The Eurocargo range of trucks is a top performer in Europe and was named the International Truck of the Year 2016 by a panel of top European truck journalists. Eurocargo is the reason the Iveco truck brand is considered to be a major player there.
Here, the new-look Eurocargo has arrived in Australia, with a Euro VI engine and cleaner lines, but it is selling in a truck market under 18 tonnes gross vehicle mass (GVM) trained by the Japanese, who control well over 90 per cent of the market, to buy a generic product on price and back-up. Read more
New ways to buy a truck are being investigated in Europe, Diesel News talked to Scania’s global sales and marketing boss to get his thoughts on the process.
Sitting in the well-appointed headquarters building at the centre of the Scania Trucks operation in Södertälje in Sweden feels a million miles away from the reality of owning and running trucks in the real world. However, it is one of the tasks of Christian Levin, Scania’s Global Executive Vice President Sales and Marketing, to get some real-world feedback and come up with new offerings to the truck owner of the future.
“It might sound silly, but using our products and services to give our customers improved profitability has not been the focus previously, not just for us, but all of the manufacturers,” says Christian. “All of us have been manufacturing our products for the average user. We have talked about market segments, but have not really gone down into what makes sense if you are in something like the cold chain. What is the difference?
“We have been using our modular manufacturing system, so our customers have been picking and choosing from our toolbox to create a tailor-made truck for their application. Over the last five or six years in the development process of the new trucks, we have been thinking about cold chain, what about wood chip, what about timber, what about general goods? Where can we really contribute to our customers’ earnings, by developing components to give them something more practicable?
“Our development starts from specific customer needs. Of course, addressing the shortcomings we knew we had, but also going much further, to really understand what it is the customer needs in each application. Now, with our new trucks with bigger cabins and the higher horsepower, which would once have been called long haul, it’s now eleven different applications, covering lots of different industries.”
Within each broad application set, there is a broad spread of different specifications to customise the truck for task. This is a refinement of the modular system to widen choice further for the operator.
A similar process has been worked through by Scania on the services which are supplied alongside the hardware of the truck itself. The process has seen the development of the services on offer to be as modular as the hardware is.
“For each chosen hardware combination there is a service package and this service package can be tailored to the specific product being supplied,” says Christian. “The most beautiful example is maintenance with flexible plans. What it means is, for the specific hardware specification, plus the way the customer is using the vehicle, taking into account topography, temperature range, dust levels and driver behaviour gleaned from customer history, we tailor the offering.
“We use connectivity, we already have 211,000 connected vehicles in our portal. We can help the specific customer. We can say, ‘here are similar usages of the vehicles’ from anywhere around the world and let them choose the perfect maintenance contract, do we change the oil filter, the air filter, the retarder oil all at the exact point it is needed.
“Then you may get a very strange maintenance scheme, because the perfect point to change oil filter might be after 73,000km, but the perfect moment to change the air filter might be after 78,000km. Then you have to have a discussion with the customer about what makes the most sense to their operation. Is it to make two stops to optimise the life of the filter and gain some costs or whether to bundle them together? Which would make sense.”
This kind of precise targeting of service needs down to the minute is now possible under the new system being used by Scania in Europe. The data collected from all of the connected vehicles is enabling the kind of precision Scania are offering. Then the discussion with the operator can ensure the package fits the operation.
The program is using service intervals all of the way from 23,000km up to 15,0000km for some customers, because the connectivity data has given Scania a much better base of knowledge with which to work.
“We took 70,000 vehicles into a study and looked at how we maintained them,” says Christian. “We found that on around 15 per cent we were doing too little maintenance, risking the quality of the hardware. On a few of the vehicles we were doing the right amount of maintenance, but on a large majority, we were doing too much. Which is waste, from a cost viewpoint.”
The next generation from Iveco, the new look, Euro 6 Eurocargo, has arrived in Australia, with a Euro 6 engine and cleaner lines, Diesel News took a look at the latest introduction from Europe.
The medium-duty segment of the truck market is dominated by the four Japanese truck manufacturers, but brands like Iveco and DAF continue to offer an alternative with sophisticated trucks utilising all of the latest technology. The new Eurocargo is no exception.
The Eurocargo range of trucks is a top performer in Europe and was awarded the International Truck of the Year 2016 by a panel of top European truck journalists. Eurocargo is the reason the Iveco truck brand is considered to be a major player there. Here, the truck market under 18 tonnes GVM has been trained by the Japanese, who control well over 90 per cent of the market, to buy a generic product on price and back up.
This kind of environment is not conducive to high sales numbers for a range of trucks which offer more than the generic specifications and also offer the kind of levels of comfort and sophistication Iveco can offer in its medium-duty range.
This does mean these trucks are destined for customers looking for a more stylish truck with better comfort levels and the kind of layout a European truck buyer is looking for. Luckily for Iveco, there are quite a few who are interested in a medium-duty truck that is a bit different.
It is clear this a good quality truck, this is the area of expertise at which Iveco excels. The Tector engine has been a good solid performer and the next generation – we are up to number seven now – takes it to the level, to Euro 6.
Meeting the Euro 6 specifications has seen the introduction of what Iveco calls Hi-SCR, an exhaust gas emission control system. This is a little different from many of its competitors’ solutions, using just SCR and some diesel particulate filtering.
By doing away with the need for EGR in this engine, it allows the engine mapping to maximise ignition temperature and combustion efficiency to give us a more free-running engine. Iveco is not quoting Adblue usage figures yet, however. The low level of DPF needed on this system means it does not require drivers to run a post-injection regeneration. Instead, the regeneration takes place at a lower level, but continuously and, importantly, not at high temperatures.
The first flush of models in this range offer a choice of 250hp and 280hp 6.7-litre Tectors. In the new trucks, the Tector 7 develops 250hp (185kW) and 850Nm (627 ft lb) in the ML120 models, and 280hp (206kW) and 1,000Nm (738 ft lb) in the ML 160 and ML180 models.
These ratings are coupled with a choice of the four-over-four ZF eight-speed synchronised manual or an Allison 3000 Series fully automatic transmission. The engines also include something Iveco describes as an electronically controlled, two-speed electromagnetic engine fan which is automatically engaged or disengaged according to cooling requirements. It is claimed to further contribute to improved fuel economy.
Down the track a more powerful version of the new Eurocargo, up to 320hp, will be coming through to our market. This one will be offered with the ZF manual or, alternatively, the 12-speed Eurotronic AMT, which is found in the heavier Stralis models.
All of the these models are sold as a 4×2 configuration. Iveco is not offering a 6×2 option in the Eurocargo. Instead the Iveco dealers will have a 6×2 Stralis on offer to this specialised section of the market.
This engine is a well known quantity, coming from a family of engines relied upon across the world. The basic engine forms the core of the Tector, Cummins ISB and an engine used throughout the Case New Holland agricultural range. This engine is a torquey performer in all of its guises.
The trucking industry has a thirst for power in our trucks. DAF has heard our pleas and upped the power available in its CF85 prime mover.
Quite often the art of designing a new truck is not designing and building something from the ground up, but instead mixing and matching the components available in a different way to solve a particular application issue. There are plenty of other examples of these evolutionary developed models running on our roads, now there’s another, the DAF CF85 with a 510hp Paccar MX engine. Read more
This week on Diesel News we have a New Mack Launch, a New Benz Unveiled, Diesel from the US and Show and Shine on the agenda.
This video is one of a series of teasers being released by Mack in the US in the lead up to the revealing of the new range on 13 September. Of course, Australian Mack trucks are a different range. However, new features added into the US range will likely start appearing in the Macks here in Australia in time. Read more
Researchers in Europe are working to improve truck braking and looking at ways to achieve a quantum leap in brake performance. One of them presented their work to other truck and trailer engineers at the 14th Heavy Vehicle Transport Technology, held in Rotorua in New Zealand.
With the reintroduction of the International brand, it probably time to ask the question, where to now for International? The first models unveiled this year are variations on the ProStar models.
Let’s assume the ProStar hits the spot for International, the brand is welcomed back into the open arms of Australian truck buyers and proves to be an effective addition to the offering for the Iveco brands and its dealers. Of course, this is by no means a foregone conclusion, but it is also feasible. International does still have a loyal fan base among the trucking community, the brand remains strong. Read more
As we have seen for many years, the truck market is always looking for more power in its trucks. The desire to have just a bit more oomph every time a truck is replaced doesn’t seem to be going away any time soon.
As a result, we have seen a new engine from Hino appear as an option in the heavier end of the new 500 range. In fact, both engines now available are new to Australia. The existing eight-litre engine has been modernised as the Hino J08E. It is rated at 280hp (206kW) at 2,500rpm and puts out an increased torque level at 883Nm (651 ft lb), an increase of seven per cent on its predecessor. Read more
This week, alternative power for trucks is on the agenda with Electric Power For Cummins, Fuel Cells and Hybrid Vans in Diesel News.
A Belgian hydrogen technology company has won a European Union grant to develop a new extended range fuel cell truck. The H2Share Project will see a 27-tonne electric, fuel cell-extended range, rigid truck going into service, with the chassis and body provided by Dutch manufacturer VDL.
The truck will be developed alongside its own mobile refuelling system, which is being coordinated by German technology firm Wystrach. The truck will be put on trial in six locations across Germany, the Netherlands, Belgium and France. The aim is to demonstrate the long-term viability of hydrogen fuel cells for long distances, as well as urban applications, with a view to creating a technology roadmap for the rollout of a proper hydrogen fuel cell refuelling network for road transport in northern Europe. Read more