Articles by James Stanford

They cost a similar amount of money and have V8 engines, but there is still a world of difference between the Mercedes-Benz Actros and CLS 63 AMG. We are at Eastern Creek raceway just out of Sydney for the ultimate comparison between the premium truck and the extremely powerful four-door luxury cruiser.Of course, the Actros is at home on the highway with a big load on the back, but we have brought it to a racetrack for a bit of fun to see how it compares against its smaller sibling without a trailer. In truckie talk, this is called running bobtail.The CLS, which is big for a car but small compared to the Actros, is better suited to cruising country roads or navigating the city, but this is the hot AMG version which means it fairly handy on the track too.It might seem ridiculous to compare the two vehicles, but they could have more in common than you might think. They produce a similar amount of power although the engines are very different.The Actros has a 15.9-litre V8 diesel with one turbocharger that makes 440kW (598hp), pipping the CLS which has a 5.5-litre V8 petrol unit with two turbos that churns out 410kW (557hp). The contrast is much starker when it comes to the torque, the pulling force, with the Actros pumping out a whopping 2800Nm compared to the CLS 63's 800Nm.While the Mercedes coupe engine makes its peak torque between 2000-4500revs, the Actros hits maximum torque at just 1080revs. However, the Actros has been designed to tow huge loads and is able to lug up to 130,000kg as a triple road train and has been set-up accordingly. It is limited to 100km/h, but it's gearing and differentials mean it would only hit around 120km/h even if the limiter was removed.The AMG also has a limiter, but it only cuts in at 250km/h. First up, we check how fast these things get off the line.The CLS 63 has a sophisticated launch control system that means it can blast from 0-100km/h in just 4.3 seconds. If you try to accelerate without the launch control feature it will take a couple of seconds more because it's really hard to stop the wheels from spinning. There is so much power that it will not only spin its wheels in first, but also struggle to maintain traction in second as well.The Actros is a completely different machine and it takes all of 29 seconds to get to 100km/h. Of course, it has a narrower torque band and has to change gears a lot more often to hit the 100 mark. The Actros also weighs 9895kg, compared to the CLS at 1870kg, and it takes a while to propel something so heavy. It also takes more effort to stop, which is why the next part of the test is so impressive.We hit 100km/h and then brake at a set point. The CLS 63 pulls up quite quickly without much fuss. The Actros decelerates fast and the cab lunges forward dramatically. I'm certainly glad there is no trailer on the back. Incredibly, the Actros takes just 10m longer to pull up than the much lighter car.Next up, we take the two vehicles through a slalom made up of witches' hats which are spaced fairly close together. Getting the Actros through at a good pace takes a lot of work behind the wheel and the cabin sways from side to side. It looks dramatic, but never feels as though it is going to tip on its side. I find it hard to judge the distance between the edge of the truck and the witches' hats and take out an average of one per run.Now it's time to hop into the CLS 63 and it feels a lot different. You sit so close to the road and the engine response is so fast. I head towards the first witches' hat and go to apply a similar amount of turn to the steering wheel as I had in the Actros. Given the steering ratio is much shorter, so you don't have to turn the wheel much, the CLS turns much harder and more aggressively. And another hat bites the dust.It takes a little while to get used to. After a couple of sighting laps, it's time to record a lap time in the CLS 63. The main problem with this is getting the power down. If you are a touch too aggressive on the throttle the back will step out.It seems like a waste to have so much power in a car that will rarely make it to the track and won't be carrying more than four people and their luggage. You can't even get a towbar for this thing. With a top speed of more than 220km/h and high pace through the corners, the swooping four-seat coupe does the lap in 1m54.41 seconds.The Actros is immediately hindered by its 100km/h limit. It pulls up fast coming into the tight turn two, using a mix of the engine retarder and the wheel brakes. If I only used the wheel brakes (also known as service brakes), it wouldn't take long before they got too hot and start to smoke. Without a trailer, the Actros manages far higher than expected cornering speeds. Even more special is the way it accelerates out of the corners. Using its massive reserves of torque it surges through the revs before the automated transmission pulls the next gear.This engine is designed for hauling loads and not slinging a prime mover alone, but it is an eye-opening experience to feel what it can do without having to lug anything. The traction control works hard in the corners, although the inside wheels of the rear two drive axles give off some smoke coming hard out the bends.In the end, the Actros records a time of 2m58.25, which is not bad when you consider how tall and heavy it is.While the performance of both vehicles provides the fun, the safety is all important. Both machines have had access to the same safety technology. They use advanced radar cruise control, which keeps a safe distance to the vehicle in front and can even brake heavily, without input from the driver, when a collision is imminent.You might expect a luxury machine like the CLS 63 to have features such as lane departure warning, which sends a vibration through the steering wheel, but the Actros truck also has a version of the system, albeit a bit simpler. Instead of vibrating the wheel to alert the driver, it sends a noise through the speaker on the side of the truck that is leaving the lane. Given a fair amount of accidents happen when drowsy truck drivers leave road, this could be a real life saver.Mercedes-Benz Actros 2660Engine: 15.9-litre V8 turbo dieselPower: 440kWTorque: 2800NmTransmission: 16-speed automated manualWeight: 9895kgTop speed: 100km/h0-100km/h: 29 secondsMaximum towing capacity: 120,000kgPrice: $250,00 plus (depending on specification)Mercedes-Benz CLS 63 AMGEngine: 5.5-litre V8 twin turbo petrolPower: 410kWTorque: 800NmTransmission: Seven-speed automaticWeight: 1870kgTop speed: 250km/h0-100km/h: 4.3 secondsMaximum towing capacity: N/APrice: $263,500 plus on-road costs.

Just like mobile phones and computers, electrified trucks are advancing quickly. The last Hino Hybrid was a fairly effective machine, but the new version makes it look and feel out-of-date. Working Wheels has hit the road in Hino's 300 Hybrid and it is impossible to miss the improvements.Of course, the entire 300 Series range has been made better with a recent update which included an all-new wide-cab and an array of upgrades including electronic stability control, but the hybrid model has also been given a lot of attention. Frankly, it needed it because the last Hino 300 Hybrid was not as advanced as its opposite number at Mitsubishi Fuso, the Canter Eco Hybrid.Hino has hit back and although it still uses nickel-metal hydride battery technology, which is being replaced by lithium-ion (used in electric cars, top power tools and the Canter hybrid), the new 300 series Hybrid is significantly more advanced. This writer wasn't expecting much before the test drive and was pleasantly surprised. Like the Eco Canter and the last Hino Hybrid, the diesel engine must tick over when the truck is going. It is needed to power components such as the hydraulic power steering. However, the new Hino Hybrid can now accelerate gently without increasing diesel engine revs, using the electric motor for propulsion instead (as is the case with the Canter hybrid).Of course, if you accelerate hard the diesel engine will start providing assistance and it will kick in when you reach higher speeds regardless of how easy you go on the accelerator. In really bad stop-start traffic you could go some way using only the electric motor for forward movement.One of the best parts about the new Hybrid is the five-speed automated transmission. The last model was available with a manual or a full automatic and both had issues.Drivers tended to over-rev the manual model out of habit, rather than relying on the extra torque of the electric motor. The automatic wasn't really compatible with the stop/start system, which kills the motor at idle to save fuel. The driver had pull on the handbrake and select neutral to get the engine to switch off automatically, which just too hard for most.Now, the driver doesn't have to do anything and the engine will stop and then start up when he or she is ready to get going again. The automated transmission works very well and the shifts are quite quick. Better yet, the driver doesn't have the hassle of working a manual box and the boss gets some fuel savings because it doesn't get over-revved and switches off at idle.Of course, the start-stop system can be over-ruled if the operator prefers to have the engine running at idle. The automated transmission can also be told what to do and can be flicked into sequential manual mode should the driver want more control.As for the performance, we didn't have much of a load on but the Hybrid appeared as responsive as the regular diesel model.The low down torque is good thanks to the extra torque of the electric motor which assists the 4.0-litre four-cylinder turbo diesel which has 10 per cent more power, for a total of 110kW and 19 per cent more torque, for a total of 420Nm. The electric motor 36kW of power and 333Nm. It is fed by a 40-module battery (240 cells), which is already operating in the Lexus RX 450h SUV.Thanks to a new layout that allows the diesel engine and electric motor to be operated separately, the Hino Hybrid can get the best out of both powerplants. It is now able to take as much or as little power from either power source and the split is infinitely variable.Working Wheels mentioned in previous tests that both the Eco Canter and Hino Hybrid were lacking trip computers, with instant and average fuel economy readings. Now the Hino has one and it will be helpful especially when a driver is interested to see how his or her driving is impacting the fuel consumption.Hino says the Hybrid model will use up to 26 per cent less than a diesel-only model, although the figures change dramatically depending on how the truck is used. We'll have to wait for some firmer figures in real world conditions, but either way the new Hino Hybrid is a much-improved truck that makes saving fuel far easier than before.

It has already gone on sale in Thailand, the country where it is made and also where it outsells the mighty Toyota Hilux. although the exact date is yet to be confirmed. It is part of a massive overhaul in the one-tonne ute market, with a range of top-class models standing up to the Hilux and challenging established players such as the Nissan Navara and Mitsubishi Triton. Following last year's introduction of the Volkswagen Amarok, Ford released its all-new and Australian developed Ranger ute in September 2011, while Holden is preparing to launch its new Colorado ute by the end of this year. The Colorado and the Izuzu D-Max were developed off the same base, a fresh ladder-frame chassis with a considerably stronger rear section. It has grown slightly with a wheelbase of 3095mm, up 45mm on the current model. Unlike the Colorado, which switches to its own unique engines, the D-Max will continue to run the same 3.0-litre four-cylinder turbo diesel engine from the current model. It has been upgraded with some minor tweaks that raise power by 10kW to 130kW and lift torque by 20Nm to 380Nm. Isuzu says the new engine is still very efficient, but hasn't issued an official fuel economy figure yet. A new five-speed automatic will be made available, joining the standard five-speed manual transmission. Isuzu Ute Australia is still finalizing its line-up, but says it will bring a single cab, space cab and crew cab. The new model features fresh exterior styling, a new interior including which includes an upgraded sound system incorporating Bluetooth phone connectivity. There is more safety gear with electronic stability control (ESC) now standard on all models. Front and side airbags are also available, while curtain airbags have also been engineered for the vehicle.

The Japanese brand has revealed it will roll out a concept version of its Super Great truck, called the Heavy Duty in Australia, which will use a diesel engine and electric motor. Mitsubishi Fuso currently sells a hybrid light duty truck called the Canter Eco Hybrid as well as hybrid bus, which is not available in Australia.Volvo has introduces a hybrid version of its FE in Europe, but hybrid technology is taking its time to migrate to larger trucks. The reason for this relates to the heavier weighs of the trucks and their loads, which require more energy to be stored and then delivered in short bursts by the batteries, which have been advancing quickly but still have some way to go before they will be very effective.Another issue is that heavy duty trucks are normally used for long haul operations, between large cities, and highway cruising which means there are less benefits from having an electric motor, which adds weight, and there is less chance to capture energy when decelerating.Despite this, Mitsubishi Fuso product engineering vice president, Gustav Tuschen, says the Super Great HEV has performed well in the tests, using around 10 per cent less fuel than a comparative diesel-only machine."The conventional thinking is that hybrids best fit trucks like the Canter Eco Hybrid involved in short-radius distribution operations, since such operations involve many stop-and-go situations," he says. "But heavy-duty highway trucks in long-haul operation clearly benefit as well."Tuschen says the heavy hybrids accumulate a lot of energy when running over hilly terrain because the system can generate a lot of energy when coasting down hills. The company says it has developed the truck to capture energy even on the most gradual of ascents.The Super Great hybrid is a parallel hybrid in that the electric motor can operate separately of the diesel engine. This means the truck can move forward on electric power alone (although the diesel would still need to tick over to power a range of items such as the power steering and airconditioning) or can operate using just the diesel engine. Alternatively, it can draw energy from both the diesel engine and electric motor.Mitsubishi Fuso has not yet specified the engine used for the concept truck and whether it is smaller than the traditional 12.8-litre unit used in regular Super Great models. It has also not yet disclosed the type of electric motor used, but has confirmed the Super Great concept uses lithium ion batteries, the same kind as the Eco Hybrid Canter. While it has not yet confirmed the Super Great hybrid is bound for production, Mitsubishi Fuso says it is moving ahead with the development of the vehicle.It acknowledges there is a lot of work to do, primarily in reducing cost and driving down the weight of the battery pack so it has less effect on the load capacity, which is all-important in the heavy-duty truck class.Mitsubishi Fuso president Albert Kirchmann says his company is keen to get more hybrid trucks out on the road.  "We want to be leaders in green technologies," said Fuso President, Dr Albert Kirchmann."Our development of a long-haul hybrid truck represents a significant expansion of our hybrid activities and shows our focus on bringing cost-effective, low-emission commercial vehicles for a wide spectrum of applications. We will continue to promote advanced technologies to reduce emissions and increase fuel efficiency."

And now Ford has released the latest version, complete with ‘snakeskin’ leather steering wheel cover and centre console lid.We’re not entirely sure whether real snakeskin is real or not, but it does look cool.Despite the name, you don’t actually get a Harley when you buy this special edition truck, but you do get special wheels, graphics and a fair few Harley Davidson badges.There is a custom interior as well and a 6.2-litre V8 engine, which almost certainly sounds nothing like a Harley.

The electric-only Renault Kangoo ZE compact van is being hailed as an eco friendly model that will match the running costs of existing combustion-engined version. Renault Australia says the business case to bring the electric Kangoo is ‘well advanced’ although it is still waiting for the final green light. That means it is not clear when the vehicle might be available locally, but Working Wheels understands it could happen within the next two to three years. One of the vehicle’s advantages is the reduced maintenance cost, with estimated savings of 20 per cent. The savings would come from not having to worry about oil changes, timing belts, air filters or fuel filters. Running costs are also cut by a dramatic reduction in fuel bills, with the actual cost per km dependent on electricity prices in various areas. There is no way to tell how much the electric Kangoo would cost by the time it came to Australia, but the European model will cost the equivalent of $26,700. However, there will also be a $100 per month battery lease. Currently, there are no considerable incentives for eco-friendly vehicles in Australia, but many European governments offer financial assistance for electric vehicle purchases. For example, in France, the Kangoo would attract a $5000 subsidy. The Kangoo ZE features an electric motor (44kW and 226Nm) in the engine bay, which is fed by a 22kWh (kiloWatt hour) lithium ion battery that sits behind the front seats and below the load floor. Renault says the vehicle has a range of 170km, when driven according to the same test that determines the fuel consumption ratings for internal combustion-engined vehicles, although this is dependent on the way the vehicle is driven. The payload is 650kg, while the load volume ranges from 3m3 to 3.5m3. Renault says the recharging time, using a wall-mounted Renault charger, is between six and eight hours. It will be possible to top up at public charging centres (which are way more prominent in Europe than Australia), but it will take an hour to gain an extra 20km of range.

Sliding sideways in a truck is great fun in a controlled environment such as Mt Cotton's diesel-splashed skid-pan but I never want to experience it out on the road. Thankfully companies like Hino are working at reducing the likelihood of drivers losing control of trucks, starting with the new light duty 300 Series.Working Wheels was able to test the new machine at the Mt Cotton driver training facility in Queensland. The most dramatic drive experience of the day was the Electronic Stability Control demonstration on the wet skid pad. Hino is making a big safety push with the 300 Series and has included ESC as standard on each model. Keen to make a point, it hired rally ace Neal Bates to help guests experience driving the 300 Series on the very slippery surface with and without the ESC switched on. It certainly was a wild ride with the ESC turned off.It was fun to slide around in a controlled environment, with not much of a load on the back, and having a spin didn't matter because there was lots of run-off and no cars coming the other way. Out on the road and a spin like that could have fatal consequences.The ESC made a big impact as soon as it was switched on. The truck braked the individual wheels and dulled the accelerator to keep it in line. It was remarkable. And yes, Neal was able to set a faster time around the figure of eight course with the ESC on than when he was sliding around without it.On normal road loops the ESC does come on a bit earlier than you might expect. I'm tipping some drivers might been annoyed by it because the system appears to come in quickly to try and prevent an incident.DESIGNThe ESC is a highlight of the new range, but the new wide cab is what's likely to excite drivers more. Hino has actually developed this cab with relatively tall people in mind instead of shaping them solely for generally shorter Japanese customers. It's remarkably spacious in the cab.Getting in and out is easier thanks to a wider aperture and wider opening doors and there is a great deal of legroom and headroom, which is a big plus for bigger people who would have no doubt suffered in the last model.You can get comfortable with a steering wheel that can be adjusted in and out and up and down. The driver's seat can also slide back and forth 240mm to make sure youfind a good position. It is also suspended, which felt good on our test drive and would likely make life a lot easier for a driver working long hours on imperfect roads.Visibility has been improved with new, thinner, A-pillars. The standard cab has only had minor revisions, it misses out on the suspension seat and many of the other cabin upgrades as it is a budgetconscious model. Crew cabs have also been upgraded.These have a separate rear airconditioning unit for the back, which is handy, but the rear seat-back is so uncomfortable there will be fights over who gets to sit in the front.TECHNOLOGYEngineers have made small changes to the 4.0-litre four-cylinder turbo diesel and with up to 121kW and 464Nm, it seems up to the task. There is no automated manual transmission, but a full automatic instead. It's ok but is nowhere near as good as the dual-clutch automated shifter in Mitsubishi Fuso's Canter.The manual took me a while to get used to, but that could just be driver error and the fact it's fresh out of the box.  The real test for these trucks will come when they enter the workforce, but the wide cab's vastly improved interior and upgraded safety levels certainly make a good first impression.

Mercedes-Benz has already produced one right-hand drive Zetros for a trial with the Australian Defence Force and is hoping it will be chosen for local military work. However, the company is looking at offering the extreme off-roader for non-military customers, even if the ADF overlooks the Zetros. The senior manager of Daimler Trucks Australia, Joachim Heinke, tells Working Wheels that he wants to bring the Zetros here. "I intend to bring it in, but of course it is not certain," he says. "We are still having a look into it." The Zetros was initially developed for military operations and is available as a 4x4 and 6x6 with gross weights of up to 18,000kg for the 4x4 and 27,000kg for the 6x6. Heinke says Australian engineers are still examining how the vehicle would be able to comply with local regulations, particularly government limitations of front axle weight. If it gets the thumbs up, the Zetros would perform well in many industries that require all-terrain capability and a reasonably-large flat tray for load carrying. "It would suit mining, especially as a support vehicle. As a utility it could be used for fire fighting, with a ladder, it could be used for maintaining power lines in difficult places and in the tourism industry as a tourist bus," Heinke says. Mercedes will present the Zetros military truck at Melbourne's International Truck, Trailer and Equipment Show next March and is keen to gauge interest from possible operators. The Zetros runs a 7.2-litre in-line turbo diesel which can produce up to 240kW (326hp) and 1300Nm of torque. It is available with a nine-speed manual with eight forward gears (as well as a crawler cog). A fully automatic Allison six-speed is also available. All axles feature locking differentials for ultimate grip. While Mercedes is known for its cab-over trucks, the engineers chose to opt for a bonneted set-up for the Zetros thanks to better control for the driver, simpler servicing and better in-cabin comfort on rough surfaces.

It lasted long enough, but the wait for the new UD Condor was worth it. UD has been battling away in the medium duty class with an out-dated cabs and ordinary engines, including one borrowed from rival Hino, but has now been given a massive boost with the arrival of an all new truck range.There are new cabs, with smart interiors, a cutting-edge UD engine and new transmissions. A test drive on Queensland’s Sunshine Coast has revealed the changes make the new Condor trucks, which range from 11,000kg to 16,500 gross vehicle mass, appealing medium duty workers. The new Condor name sits over the existing MK and PK badges which UD customers are familiar with.All Condors run the same in-line 7.0-litre diesel six-cylinder that UD has developed with backing from the massive Volvo Trucks group that now owns it. Given the UD name comes from the company’s Uniflow Diesel engine it came up with, a top-notch engine is important to the company.It must have been galling to have had to run a Hino engine for its last model. Now UD’s technology will be picked up by other brands, including Volvo and Mack, because this is a great engine.This unit runs common rail injection, is turbocharged and intercooled and uses the super clean selective catalytic reduction (SCR) system which means it must be topped up with AdBlue exhaust treatment fluid.UD says having to top up the 50 litre AdBlue tank is better than the alternative of running a Diesel Particulate Filter (DPF) emission control device used by most competitors, which can mean shorter service intervals and the occasional manual soot burn-off (meaning the truck must sit idle for 20 minutes or so).The engine is available with two output ratings, a 180kW (241hp) unit which has 716Nm or torque and a 206kW (276hp) with 883Nm. This represents an increase of between 5 and 8 per cent power and between 6 and 13 per cent more torque. It certainly is a smooth engine too and the cab is fairly quiet as a result.Transmission choices include a five-speed Allison automatic which is a quality unit that would be a great choice for fleets operating in stop-start conditions. There is also a nice-shifting six-speed manual as well as a nine-speed manual we didn’t get to test on the drive.UD has strengthened the chassis by up to 22 per cent across the range and the new cabs all pass the ECE-R29 cab strength test, while a driver airbag and anti-skid brakes are standard.   The new cab, which has three seats and a narrow sleeper in behind, is a real highlight. A lot of thought has gone into it and the quality of the surfaces is top notch. There are lots of storage areas for documentation and other bits and pieces while a massive light on the ceiling means you have the best chance of finding what you are looking for at night.You won’t need the light to read a map because all Condor models come standard with a smart integrated satellite navigation system accessible through a dash-mounted centre screen. You can even search for the nearest AdBlue outlet.The head unit also features Bluetooth connectivity for a phone, as well as a CD player, a USB plug and an iPod connection. The screen can also be used to display footage from up to three cameras that can be fitted.  The suspension driver seat is comfortable adjustable in a number of ways including seven damping settings and lumbar control.

White Motor Corporation will start importing the Chinese-made Sunray van to Australia next year. Initially, it will chase traditional van operators but admits it also aims to score lucrative ambulance contracts which are mostly currently awarded to Mercedes-Benz Sprinters. For that it will need to install electronic stability control, which won’t be ready when the first Australian vans go on sale but is being developed. The new worker is from JAC, the Chinese giant that produces cars as well as the light duty trucks that are set to go on sale in Australia this December. Many of JAC’s vehicles appear to ape existing designs and the van appears to have been modelled on the Mercedes-Benz Sprinter. It matches up closely in terms of dimensions and payloads, while JAC designers appear to have included some Sprinter design cues too. It will take on the Sprinter, Ford’s Transit and the Volkswagen Crafter, Renault Trafic and Iveco Daily. A high-roof model with a medium wheelbase is likely to be the first model sold here and you can expect it to have a capacity of about 3500kg to 4000kg. Like the 4.5 tonne JAC truck, the Sunray uses a 2.8-litre Cummins four-cylinder diesel. It will be available with a JAC manual transmission as well as an optional ZF automatic. It is the use of known components that will form the core of the marketing push for the new vans. WMC will import 10 Sunray vans in December for evaluation and homoligation.The importer will also bring a smaller van to Australia early next year that will be sold by Higer dealers, which already sell buses here. It will be a 14 seater, although a courier van may also be introduced, and it’s very closely modeled on the Toyota HiAce although the front-end has now been changed to look less like the Toyota.