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G Webb Haulage has operated more makes of automate

G Webb Haulage has operated more makes of automated transmission-equipped eight-leggers than most. We get its opinion on two of them - the lveco Trakker and Oaf CF Words: Bob Beech / Images: Tom Cunningham Automated gearboxes are pretty much standard equipment in mainstream tractor units. They are also gaining popularity in threeand four-axle rigid tippers, with the potential benefits of reduced fuel consumption and lower maintenance costs attracting many operators. While many in this sector tend to be cautious and steer clear of new technology until it is well-proven, operator G Webb Haulage takes the opposite view. It is constantly trying out new ideas in its quest to improve operating efficiency.

Because of this long-standing policy, the company has operated numerous makes of automated transmissionequipped eight-leggers over the past decade, giving it unrivalled experience in this field.

Operator opinion David Webb, MD G Webb Haulage "As a company we look towards the future and try to embrace new technology rather than stick with what we know. Even though outsiders might think bulk tipper haulage is at the lower end of the technology spectrum, we think differently. This policy is nothing new and goes back decades to my late father's time. He was always looking to increase efficiency and this has continued with the current generation.

"We first tried a modern automated transmission some 10 years ago, when we took delivery of an Iveco Eurotrakker 8x4 fitted with the first-generation ASTronic gearbox. It was one of the first of its type in the UK, and was powered by the small 350hp 8-litre Cursor engine.

We bought it because of the efforts of Bal Singh, the local Iveco salesman. He is still with the company and does a superb job. He is the reason we have bought the latest Iveco.

"We had tried other systems before this, both fullyautomated Allison transmissions and an early Volvo Geartronic in an FL10 eight-wheeler, but neither were that successful. But we were keen to try the AS-Tronic/ Eurotronic in the Iveco.

"They were the only manufacturer to offer it in an 8x4 rigid at the time, as other manufacturers were holding back. They also offered rear air suspension, singlereduction drive-axles and disc brakes.

Engine output "The truck performed quite well. The gearbox made the most of the engine output, while the relatively low unladen weight was another attraction. There were issues over the life of the truck, but the transmission was virtually trouble-free. Clutch life was very good and we ran the Iveco until it was about eight years old, by which time it had covered nearly one million kilometres.

"As a result of this early experience, we tried other manufacturers' automated gearboxes when they became available. The Volvo I-Shift impressed us and we bought a lot of them. We have also run numerous Daf CF75/85 rigids with AS-Tronic gearboxes.

"In the decade or so since we tried the first Iveco we have only bought one eight-wheeler with a manual gearbox, which clearly demonstrates the benefits of automated transmissions as far as our operation is concerned.

"All of the systems have improved no end in this time. The gearbox software is now much smarter and the low-speed clutch control has improved a great deal.

"I think Volvo still has a slight advantage in this respect, but there are other aspects where the ZF transmissions are now just as good.

"We have worked hard to refine the concept of our eight-wheel tippers. We require an engine of around 400hp, automated transmission, single-reduction driveaxles and a smooth-sided bulk alloy body with underfloor gear to get the body as close to the cab as possible. In the past we had normal-height sleepers, but now the high-roof option is preferred.

"It gives the drivers more space and gives better aerodynamics with a tall body. We aim to get a payload of as near as possible to 20 tonnes, which requires alloy wheels and other weight-saving measures.

Longer wheelbase "The new Trakker and CF85/410 are closely matched in this respect. The Daf has a longer wheelbase as the body is slightly bigger, but otherwise they are very similar. The driver is keen on the Iveco as it performs well. There have been issues with oil leaks from the turbocharger. The dealer has fitted two new turbos, and hopefully this will sort it out.

"The build quality has improved a great deal. I think the driveline is as good as anything else, but they still need to improve the dealer network. Our local support is very good, but there are weak points elsewhere.

"The Daf is a good product, and probably a little more mainstream than the Iveco. It is a bit more fuel-efficient. I don't think the Daf is quite as durable as a Volvo, but the dealer support is very good throughout the country, so the overall package is very attractive.

"I think the next generation of automated gearboxes will offer further improvements. The new ZF Traxon transmission with the option of a DSG/dual-clutch set-up is very interesting. I think it would offer real advantages in our operation. I'm told Iveco will be among the first to offer the new system. I would certainly try one when it's available, just as we did with the original Trakker."

SPECIFICATIONS Manufacturer Model Daf Trucks FAD CF85.410 8x4 tipper with Space Cab high-roof sleeper cab Iveco UK Trakker AT340T41K 8x4 tipper chassis with Active Time high-roof sleeper cab Year of manufacture Chassis 2012 5,700mm wheelbase, plated 32,000kg, front bogie 14,200kg, rear bogie 19,000kg, two-spring steel rearsuspension with Daf SR1132T single-reduction tandem-drive axles, 295/80R22.5 tyres front and rear 2012 5,020mm wheelbase, plated 32,000kg, front bogie 14,200kg, rear bogie 19,000kg, two-spring steel rear suspension MT23-155 single-reduction tandem-drive axles, 295/80R22.5 tyres front and rear Engine Daf MX300 Euro-5/EEV (optional), 12.9-litre, in-line 6-cylinder, turbocharged and intercooled, with electronically-controlled smart unit pump injection, SCR exhaust after-treatment, exhaust brake and optional MX engine brake Maximum power 410hp (302MM Id 1,500-1,900rpm Maximum torque 2,000Nm (1,4761.1N-d a 1,0001,40Orpm Gearbox ZFAS-Tronic 12-speed constantmesh automated with directdrive top gear manual override function, automatic clutch control. Ratio spread 15.86.1-1.00.1 Engine revs la 56mph 1,450rpm Brakes Air-operated disc brakes on front axles, drums on rear axles, ABS and load-sensing Cab CF Space Cab with single bunk, internal and external storage Iveco Cursor 13, Euro-5/EEV (optional), 12.88-litre, in-line 6-cylinder, turbocharged and u-flow-intercooled, electronic unit injectors, turbocharger fitted with wastegate control, SCR exhaust after-treatment, exhaust and engine brake 410hp (301.5kWJ 2 1,5151,90Orpm 1,900Nm ,4001.bfd a 1,0001,515rpm ZF AS-Tronic 12-speed constantmesh automated, with overdrive top gear manual override function, automatic clutch control Ratio spread: 12.33.1-1.078.1 1,34Orpm EBS-controlled air-operated disc brakes on all axles, ABS/ASR traction control Active Time high-roof sleeper, with single bunk, internal and external storage Additional equipment 400-litre alloy fuel tank, 50-litre AdBlue tank, aluminium wheels, reversing camera, beacon bar weighing equipment Bodywork Aliweld alloy bulk body, with Harsh underfloor tipping gear and automatic sheeting system Operator G Webb Haulage, Longstanton, Cambs Supplied by Marshall Group, Cambridge 400-litre alloy fueltank, 60-litre AdBlue tank, aluminium wheels, reversing camera, beacon bar weighing equipment Aliweld alloy bulk body, with Harsh underfloor tipping gear and automatic sheeting system G Webb Haulage, Longstanton, Cambs Guest Truck and Van, Peterborough CM opinion Many years ago the author drove Webb's original Iveco 8x4. While the early Eurotrakker had its faults, the combination of the small but gutsy Cursor 8 engine and AS-Ironic transmission worked surprisingly well together. It was one of the first of a new breed of eight-leggers and it signalled the way ahead for many operators in this sector.

The new Trakker 410, powered by the big 13-litre Cursor engine, is a big step forward. The engine has plenty of low-speed torque, which means progress is rather less frantic than with the lower-rated engine, which needed plenty of revs to get the best from its 7.8 litres. The overall gearing is relatively high. Overdrive top gear means engine revs are low at cruising speed, but the truck quickly drops into 11th gear on most A roads. Possibly a direct-drive gearbox would improve both driveability and overall fuel consumption.

The cab is high-mounted on the chassis. The optional high roof makes the truck look extremely imposing. The steps are set fairly high, so it's quite a stretch to get to the driver's seat. Vision is excellent, but we still find the dash-mounted rocker switches for the transmission a little strange at first, although they do seem to engage gear better than the rotary control used by Daf. The rest of the cab layout is pretty good. There is plenty of headroom and the bunk is at an ideal height for sitting on. It could be a bit wider, but it seems reasonably firm and should retain its shape over time. Storage is reasonable for this size cab, with twin external lockers. It will be interesting to see the updated cab interior on the new Euro-6 models, and hopefully build quality will be further improved.

The Daf MX engine has a pleasingly deep note, picking up instantly from low revs. The gear changes are smooth and well chosen once under way, but the low-speed clutch control is better with the Iveco. Daf has improved in this respect, but it could still be better. The engine brake is effective, more so than the Iveco, and the steering on the CF85 is smooth and accurate and has an excellent lock. The Iveco's steering is light and seems a little vague at first, although it's fine once you get used to it.

The Daf Space Cab is as familiar as ever. Once again, the steps are quite high due to the straight beam front axles and tall chassis. There is plenty of room around the driver, more so than in the Iveco. The high roof makes cross-cab access easy. In-cab storage is good, but the single external locker is a bit limited. Vision is once again good, and the mirrors cause fewer blind spots at junctions.

The ride is a bit firmer, especially at the back end. Bigger springs and anti-roll bars are the likely cause of this. The regular driver reports that the Daf rolls far less than the Trakker, which has only a front anti-roll bar to save weight.

Overall, the Daf would be the choice for most operators. It's probably a better all-rounder and in this application, better on fuel. The Trakker is a good eight-wheeler, with first-rate ground clearance and traction. It will handle quite a bit of abuse without complaint. It just requires more dealers to get out there and convince operators to try one.

Fuel consumption Oaf CF85/410: 8.7mpg to 8.9mpg IvecoTrakker/410: 7.8mpg to 8.3mpg TRANSMISSIONS A decade or more ago, automated transmissions in eight-wheel tippers would have been frowned upon by most operators. Few would have taken this risk, highlighting potential reliability issues and the likely inability of the electronic software to cope with the demanding conditions many of these trucks encounter on a daily basis.

Fortunately, not all operators think this way, and one or two are prepared to try new technology. It's rarely all plain sailing for these pioneers, but manufacturers are only really able to refine their designs and improve the product as a result of this. No amount of computer simulations or pre-production testing can replace real-world operation over a number of years.

When ZF developed the early ASTronic transmissions, it worked very closely with Iveco and, as a result, the automated transmission software was particularly well suited to the performance characteristics of the Cursor engine range.

Iveco went on to have exclusive use of the new transmission for a period before it was made available to competitors.

This later gave the Italian manufacturer the confidence to make the automated gearbox a standard fitment when the Stralis range was introduced.

The next generation of automated ZF gearboxes were announced earlier this year. The all-new Traxon range takes the principle a stage further, offering a host of new options that make the new transmission ideal for a whole range of applications.

The basic gearbox is available in 12and 16-speed versions, and as part of the modular design, both singleand twin-dry plate clutches are offered.

In addition, a live drive PTO can be mounted between the engine and clutch, as well as conventional gearbox driven PT0s.

The options include a torque-converter for heavy haulage operations, a hybrid drive with a 120kW electric motor for environmentally sensitive applications, and a DSG/dual-clutch that provides continuous drive between the engine and transmission even during gear changes.

The DSG option is particularly interesting. Volvo has announced a similar option with the new FH range and we understand it will source the DSG clutch unit from ZF and mate it with the I-Shift gearbox.

The ZF Traxon system will offer this same option to all its existing transmission customers, with Iveco being the first to take the new system next year.

The twin-clutch system will offer a number of benefits, particularly where very high overall gearing requires the truck to change out of overdrive top gear as soon as it senses a gradient. This causes a brief loss of drive, which means the truck loses speed and invariably uses more fuel to maintain cruising speed. With a DSG system there is no loss of drive during the gear change and speed is maintained.

Another feature is that the transmission can make optimum use of engine output when required, rather than relying on an excess of power and torque to mask its deficiencies. This is what happens to a certain extent with the present generation of drivelines when cruising at maximum speed but at very low engine revs.

This may well allow manufacturers to use smaller displacement 9-, 10and 11-litre engines with variable geometry turbochargers to do what requires a 13-litre engine at present, with the potential for real gains in fuel economy when the vehicles are running at less than full weight.