It was probably over shadowed by the highly customised International LoneStar, the ‘Blade’, which dominated the Navistar stand, but there was an all new model from Cat on display at the recent Brisbane Truck Show. It was the Cat CT 630 HD, the company’s answer to the demand for a truly heavy truck capable of getting into GCM levels over 100 tonnes.
As with all of the models released by Cat it is a further adaptation of the flexible ProStar platform to tick the boxes of truck buyers looking for a prime mover capable of handling road train applications. The design sees a beefed up drive line and chassis, plus improved cooling capacity.
Cosmetically, the truck has a deeper, darker grille and a cab set higher on the chassis. The design allows improved airflow around the engine with, consequently, a higher level of engine cooling than the standard CT 630 already on sale in Australia.
To enhance its road train credentials the HD model has a heavier duty frame on which to mount bull bar and tow-pin fittings. There is also a high-flow twin cylinder air compressor to deliver good pressure for multiple trailer applications, plus increased air cleaner capacity wfrom a centrifugal pre-cleaner introduced into the existing air cleaner assembly.
Front axle rating is up to 7.3 tonnes and there is an optional Meritor MFS73 beam with narrower track width for operators who wish to fit wide profile 385/65R22.5 steer tyres. Front suspension is a tapered three-leaf parabolic spring package rated at 7.3 tonnes.
A Sheppard ‘slave’ steering gear is now available fitted to the left-hand side frame rail, effectively creating a dual gear steering system. Chassis rails on the CT630HD have been strengthened with L-shaped inserts extending from a position forward of the fuel tanks through to the tapered rear of the chassis.
The CT 630 HD uses the Meritor RT50-160GP drive tandem rated at 22.7 tonnes with rear axle ratios at 3.9, 4.1, 4.3 and 4.56:1. It uses steel hubs, a power divider lock and cross diff lock on the rearmost drive axle. There are also alloy hubs, an additional cross-lock on the forward drive axle and a lube pump for the rear axle assembly in the options list. Suspension on the rear comes from the Hendrickson Primaax EX with the extra fitment of heavy-duty transverse torque rods.
“Our primary goal was to create a truck for road train work up to 131 tonnes, but not at the expense of putting so much weight into the truck that it would lose the viability to also operate effectively as a B-double or B-triple,” said Adrian Wright, Cat Trucks Chief Engineer.