliate contract and other new rewarding contracting deals coming in. The growth also complements Hyundai UAE’s passenger vehicle sales, which has witnessed year-over-year increase since it partnered with Juma Al Majid Est. in 1983.
“Hyundai has a reputation of making heavy-duty trucks that customers can trust; persistent improvements strengthen the brand’s reputation. The commercial fleet is enjoying model versatility and competitive prices, which is directly linked with improving customer confidence and long-term business relationship.”
JAME scorEs Multi-Million rAK dEAl
84 heavy duty trucks are being supplied for
transportation uses.
Changes to Us trUCk emissions will save aboUt 530 million barrels of oil — more than what is imported annUally from saUdi arabia — and redUCe greenhoUse gas emissions by 270 million mt.
NETWORK
taxi drivers: “speed penalties too mUCh” Taxi drivers in the UAE capital of Abu Dhabi
have criticised new rules aimed to reducing
the number of accidents in the emirate.
The Centre for Regulation of Transport by Hire
Cars has introduced the regulations in a bid
to lower the incidents involving taxis by 50%.
In a sweeping reform of the regulations and
penalties governing taxi driver behavior they
now face dismissal if they are involved in three
accidents in a calendar year.
Other offences introduced include
accumulating 24 or more black points in one
calendar year, jumping a red light, driving
under the influence of alcohol, drugs or similar
substances, not stopping after causing an
accident and reckless driving. Drivers who
exceed the speed limit will now only receive
one warning per day. The drivers’ maximum
number of working hours will be electronically
set to not exceed eight hours per day as
“Hired” status. The “Traffic Safety & Security”
initiative was launched as part of Gulf Traffic
Week held at the beginning of March.
US President Barack Obama used a visit to a major grocery chain last mont to make a pledge to set new fuel standards for trucks in the United States “so we can keep driving down oil and imports and what we pay at the pump.”
The president ordered the Environmental Protection Agency and Transportation Department’s National Highway Traffic Safety Administration to develop and issue new fuel-efficiency and greenhouse gas standards by March 31, 2016.
“The goal we are setting is ambitious,” Obama said of his plans to set new fuel standards. “But these are areas where ambition has worked out really well for us so far.”
Although heavy-duty vehicles account for just 4% of registered vehicles on the road in the USA, they account for approximately 25% of road-fuel use and greenhouse gas emissions coming from the transportation sector.
The star of a VIP event to mark the opening of
Automobili Lamborghini’s Abu Dhabi showroom
was its newest supercar, the Huracan LP-610. The
model is a replacement for the Gallardo. Under
the hood is a 5.2-litre, 610bhp V10 that transmits
power through a new seven-speed dual-clutch
transmission. The Huracan can go from 0-100kh in
3.2 seconds and its top speed is 325kph.
International Heavy Equipment (IHE) LLC, part of the Zubair Automotive Group and one of the largest construction machinery sellers in the Sultanate of Oman, has added lift truck
manufacturer Jungheinrich to its stable of brands. Ram Mohan, IHE general manager, noted
that Jungheinrich is considered as one of the world’s leading brands in the material handling equipment, warehousing and material flow engineering sectors, as well as the European leader in warehousing technology.
Jungheinrich offers a full range of forklifts, load lifters and specialized products and services for materials handling. Rather than taking the “one size fits all” approach, the brand focuses on providing the best solution for the long-term profitability of an enterprise, a trait shared by IHE, said Mohan.
IHE paRTNERs WITH JuNgHEINRIcH IN OmaN
Obama steps in On truck fuel efficiency
lamborghini opensabU dhabi showroom
the new rules for abu dhabi cabbies:
• Other offences introduced that are now
grounds for dismissal include
• Dismissal if 24 or more black points
accumulated in one calendar year
• Penalties for jumping a red light
• Dismissal for driving under the influence of
alcohol, drugs or similar substances
• Dismissal for not stopping after causing an
accident and reckless driving.
• Drivers who exceed the speed limit will now
only receive one warning per day. If they
speed a second time, they will be fined.
• If a driver exceeds the speed limit by 20
km/h, the meter will shut down immediately
and the driver will be investigated.
• The drivers’ maximum number of working
hours will be electronically set to not exceed
eight hours per day as “Hired” status.
Changes to Us trUCk emissions will save aboUt 530 million barrels of oil — more than what is imported annUally from saUdi arabia — and redUCe greenhoUse gas emissions by 270 million mt.
NETWORK
taxi drivers: “speed penalties too mUCh” Taxi drivers in the UAE capital of Abu Dhabi
have criticised new rules aimed to reducing
the number of accidents in the emirate.
The Centre for Regulation of Transport by Hire
Cars has introduced the regulations in a bid
to lower the incidents involving taxis by 50%.
In a sweeping reform of the regulations and
penalties governing taxi driver behavior they
now face dismissal if they are involved in three
accidents in a calendar year.
Other offences introduced include
accumulating 24 or more black points in one
calendar year, jumping a red light, driving
under the influence of alcohol, drugs or similar
substances, not stopping after causing an
accident and reckless driving. Drivers who
exceed the speed limit will now only receive
one warning per day. The drivers’ maximum
number of working hours will be electronically
set to not exceed eight hours per day as
“Hired” status. The “Traffic Safety & Security”
initiative was launched as part of Gulf Traffic
Week held at the beginning of March.
US President Barack Obama used a visit to a major grocery chain last mont to make a pledge to set new fuel standards for trucks in the United States “so we can keep driving down oil and imports and what we pay at the pump.”
The president ordered the Environmental Protection Agency and Transportation Department’s National Highway Traffic Safety Administration to develop and issue new fuel-efficiency and greenhouse gas standards by March 31, 2016.
“The goal we are setting is ambitious,” Obama said of his plans to set new fuel standards. “But these are areas where ambition has worked out really well for us so far.”
Although heavy-duty vehicles account for just 4% of registered vehicles on the road in the USA, they account for approximately 25% of road-fuel use and greenhouse gas emissions coming from the transportation sector.
The star of a VIP event to mark the opening of
Automobili Lamborghini’s Abu Dhabi showroom
was its newest supercar, the Huracan LP-610. The
model is a replacement for the Gallardo. Under
the hood is a 5.2-litre, 610bhp V10 that transmits
power through a new seven-speed dual-clutch
transmission. The Huracan can go from 0-100kh in
3.2 seconds and its top speed is 325kph.
International Heavy Equipment (IHE) LLC, part of the Zubair Automotive Group and one of the largest construction machinery sellers in the Sultanate of Oman, has added lift truck
manufacturer Jungheinrich to its stable of brands. Ram Mohan, IHE general manager, noted
that Jungheinrich is considered as one of the world’s leading brands in the material handling equipment, warehousing and material flow engineering sectors, as well as the European leader in warehousing technology.
Jungheinrich offers a full range of forklifts, load lifters and specialized products and services for materials handling. Rather than taking the “one size fits all” approach, the brand focuses on providing the best solution for the long-term profitability of an enterprise, a trait shared by IHE, said Mohan.
IHE paRTNERs WITH JuNgHEINRIcH IN OmaN
Obama steps in On truck fuel efficiency
lamborghini opensabU dhabi showroom
the new rules for abu dhabi cabbies:
• Other offences introduced that are now
grounds for dismissal include
• Dismissal if 24 or more black points
accumulated in one calendar year
• Penalties for jumping a red light
• Dismissal for driving under the influence of
alcohol, drugs or similar substances
• Dismissal for not stopping after causing an
accident and reckless driving.
• Drivers who exceed the speed limit will now
only receive one warning per day. If they
speed a second time, they will be fined.
• If a driver exceeds the speed limit by 20
km/h, the meter will shut down immediately
and the driver will be investigated.
• The drivers’ maximum number of working
hours will be electronically set to not exceed
eight hours per day as “Hired” status.
12 TRUCK&FLEET ME APRIL 2014
HIGH ROLLERS
A MAn ona missionT&FME Talks To lars MollEr, GEnEral ManaGEr – aFTErMarkET aT al shirawi abouT his dETErMinaTion To sEE a chanGE in how wE look aT saFETy
APRIL 2014 TRUCK&FLEET ME 13
HIGH ROLLERS
Moments into our conversation Lars Moller Al Shirawi’s general manager, aftermarket touches upon one of the biggest obstacles for introducing change.
“The market is very, very conservative,” he muses. “Many customers are afraid to change.”
Moller’s vast experience – he has spent a decade and a half in the region alone – has taught him that customers like their vehicles to be stripped down and as simple to run as possible. With load restrictions far higher than the countries the trucks are produced in, operators are often pushing their vehicles to the limit.
UAE law permits 15 tonnes per axle which is twice as much as you might expect in Europe for instance. A haul of 100-plus tonnes is not unusual in the Emirates but is much larger than the 45 tonne maximum in the UK or even the generous 62 tonnes permissible on the wide open roads of Canada. Fleet operators may balk at adopting the latest in truck technology but as Moller puts it they still want to “carry the heaviest possible load.”
He continues: “We run completely different specifications to what the guys do in Europe.
Take the gross combination weights around here, they are ridiculously high. A general specification would carry 110-112t per combination in weight. If you exceed 60t in Europe you are a bad guy. The specifications by the manufacturers are done up to 90t.
“These vehicles can actually do it but the trucks, and the trailers especially, are generally not especially well maintained.”
While there are load restrictions in place, he argues that they are not always rigorously enforced. However it is the operators and drivers themselves that are behaving irresponsibly when it comes to hauling.
“Speeds are generally too high and the quality of drivers…” he pauses before carefully selecting his next words. “Gives room for plenty of improvement. Put all of that together and it becomes quite scary.”
Moller’s office overlooks Al Shirawi’s workshop in Al Barsha, Dubai’s industrial hub and de-facto home to the city’s truck suppliers as well as many of its biggest fleet owners. In his role, he says he has seen many horrors when it comes to the state of the vehicles arriving at the facility. Much of his frustration stems from operators not following simple preventative maintenance
procedures and avoiding costly mistakes and repairs. The net results of which harm balance sheets and more importantly endanger the lives of other road users. He recalls an incident ten years ago, when he was overtaken by a truck tyre on the UAE arterial Sheikh Zayed Road heading towards the capital Abu Dhabi.
“It came on the inside, I was in the middle lane. All of a sudden I look in the rearview mirror and I see a wheel coming. They’re fast and they’re pretty heavy. The combination on impact would have smashed the car. I managed to steer away from it. That was not fun. It gives you a reminder that things can be a lot better. Which is one of things we are trying to focus on.”
While many automotive and fleet suppliers are selling the idea to customers of protecting their return on investment, Al Shirawi is arguably developing the most thorough approach yet. Whether you are buying new or looking to maintain existing vehicles.
“I’ve noticed in your magazine that you focus a lot on the new trucks that manufacturers come out with but our focus is slightly different. We are talking about the total profit of ownership. One thing that most customers are forgetting is that it is not only spare parts and services that are
“the gross combination weights around here are ridiculously high. if you exceed 60t in europe you are a bad guy”
12 TRUCK&FLEET ME APRIL 2014
HIGH ROLLERS
A MAn ona missionT&FME Talks To lars MollEr, GEnEral ManaGEr – aFTErMarkET aT al shirawi abouT his dETErMinaTion To sEE a chanGE in how wE look aT saFETy
APRIL 2014 TRUCK&FLEET ME 13
HIGH ROLLERS
Moments into our conversation Lars Moller Al Shirawi’s general manager, aftermarket touches upon one of the biggest obstacles for introducing change.
“The market is very, very conservative,” he muses. “Many customers are afraid to change.”
Moller’s vast experience – he has spent a decade and a half in the region alone – has taught him that customers like their vehicles to be stripped down and as simple to run as possible. With load restrictions far higher than the countries the trucks are produced in, operators are often pushing their vehicles to the limit.
UAE law permits 15 tonnes per axle which is twice as much as you might expect in Europe for instance. A haul of 100-plus tonnes is not unusual in the Emirates but is much larger than the 45 tonne maximum in the UK or even the generous 62 tonnes permissible on the wide open roads of Canada. Fleet operators may balk at adopting the latest in truck technology but as Moller puts it they still want to “carry the heaviest possible load.”
He continues: “We run completely different specifications to what the guys do in Europe.
Take the gross combination weights around here, they are ridiculously high. A general specification would carry 110-112t per combination in weight. If you exceed 60t in Europe you are a bad guy. The specifications by the manufacturers are done up to 90t.
“These vehicles can actually do it but the trucks, and the trailers especially, are generally not especially well maintained.”
While there are load restrictions in place, he argues that they are not always rigorously enforced. However it is the operators and drivers themselves that are behaving irresponsibly when it comes to hauling.
“Speeds are generally too high and the quality of drivers…” he pauses before carefully selecting his next words. “Gives room for plenty of improvement. Put all of that together and it becomes quite scary.”
Moller’s office overlooks Al Shirawi’s workshop in Al Barsha, Dubai’s industrial hub and de-facto home to the city’s truck suppliers as well as many of its biggest fleet owners. In his role, he says he has seen many horrors when it comes to the state of the vehicles arriving at the facility. Much of his frustration stems from operators not following simple preventative maintenance
procedures and avoiding costly mistakes and repairs. The net results of which harm balance sheets and more importantly endanger the lives of other road users. He recalls an incident ten years ago, when he was overtaken by a truck tyre on the UAE arterial Sheikh Zayed Road heading towards the capital Abu Dhabi.
“It came on the inside, I was in the middle lane. All of a sudden I look in the rearview mirror and I see a wheel coming. They’re fast and they’re pretty heavy. The combination on impact would have smashed the car. I managed to steer away from it. That was not fun. It gives you a reminder that things can be a lot better. Which is one of things we are trying to focus on.”
While many automotive and fleet suppliers are selling the idea to customers of protecting their return on investment, Al Shirawi is arguably developing the most thorough approach yet. Whether you are buying new or looking to maintain existing vehicles.
“I’ve noticed in your magazine that you focus a lot on the new trucks that manufacturers come out with but our focus is slightly different. We are talking about the total profit of ownership. One thing that most customers are forgetting is that it is not only spare parts and services that are
“the gross combination weights around here are ridiculously high. if you exceed 60t in europe you are a bad guy”
14 TRUCK&FLEET ME APRIL 2014
HIGH ROLLERS
Turkey delighT for ScaniaOne of the world’s fastest growing
economies, Turkey aims to become
Europe’s largest economy by 2050.
Scania’s ambition is to broaden its
operations in this market by strengthening
relationships with domestic hauliers and by
entering new segments.
“Our ambition is to become the leading
importer,” explains Oscar Jaern, country
manager for Scania in Turkey.
The Turkish economy has displayed
steady growth in recent years averaging 7%
annually, and the country’s GDP level more
than tripled during the period 2002-2011.
There are ambitious plans for the future
in a country that is increasingly called
Europe’s China.
“Robust economic growth is expected
to continue in Turkey, as both domestic
demand and exports to Europe gain
momentum. A young and growing
population, combined with economic
growth and improvement in living
standards, make Turkey an attractive
country with great long-term potential,”
says Annika Lindblad, macroeconomic
analyst at Nordea bank.
Turkey is already an important market
for Scania: during the record year 2011, it
was Scania’s seventh largest market with
2,900 sold vehicles (compared to 800 in
2009 and 1,700 in 2012).
“Our ambition is to become the leading
importer,” explains Oscar Jaern, country
manager for Scania in Turkey.
The total market for trucks in the heavy
haulage segment is about 30,000 annually
and is comparable in size to France and
Great Britain. The combined transport and
logistics sector in Turkey tripled in value
between 2002 and 2008, when it was
estimated to be worth $59 billion.
important. They represent about 15-25% of the total cost of ownership. Tyres about 15-25% and fuel 25-35%.
“The problem here is that customers think that tyres and fuel is some necessary evil that we can’t do anything about it but we can go buy non-genuine parts and we’ve saved a lot of money.What we’re trying to do is to find various ways of addressing the issues of fuels, tyres and another issue – unplanned stops as in mechanical and driver-generated breakdowns.”
The list of corrections to managing a fleet in the manner he describes appears daunting at first but Moller insists the benefits outway potential pains experienced along the way: “It is pretty big but on the other hand the true savings we can help the customer with are quite astonishing.”
One important step could be the introduction of the ecolution by Scania programme into the UAE. Moller says that Al Shirawi is currently in the early stages of working alongside Scania to explore how the holistic fuel cost saving programme that goes deep into fleet management could be rolled out: “The programme has three big legs. The first one is vehicle specification; the second one is the repair maintenance side; and the third one is driver training and follow-up.”
With ecolution, trucks would be fitted with onboard computers that would allow live data to be downloaded. The beauty of the system would be the ability to correct the driver in real time.
“The operator can be in direct contact with the driver and tell him how he can further improve,” he explains. “We can look at hard braking, intensive acceleration, very high RPMs; how long the driver stays within the green band – the most economical RPMs; we can look at speed.
During a record year of 2011, Turkey was Scania’s seventh largest market with 2,900 vehicles sold.
In essence any speed over 80km/h in truck is wasted on fuel.
“Scania estimates that if you put all these areas together there is a potential saving of up to 30% in fuel. Fuel today costs 3.70AED per litre, more than double the price of petrol. A few years ago it was 1.20AED.”
He describes savings on fuel as a true saving compared to risking spare parts that may not be up to the task of pulling operator’s giant hauls. He argues that in many cases those parts will fail earlier than genuine alternatives. Having correct tyres on board at the correct pressures is absolutely crucial. He recommends that vehicles are also regularly inspected: “We should normally have it for 10 minutes in the morning; a quick walk-around to check -up potential problems.”
Moller quotes manufacturer studies that show that 70% of unplanned stops can be avoided. The figure he says is realistic in his experience. “You have to do something about it as early as possible when you detect it. As soon as the driver feels there is something wrong, they should report it back. The price relationship between the cost of repair after failure, cost before failure, and creating a situation where this wouldn’t happen is 100:10:1. Clearly preventative maintenance including correct oil and filter changes (often enough but too often to damage or contaminate) is vital. He says he has checked the figures against stats from South Africa, the US and a firm in Ajman. The ratio, he says, stacks up.
“It is staggering. The problem here is that people are prepared to pay when something has failed. If we can help to minise downtimes we can keep down the cost of repair but also improve the amount of days in operation.”
Replacing oil and not your engine can be good for your truck’s health.
14 TRUCK&FLEET ME APRIL 2014
HIGH ROLLERS
Turkey delighT for ScaniaOne of the world’s fastest growing
economies, Turkey aims to become
Europe’s largest economy by 2050.
Scania’s ambition is to broaden its
operations in this market by strengthening
relationships with domestic hauliers and by
entering new segments.
“Our ambition is to become the leading
importer,” explains Oscar Jaern, country
manager for Scania in Turkey.
The Turkish economy has displayed
steady growth in recent years averaging 7%
annually, and the country’s GDP level more
than tripled during the period 2002-2011.
There are ambitious plans for the future
in a country that is increasingly called
Europe’s China.
“Robust economic growth is expected
to continue in Turkey, as both domestic
demand and exports to Europe gain
momentum. A young and growing
population, combined with economic
growth and improvement in living
standards, make Turkey an attractive
country with great long-term potential,”
says Annika Lindblad, macroeconomic
analyst at Nordea bank.
Turkey is already an important market
for Scania: during the record year 2011, it
was Scania’s seventh largest market with
2,900 sold vehicles (compared to 800 in
2009 and 1,700 in 2012).
“Our ambition is to become the leading
importer,” explains Oscar Jaern, country
manager for Scania in Turkey.
The total market for trucks in the heavy
haulage segment is about 30,000 annually
and is comparable in size to France and
Great Britain. The combined transport and
logistics sector in Turkey tripled in value
between 2002 and 2008, when it was
estimated to be worth $59 billion.
important. They represent about 15-25% of the total cost of ownership. Tyres about 15-25% and fuel 25-35%.
“The problem here is that customers think that tyres and fuel is some necessary evil that we can’t do anything about it but we can go buy non-genuine parts and we’ve saved a lot of money.What we’re trying to do is to find various ways of addressing the issues of fuels, tyres and another issue – unplanned stops as in mechanical and driver-generated breakdowns.”
The list of corrections to managing a fleet in the manner he describes appears daunting at first but Moller insists the benefits outway potential pains experienced along the way: “It is pretty big but on the other hand the true savings we can help the customer with are quite astonishing.”
One important step could be the introduction of the ecolution by Scania programme into the UAE. Moller says that Al Shirawi is currently in the early stages of working alongside Scania to explore how the holistic fuel cost saving programme that goes deep into fleet management could be rolled out: “The programme has three big legs. The first one is vehicle specification; the second one is the repair maintenance side; and the third one is driver training and follow-up.”
With ecolution, trucks would be fitted with onboard computers that would allow live data to be downloaded. The beauty of the system would be the ability to correct the driver in real time.
“The operator can be in direct contact with the driver and tell him how he can further improve,” he explains. “We can look at hard braking, intensive acceleration, very high RPMs; how long the driver stays within the green band – the most economical RPMs; we can look at speed.
During a record year of 2011, Turkey was Scania’s seventh largest market with 2,900 vehicles sold.
In essence any speed over 80km/h in truck is wasted on fuel.
“Scania estimates that if you put all these areas together there is a potential saving of up to 30% in fuel. Fuel today costs 3.70AED per litre, more than double the price of petrol. A few years ago it was 1.20AED.”
He describes savings on fuel as a true saving compared to risking spare parts that may not be up to the task of pulling operator’s giant hauls. He argues that in many cases those parts will fail earlier than genuine alternatives. Having correct tyres on board at the correct pressures is absolutely crucial. He recommends that vehicles are also regularly inspected: “We should normally have it for 10 minutes in the morning; a quick walk-around to check -up potential problems.”
Moller quotes manufacturer studies that show that 70% of unplanned stops can be avoided. The figure he says is realistic in his experience. “You have to do something about it as early as possible when you detect it. As soon as the driver feels there is something wrong, they should report it back. The price relationship between the cost of repair after failure, cost before failure, and creating a situation where this wouldn’t happen is 100:10:1. Clearly preventative maintenance including correct oil and filter changes (often enough but too often to damage or contaminate) is vital. He says he has checked the figures against stats from South Africa, the US and a firm in Ajman. The ratio, he says, stacks up.
“It is staggering. The problem here is that people are prepared to pay when something has failed. If we can help to minise downtimes we can keep down the cost of repair but also improve the amount of days in operation.”
Replacing oil and not your engine can be good for your truck’s health.
16 TRUCK&FLEET ME APRIL 2014
Roads
16 TRUCK&FLEET ME APRIL 2014
AdvAncements in in-cAb technology And increAsed AutomAtion is improving driver productivity And reducing overAll fleet costs for users. stiAn overdAhl considers where you cAn sAve money in your business.
Where’s that techtaking you?
APRIL 2014 TRUCK&FLEET ME 17
Roads
At site, on time No doubt one of the largest changes in the distribution industry in recent years has been the ubiquitous introduction of GPS. But beyond merely calculating position, on-board computers can produce a range of metrics, providing real-time information for drivers, as well as long-term data for fleet managers to analyse. In the FMCG industry, on-time delivery is essential, and drivers can be making a high number of stops in a single day, driving in built-up urban environments, open highways, and in cluttered industrial areas and warehouses. Using software to automate the delivery jobs give drivers more time to focus on driving their vehicle safely, and reduces incidences of missed deliveries.
In addition to the many manufacturer options, there are also aftermarket fleet management products, including apps that utilise the GPS in a smart phone or tablet to track the vehicle’s location, and send real time updates to the central dispatcher. GPS information can be used to monitor driver performance,
With millions of dollars invested each year in developing high-tech additions to the global fleet, it’s no surprise that vehicles are
increasingly benefiting from computerisation of key functions, including gear changing and steering. 2013 saw new products on the market including a steering system that allows a heavy truck to be steered out of a quarry by a gerbil.
As a truck and vehicle journalist, I’m frequently invited by companies to test drive their newest vehicles, whether its heavy trucks or lighter vehicles. The vehicles supplied to journalists are typically specced out to the max, whether it’s seat warmers or a fancy stereo, and the gearboxes are nearly always automated or automatic, as it’s clear that this is the direction where manufacturers want buyers to head.
So it was a good experience when last month I spent some time driving an old de-commissioned fire truck from the early 1970s. I was driving up-country through New Zealand on winding roads, and the amount of elbow grease required to turn the wheel, and the lack of smart instrumentation painted a clear picture of how far the technology has progressed in the intervening years, to the benefit of drivers and overall fleet productivity.
But as eager as manufacturers are to bundle in extra features, for buyers it’s all about the bottom line, and new features and extra add-ons have to prove their worth on the balance sheet. Nevertheless, calculating the efficiency and productivity value of a new driver-oriented feature isn’t as simple as calculating how much money will be saved by buying a more efficient diesel engine. The impact on driver performance can be a crucial benefit in a business where small improvements in productivity can result in large reductions in fleet costs over a vehicle’s life.
Lessening the grindAnother game changer in the heavy vehicle industry has been the introduction of sophisticated automated and automatic gearboxes, which significantly streamline the driver experience. The automated gearbox transforms an average driver into a good driver, and a good driver into an excellent driver. In terms of the balance sheet, it saves fuel through more economic driving, but longer term it reduces wear on the driveline components, and certainly there is less wear on the clutch. While in Europe automated transmissions are sold in almost 90% of heavy vehicles in some segments, buyers here in the Middle East are just starting to warm to the benefits of the transmission tech. Riyadh-based Global Specified Transport, part of the Pan
Kingdom Investment Co (PKI), last year placed an order for 200 MAN TGS tractors, all fitted with TipMatic automated gearboxes.
Operating both inside and out of Saudi Arabia, the transportation company has a tracking system dedicated to follow up progress of delivery process from the point of departure to the delivery point, requiring communication between the driver and the main control centre, a system which also allows the company to offer customers accurate projections of delivery times in all areas of the Kingdom. On longer hauls, an automatic set up reduces strain on the driver, keeping them mentally alert for longer. When cruise control is available, drivers can travel long distances without tiring, and of course with great fuel economy.
including efficiency in cornering and breaking, as well as if they make any unscheduled stops or side-journeys. An aftermarket option can have its advantages, especially if drivers are already equipped by the company with a smart phone. Disadvantages of an aftermarkets telematics is that they can’t receive fault codes from the vehicle’s central processor, so to be on top of your service programme you’ll need to implement second solution.
16 TRUCK&FLEET ME APRIL 2014
Roads
16 TRUCK&FLEET ME APRIL 2014
AdvAncements in in-cAb technology And increAsed AutomAtion is improving driver productivity And reducing overAll fleet costs for users. stiAn overdAhl considers where you cAn sAve money in your business.
Where’s that techtaking you?
APRIL 2014 TRUCK&FLEET ME 17
Roads
At site, on time No doubt one of the largest changes in the distribution industry in recent years has been the ubiquitous introduction of GPS. But beyond merely calculating position, on-board computers can produce a range of metrics, providing real-time information for drivers, as well as long-term data for fleet managers to analyse. In the FMCG industry, on-time delivery is essential, and drivers can be making a high number of stops in a single day, driving in built-up urban environments, open highways, and in cluttered industrial areas and warehouses. Using software to automate the delivery jobs give drivers more time to focus on driving their vehicle safely, and reduces incidences of missed deliveries.
In addition to the many manufacturer options, there are also aftermarket fleet management products, including apps that utilise the GPS in a smart phone or tablet to track the vehicle’s location, and send real time updates to the central dispatcher. GPS information can be used to monitor driver performance,
With millions of dollars invested each year in developing high-tech additions to the global fleet, it’s no surprise that vehicles are
increasingly benefiting from computerisation of key functions, including gear changing and steering. 2013 saw new products on the market including a steering system that allows a heavy truck to be steered out of a quarry by a gerbil.
As a truck and vehicle journalist, I’m frequently invited by companies to test drive their newest vehicles, whether its heavy trucks or lighter vehicles. The vehicles supplied to journalists are typically specced out to the max, whether it’s seat warmers or a fancy stereo, and the gearboxes are nearly always automated or automatic, as it’s clear that this is the direction where manufacturers want buyers to head.
So it was a good experience when last month I spent some time driving an old de-commissioned fire truck from the early 1970s. I was driving up-country through New Zealand on winding roads, and the amount of elbow grease required to turn the wheel, and the lack of smart instrumentation painted a clear picture of how far the technology has progressed in the intervening years, to the benefit of drivers and overall fleet productivity.
But as eager as manufacturers are to bundle in extra features, for buyers it’s all about the bottom line, and new features and extra add-ons have to prove their worth on the balance sheet. Nevertheless, calculating the efficiency and productivity value of a new driver-oriented feature isn’t as simple as calculating how much money will be saved by buying a more efficient diesel engine. The impact on driver performance can be a crucial benefit in a business where small improvements in productivity can result in large reductions in fleet costs over a vehicle’s life.
Lessening the grindAnother game changer in the heavy vehicle industry has been the introduction of sophisticated automated and automatic gearboxes, which significantly streamline the driver experience. The automated gearbox transforms an average driver into a good driver, and a good driver into an excellent driver. In terms of the balance sheet, it saves fuel through more economic driving, but longer term it reduces wear on the driveline components, and certainly there is less wear on the clutch. While in Europe automated transmissions are sold in almost 90% of heavy vehicles in some segments, buyers here in the Middle East are just starting to warm to the benefits of the transmission tech. Riyadh-based Global Specified Transport, part of the Pan
Kingdom Investment Co (PKI), last year placed an order for 200 MAN TGS tractors, all fitted with TipMatic automated gearboxes.
Operating both inside and out of Saudi Arabia, the transportation company has a tracking system dedicated to follow up progress of delivery process from the point of departure to the delivery point, requiring communication between the driver and the main control centre, a system which also allows the company to offer customers accurate projections of delivery times in all areas of the Kingdom. On longer hauls, an automatic set up reduces strain on the driver, keeping them mentally alert for longer. When cruise control is available, drivers can travel long distances without tiring, and of course with great fuel economy.
including efficiency in cornering and breaking, as well as if they make any unscheduled stops or side-journeys. An aftermarket option can have its advantages, especially if drivers are already equipped by the company with a smart phone. Disadvantages of an aftermarkets telematics is that they can’t receive fault codes from the vehicle’s central processor, so to be on top of your service programme you’ll need to implement second solution.
18 TRUCK&FLEET ME APRIL 2014
Roads
Power steeringPowering steering has progressively advanced over the years, a technology which gives drivers more control and faster responses when behind the wheel. Volvo Trucks caused a stir last year when it announced its Volvo Dynamic Steering, which transforms the driver experience. With a separate motor to control the steering, a computer receives information from the steering wheel, as well as the brakes, wheels, and other on-board sensors. When travelling at higher speeds, the system will ensure that the vehicle isn’t pushed off course by uneven drive surfaces or even high winds. It will also dampen the sensation of uneven ground or potholes. At low speeds, the dynamic steer allows
the driver to manoeuvre a heavily-loaded vehicle with minimal effort, useful in a busy site like a quarry or industrial yard. Volvo boasts that a driver can steer with only the use of one finger; and using much less effort takes a lot of the strain off the driver’s neck and back. It’s certainly a technology that is aimed at improving the driver’s experience, and it will be interesting to see how widely adopted it is in the Middle East. In Europe, driver comfort is of much greater importance, since many heavy vehicles are owner-operated, while skilled drivers are also in demand, meaning that fleet managers will spend on trucks that drivers enjoy driving to keep them on their staff list.
AdAPtive systemsTechnologies that include lane departure warning, automatic collision avoidances, and cruise control are well known to drivers of modern passenger cars. The challenge for manufacturers has been to bring in these types of driver assist technologies into heavy vehicles, where safety is even more critical. These features are now available with most premium vehicle makers, including active braking which uses radar to monitor the road for stationary objects, and vehicles moving into the truck’s path. When topographical information is available to a vehicle’s computer, it can allow smart responses. In the case of adaptive cruise control, the computer calculates the gradient of the hill as it approaches, and selects the correct gear – this is as distinct from cruise control which tries to maintain the same speed at all times, which of course is inefficient when climbing a hill in a heavily laden vehicle.
driver feedbAckWith a significant amount of time and money invested in driver training, trucks are starting to fine tune a driver’s performance. Scania Driver Support is a system that monitors driver performance, and coaches them with hints and feedback to refine their driving style. The system continually analyses data from sensors in the vehicle and makes an accumulated assessment of driving style. Tips and scores are displayed in four categories in the instrument cluster, in an easy-to-
understand display with achievement percentages, and a ‘gold star’ rating system. What is measured is hill driving, including use of gears, accelerator pedal and vehicle momentum in varying topography; how well the driver is anticipating different situations, based on accelerations and decelerations as well as the interval between accelerating and braking; brake use, and the choice of gears, namely how well the driver selects and shifts gears to match engine load and terrain.
18 TRUCK&FLEET ME APRIL 2014
Roads
Power steeringPowering steering has progressively advanced over the years, a technology which gives drivers more control and faster responses when behind the wheel. Volvo Trucks caused a stir last year when it announced its Volvo Dynamic Steering, which transforms the driver experience. With a separate motor to control the steering, a computer receives information from the steering wheel, as well as the brakes, wheels, and other on-board sensors. When travelling at higher speeds, the system will ensure that the vehicle isn’t pushed off course by uneven drive surfaces or even high winds. It will also dampen the sensation of uneven ground or potholes. At low speeds, the dynamic steer allows
the driver to manoeuvre a heavily-loaded vehicle with minimal effort, useful in a busy site like a quarry or industrial yard. Volvo boasts that a driver can steer with only the use of one finger; and using much less effort takes a lot of the strain off the driver’s neck and back. It’s certainly a technology that is aimed at improving the driver’s experience, and it will be interesting to see how widely adopted it is in the Middle East. In Europe, driver comfort is of much greater importance, since many heavy vehicles are owner-operated, while skilled drivers are also in demand, meaning that fleet managers will spend on trucks that drivers enjoy driving to keep them on their staff list.
AdAPtive systemsTechnologies that include lane departure warning, automatic collision avoidances, and cruise control are well known to drivers of modern passenger cars. The challenge for manufacturers has been to bring in these types of driver assist technologies into heavy vehicles, where safety is even more critical. These features are now available with most premium vehicle makers, including active braking which uses radar to monitor the road for stationary objects, and vehicles moving into the truck’s path. When topographical information is available to a vehicle’s computer, it can allow smart responses. In the case of adaptive cruise control, the computer calculates the gradient of the hill as it approaches, and selects the correct gear – this is as distinct from cruise control which tries to maintain the same speed at all times, which of course is inefficient when climbing a hill in a heavily laden vehicle.
driver feedbAckWith a significant amount of time and money invested in driver training, trucks are starting to fine tune a driver’s performance. Scania Driver Support is a system that monitors driver performance, and coaches them with hints and feedback to refine their driving style. The system continually analyses data from sensors in the vehicle and makes an accumulated assessment of driving style. Tips and scores are displayed in four categories in the instrument cluster, in an easy-to-
understand display with achievement percentages, and a ‘gold star’ rating system. What is measured is hill driving, including use of gears, accelerator pedal and vehicle momentum in varying topography; how well the driver is anticipating different situations, based on accelerations and decelerations as well as the interval between accelerating and braking; brake use, and the choice of gears, namely how well the driver selects and shifts gears to match engine load and terrain.
November 2013
CONSTRUCTION
MIDDLE EAST48
Ten Tips
20 TRUCK&FLEET ME APRIL 2014
RANGE OVERVIEW
MADE TO DELIVER
RANGE OVERVIEW
Truck & FleeT Middle easT eXaMiNes daiMler’s receNTly upgraded FleeT For whaT opTioNs are opeN To FleeT buyers aNd oThers ThaT Need To geT arouNd
APRIL 2014 TRUCK&FLEET ME 21
Production
Distribution trucks are the backbone of the regional and local economy. They deliver the fuel to the filling station and the heating oil to the single-family home. They
supply supermarkets, retailers and restaurants, they bring the new furniture to the door and they move our belongings to our new homes. They carry platforms, box bodies and special-purpose bodies of all kinds. The duties of distribution trucks are extremely varied. For all of them Mercedes-Benz offers a comprehensive and unparalleled line-up of light-duty and heavy-duty distribution trucks comprising both generalist
and specialist vehicles. A particularly great many things are demanded of distribution trucks. In population centres it is about quiet and clean engines, about manoeuvrability and fast, easy entry and exit. Distribution trucks should also seem friendly, as pedestrians appreciate an appealing appearance.
But distribution trucks also travel between cities, drive many miles on the motorway and some drivers occasionally spend the night in their truck. The diversity of vehicles and models is extensive as well: the term refers equally to light-duty solo trucks with a gross vehicle weight (GVW) of 7.5 t as to toll-exempt trucks with a GVW of 12 t, two-axle vehicles with a gross
weight of 18 t or 19 t depending on the country and licensing regulations, heavy-duty three-axle trucks with a gross weight of 26t, and heavy-duty combinations and tractor/semi-trailer combinations with three, four or five axles and a GVW of up to 40t.
Generally the focus is on functionality, robustness and maximum profitability – a distribution truck must be able to take a beating, it must last a long time and the bottom line must be right. Mercedes-Benz offers three model series that accurately cover all segments of distribution transport while also fulfilling unusual requirements. Mercedes-Benz Atego: all-rounder in light-duty distribution transport
PRodUCTion
20 TRUCK&FLEET ME APRIL 2014
RANGE OVERVIEW
MADE TO DELIVER
RANGE OVERVIEW
Truck & FleeT Middle easT eXaMiNes daiMler’s receNTly upgraded FleeT For whaT opTioNs are opeN To FleeT buyers aNd oThers ThaT Need To geT arouNd
APRIL 2014 TRUCK&FLEET ME 21
Production
Distribution trucks are the backbone of the regional and local economy. They deliver the fuel to the filling station and the heating oil to the single-family home. They
supply supermarkets, retailers and restaurants, they bring the new furniture to the door and they move our belongings to our new homes. They carry platforms, box bodies and special-purpose bodies of all kinds. The duties of distribution trucks are extremely varied. For all of them Mercedes-Benz offers a comprehensive and unparalleled line-up of light-duty and heavy-duty distribution trucks comprising both generalist
and specialist vehicles. A particularly great many things are demanded of distribution trucks. In population centres it is about quiet and clean engines, about manoeuvrability and fast, easy entry and exit. Distribution trucks should also seem friendly, as pedestrians appreciate an appealing appearance.
But distribution trucks also travel between cities, drive many miles on the motorway and some drivers occasionally spend the night in their truck. The diversity of vehicles and models is extensive as well: the term refers equally to light-duty solo trucks with a gross vehicle weight (GVW) of 7.5 t as to toll-exempt trucks with a GVW of 12 t, two-axle vehicles with a gross
weight of 18 t or 19 t depending on the country and licensing regulations, heavy-duty three-axle trucks with a gross weight of 26t, and heavy-duty combinations and tractor/semi-trailer combinations with three, four or five axles and a GVW of up to 40t.
Generally the focus is on functionality, robustness and maximum profitability – a distribution truck must be able to take a beating, it must last a long time and the bottom line must be right. Mercedes-Benz offers three model series that accurately cover all segments of distribution transport while also fulfilling unusual requirements. Mercedes-Benz Atego: all-rounder in light-duty distribution transport
PRodUCTion
22 TRUCK&FLEET ME APRIL 2014
RANGE OVERVIEW
The new Mercedes-Benz Atego and its gross vehicle weight between 6.5 and 16 t forms the core of the light-duty and medium-duty distribution transport segment. It epitomises quality, efficiency and dedication. It is an all-rounder whose heavy-duty variants even serve as truck/trailer combinations.
The looks and the attractive cockpit reflect the fact that the Atego carries the genes of the heavy-duty Mercedes trucks. At the same time its low entry height and the equally compact, light and powerful four-cylinder engines are tailored precisely to use in distribution transport. Another typical trait of the Atego is that all models in Germany are equipped as standard with the fully automated Mercedes PowerShift 3 transmission – this makes the driver’s work easier and improves the operator’s profitability.
Special versions featuring a crewcab, all-wheel drive or a manual transmission with crawler gear also extend the Atego’s appeal to related fields such as municipal and off-road applications.
The all-rounder in heavy-duty distribution transport goes by the name Mercedes-Benz Antos. It epitomises efficiency and handling. It is available as a solo truck with a GVW of 18/19 t and 26 t, and as a medium-duty to heavy-duty truck/trailer combination or tractor/semitrailer combination with a GVW of up to 40 t.
It represents a new class for the brand bearing the three-pointed star: the Antos is not a compromise of components from the light-duty and heavy-duty models. Rather it was developed
Distribution vehicles play an important
part in the history of the trucks bearing
the Mercedes star. Strictly speaking,
distribution vehicles are actually the roots
of all trucks. Long-distance transport first
required the construction of a network
of motorways and the development of
efficient and reliable technology. The first
diesel-powered trucks from Benz and
Daimler were distribution vehicles. They
were also the nucleus of the first joint
truck range after the merger to form what
was then Daimler-Benz AG in 1926. One
example is the Mercedes-Benz L1.
The first newly developed truck after
the Second World War was the legendary
L 3250/3500 light-duty truck in 1949.
The first complete truck built at the new
Wörth plant was likewise a distribution
truck: the LP 608, newly introduced at the
time and similarly a legend. In February
1984, Mercedes-Benz presented the
so-called LN – later dubbed the “Leichte
Klasse”/LK (light-duty class) – a direct
precursor of today’s Atego. Heavy-duty
distribution trucks have also always
played an important role. Sometimes the
engineers derived them from heavy-duty
trucks, at other times they constituted
their own series, as was the case with the
Atego in the 1990s And at yet other times
a conglomerate of light-duty and heavy-
duty components came together to make a
heavy-duty distribution truck, such as Axor.
Diesel-powered trucks were the nucleus of the first joint truck range after the merger to form what was then Daimler-Benz AG in 1926
THE HISTORY OF MERCEDES HD TRUCKS
specifically and precisely for the requirements of heavy-duty distribution transport.
And those are very varied, which is why the Antos comes with various cabs, four (OM 936, 470, 471 and 473) six-cylinder in-line engines with a total of 16 power output levels and optionally with the whole range of available safety and assistance systems. Special models such as the Loader and the Volumer are tailored to payload-critical operations and volume transport applications.
When the job calls for a low frame and a low-entry cab, the automatic answer is the Mercedes-Benz Econic.
The new Econic benefits from the frame and axle components of the Actros: it now holds the road even better. You do not climb into the Econic, you walk into it over a single, low step. The low position of the cab creates perfect sight lines all around and is available in two roof heights. Also, from the outside the driver is clearly visible and almost at the eye level of the pedestrians, a position that helps to build trust.
The Econic comes as a two-axle, three-axle and four-axle solo truck with a GVW of 18/19 t, 26t and 32t respectively.
It is powered efficiently by an equally compact and powerful six-cylinder in-line engine which is available in an natural gas variant, soon in conjunction with a torque converter automatic transmission of the latest generation. The low centre of gravity and the standard-fit full air suspension result in a particularly agile and save driving sensation.
22 TRUCK&FLEET ME APRIL 2014
RANGE OVERVIEW
The new Mercedes-Benz Atego and its gross vehicle weight between 6.5 and 16 t forms the core of the light-duty and medium-duty distribution transport segment. It epitomises quality, efficiency and dedication. It is an all-rounder whose heavy-duty variants even serve as truck/trailer combinations.
The looks and the attractive cockpit reflect the fact that the Atego carries the genes of the heavy-duty Mercedes trucks. At the same time its low entry height and the equally compact, light and powerful four-cylinder engines are tailored precisely to use in distribution transport. Another typical trait of the Atego is that all models in Germany are equipped as standard with the fully automated Mercedes PowerShift 3 transmission – this makes the driver’s work easier and improves the operator’s profitability.
Special versions featuring a crewcab, all-wheel drive or a manual transmission with crawler gear also extend the Atego’s appeal to related fields such as municipal and off-road applications.
The all-rounder in heavy-duty distribution transport goes by the name Mercedes-Benz Antos. It epitomises efficiency and handling. It is available as a solo truck with a GVW of 18/19 t and 26 t, and as a medium-duty to heavy-duty truck/trailer combination or tractor/semitrailer combination with a GVW of up to 40 t.
It represents a new class for the brand bearing the three-pointed star: the Antos is not a compromise of components from the light-duty and heavy-duty models. Rather it was developed
Distribution vehicles play an important
part in the history of the trucks bearing
the Mercedes star. Strictly speaking,
distribution vehicles are actually the roots
of all trucks. Long-distance transport first
required the construction of a network
of motorways and the development of
efficient and reliable technology. The first
diesel-powered trucks from Benz and
Daimler were distribution vehicles. They
were also the nucleus of the first joint
truck range after the merger to form what
was then Daimler-Benz AG in 1926. One
example is the Mercedes-Benz L1.
The first newly developed truck after
the Second World War was the legendary
L 3250/3500 light-duty truck in 1949.
The first complete truck built at the new
Wörth plant was likewise a distribution
truck: the LP 608, newly introduced at the
time and similarly a legend. In February
1984, Mercedes-Benz presented the
so-called LN – later dubbed the “Leichte
Klasse”/LK (light-duty class) – a direct
precursor of today’s Atego. Heavy-duty
distribution trucks have also always
played an important role. Sometimes the
engineers derived them from heavy-duty
trucks, at other times they constituted
their own series, as was the case with the
Atego in the 1990s And at yet other times
a conglomerate of light-duty and heavy-
duty components came together to make a
heavy-duty distribution truck, such as Axor.
Diesel-powered trucks were the nucleus of the first joint truck range after the merger to form what was then Daimler-Benz AG in 1926
THE HISTORY OF MERCEDES HD TRUCKS
specifically and precisely for the requirements of heavy-duty distribution transport.
And those are very varied, which is why the Antos comes with various cabs, four (OM 936, 470, 471 and 473) six-cylinder in-line engines with a total of 16 power output levels and optionally with the whole range of available safety and assistance systems. Special models such as the Loader and the Volumer are tailored to payload-critical operations and volume transport applications.
When the job calls for a low frame and a low-entry cab, the automatic answer is the Mercedes-Benz Econic.
The new Econic benefits from the frame and axle components of the Actros: it now holds the road even better. You do not climb into the Econic, you walk into it over a single, low step. The low position of the cab creates perfect sight lines all around and is available in two roof heights. Also, from the outside the driver is clearly visible and almost at the eye level of the pedestrians, a position that helps to build trust.
The Econic comes as a two-axle, three-axle and four-axle solo truck with a GVW of 18/19 t, 26t and 32t respectively.
It is powered efficiently by an equally compact and powerful six-cylinder in-line engine which is available in an natural gas variant, soon in conjunction with a torque converter automatic transmission of the latest generation. The low centre of gravity and the standard-fit full air suspension result in a particularly agile and save driving sensation.
24 TRUCK&FLEET ME APRIL 2014
PARTING SHOT
supercar, in large part thanks to its ability to com-bine functionality with aesthetics.
Vik Vithlani, Flowcrete Middle East Sales Director, said: “The Mono is an extraordinary product of engineering and it deserves to be showcased in an environment that conveys the quality of the car. The finished showroom looks fantastic, and the glittering black floor provides a great backdrop for BAC to showcase the car to clients and visitors. In many ways our decora-tive floors emulate the ethos of this supercar – as they are both products that simultaneously combine exceptional performance alongside an eye-catching appearance.”
BAC intends to export the Mono, with plans in the pipeline to open showrooms in Scandi-navia and Northern Europe. The growing com-pany has put Flowcrete solutions on the speci-fication list for all of these upcoming projects to ensure luxurious, high-end surroundings in all of its locations.
A tailor-made Flowcrete display stand has also
The second fastest road car to prowl the TopGear track is now lurking in the UAE showroom of Flowcrete.
According to the flooring specialist, the Mono supercar
has been given a platform for success in its new showroom with a glistening black floor that evokes the elite sophistication of the ultra-high performance vehicle.
Intended for drivers seeking a ‘purist driving experience’, the Mono is a lightweight, single-seat, road legal sports car that has been created using the latest racing technology.
BAC, the British manufacturing company be-hind the Mono, installed in its new Liverpool, UK showroom 82m² of the decorative flooring solution Rustik from global resin flooring experts Flowcrete, which creates a natural marble effect with a sleek lustre and light reflective finish.
This system was identified as the ideal surface to display the exquisitely engineered, high-tech
been created for BAC to exhibit its supercar at trade events – meaning that wherever the Mono goes in the world Flowcrete is supporting it with a bespoke floor that conveys the car’s high-quality image.
The Mono made its primetime debut last year, BBC TopGear’s Jeremy Clarkson introduc-ing the feature with “It’s called the Mono….and it’s amazing.”
“It’s not really like driving this, “ exclaimed Clarkson taking it for a spin. “It’s like conduct-ing an orchestra of parts that know exactly what they’re doing, they’re very well-rehearsed.
“Because all the heavy stuff, the engine, the gearbox and the driver is all in a line, low down in the middle of the car it has the same centre of gravity as a worm. Couple that with the F1 suspen-sion, and the specially made tyres and the corner-ing speeds are simply immense. It looks not just very well thought out, but absolutely beautifully made… and it is not just the detailing that’s beau-tiful either. When you stand back that’s one of the most exciting shapes I’ve ever seen.”
Mono Supercar on Pole Position with Flowcrete
