REPORT ITS
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Considering the sheer size of the United States, it's not practical to stage a single national truck show. But as CM found, the West Coast's International Trucking Show was not short of interest.
• Everything in America is big. In fast food restaurants they serve you three sizes: Big, Super and Giant. So it may come as a surprise that the most important commercial vehicle show in America — The International Trucking Show — is nowhere near as big as many European shows, and only lasts for three days.
This can be explained by the fact that in a country as big as America, a West Coast show like ITS is very much a local event. Operators from neighbouring states may have made the trip, but those on the East Coast would hardly have known it was going on.
Held recently in the Anaheim Convention Centre next to Disneyland, the ITS nevertheless attracted more than 30,000 visitors to the air-conditioned show halls. While the American trucking industry has its own unique way of doing things, it still suffers from many of the same problems that beset European hauliers.
A shortage of drivers has been a problem ever since the industry was deregulated back in the early eighties, and some companies have an annual driver turnover of as much as 80%.
From April 1992 all drivers of Class 7 and 8 trucks above 11.79 tonnes gross weight (or 26,000Ibs as the Americans insist) must hold a Commercial Driver's Licence (CI).) issued on the basis of a test drawn up by the Federal Highway Administration (FHWA).
Until recently many truckers held several licences from various states on the basis that if they lost one through bad driving, they would still be able to drive on another.
The authorities have cracked down on this practice and the CDL is expected to
raise standards and bring down insurance costs. But that could be a problem for a minority of veteran drivers. Some are slow readers or don't read at all, and the compulsory 100-question CDL test covers not only driving skills, but also the mechanical functions of the engine, transmission and brakes.
VIDEO CASSETTE
Already several training companies are working on audio-visual training kits with special versions for Spanish and other minority-language groups. A major truck trade magazine has also introduced a fivepart video-cassette programme which is aimed at large fleets to help their drivers pass the CDL test.
Like Britain, the US market is suffering a downturn. Sales of Class 8 tractive units are likely to fall by some 16% from last year's sector total of 145,000 (that's some sector!) but the last three years have been good for US truck makers; in fact many have been unable to meet demand. Profitability, however, remains elusive for manufacturers. In spite of an annual inflation rate of 8-10% truck prices have only increased by some 2% a year.
Moreover heavy discounting, or "factory support" as the Americans prefer to call it, is rife, with most dealers having to accept poor margins simply to win new truck business. As a result few US heavy truck manufacturers will be announcing significant profits in 1990.
In recent years, following changes in legislation in the early eighties, there has been a resurgence in interest in "conventional" (bonneted) trucks with the result that European-style Cab Over Engine (COE) designs have fallen by the wayside.
Most American truckers consider conventionals safer and roomier, and the manufacturers have not been slow tointroduce new models.
Volvo While made great play of the fact that it was the first to introduce a conventional with an integral sleeper cab; American sleeper operators have traditionally bought tractors with separate sleeper boxes behind the day cab.
The decline in COE sales has been such that a national sales executive of Volvo White warned its dealers against taking a COE on trade-in, and he didn't mince his words: "If you have a choice between syphillis and COEs, select the former — that one you can at least get rid of."
In 1985 COEs took 30% of all Class 8 sales: today they take less than 20%. Not surprisingly, conventionals hogged the spotlight at the ITS.
After decades in the wilderness, US truck makers have finally "discovered" aerodynamics, especially on conventionals, which are now sprouting roof deflector systems, sloping hoods, built-in headlights and wind-cheating side fairings.
If there was an award for the US truck of the decade the Kenworth T600 would he a strong contender. Nicknamed the "anteater" by rival makers when it was launched in 1985, it set the trend in aerodynamic conventionals and spawned a new generation of aerodynamic bonneted tractors, including the Volvo White Aero, International 9400, Mack C11600 and the Ford AeroMax.
After years of building both conventionals and COEs Kenworth will cease COE production as from the 1991 model year, although its stablemate Peterbilt, also controlled by Paccar (which owns Foden in Britain) has kept the faith with the COE. Peterbilt's Model 372 "Bullet" has taken the aerodynamic COE well into thenineties. It has a one-piece raised roof with integral fairing, vented external visor, curved front corners and an unusual swing-up front grille section that allows easy access for maintenance without having to tilt the cab.
Peterbilt showed its new front-axle air suspension system, launched earlier this year, at the ITS. Designed to reduce the road shocks that come from the ageing US and Canadian highways, the system is rated at 5.44 tonnes and uses a pair of 200min air springs on each side of the front axle.
Peterbilt has also launched a lightweight 17-tonne-plus tandem-drive suspension. The Quadraflex Taper Leaf weighs 45kg less than the Peterbilt four-spring bogie it replaces and is said to give a better ride on empty and part-laden vehicles.
Foden has already adopted Paccar technology, notably the company's Air 'frac suspension, so the new Peterbilt products may well find their way across the Atlantic, albeit in revised form.
The US Class 8 market leader Navistar dominated the show with its recently introduced International 9400 Super Eagle, a limited-edition conventional aimed at owner-drivers on long-haul work. Built at Navistar's Ontario, Canada assembly plant, the Super Eagle sports a 14-litre Caterpillar 3406B engine, full aerodynamic package and air suspension.
LOW SULPHUR DIESEL
During the show Navistar revealed details of its Smokeless Diesel Engine campaign, based on a field test programme that uses International mid-range diesel engines. They are fitted with specially designed catalytic converters from AC Rochester (a GM company) and run on low sulphur diesel produced and provided by Unocal.
The test fleet comprises 60 vehicles and the "Green" diesel, scheduled to go into production in 1994, is said to be smokeless, odourless and to reduce noise levels. Navistar is also carrying out research into methanol-fuelled engines but it believes that clean-burning diesels will remain the prime motive source for many years to come.
After testing the European water Navistar has set up a joint deal with Perkins, which will market Navistar engines in the UK alongside its own power units. The 7.7-litre Navistar 400 Series diesel, derived from the old IH DT-466 engine fitted in Seddon Atkinson 300 models, will compete against the Cummins C Series in the 157kW-205kW (210-275hp) market.
PREVENTS DAMAGE
Power featured heavily on the Freightliner stand. The American truck building arm of Daimler-Benz has two new 343kW (460hp) engines available in its Class 8 tractors, including the latest Cummins N14-460E COMMAND engine. Intended for heavy hauliers and owner-drivers, and offered in either the CUE and conventional market, the 14-litre Cummins engine pushes out an impressive 2,102Nm (1,550lbft) of torque. More significantly it comes with CELECT, Cummin's own fully integrated electronic fuel injection system which features cruise and PT-0 control, idle shutdown, adjustable low speed idle, self diagnostics and an engine protection system that prevents damage through over-revving. As reported in CM, Cummins will be showing a CELECT engine at the Birmingham show. Cummins feels the switch to electronics will help meet forthcoming emission regulations.
For operators who prefer Caterpillar power there is the air-to-air charge-cooled 340613 which offers slightly more torque and comes with Cat's own PEEC electronic fuel control system with cruise control, idle shutdown timer and fault logging. The Cat engine has gained a new crankshaft and wider rod bearings to withstand increased loadings. _ PEEC has been available in the US for some time, but there are no immediate plans to offer it in Britain.
Volvo GM Heavy Truck Corporation is clearly after the owner-operator market with its latest White GMC Aero ES (extended sleeper) conventional. The company used ITS to get driver feedback on a number of options which are in the pipeline for 1991 models.
The tractor on the stand featured twin bunks, a fitted wardrobe, colour television, video cassette recorder and tape storage area. The AM/FM radio has a compact disc player. Hedonistic ownerdrivers could also admire a 12-volt portable food cooler and wanner, a 110-volt microwave, a sink with fresh water tank and, described as the "final convenience item", a chemical toilet.
From the start of 1991 Volvo FL medium rigids and tractors, sold in the US as the FE range, wilt no longer be imported from Belgium but will be built at Volvo GM plants in Ohio and Utah. Cabs, however, will still be shipped in from Volvo's Swedish cab plant at Umea.
As revealed exclusively in Commercial Motor, the company is not prepared to certify the 138kW and 153kW (185 and 215hp) Volvo-built six-litre TD61 engine in all 50 states in the US. Instead the new US-built model, called the FE42, will have a Caterpillar 3116 engine as standard rated at either 138kW or 160kW (185 or 215hp). The seven-litre TD71 Volvo engine will remain in use, however.
MAJOR DEPARTURE
The adoption of the 6.6-litre Cat engine gives the FE greater US appeal and marks a major departure from Volvo's integrated driveline philosophy, although European FL rigids will be staying with the Volvo power unit.
Ailing US truck maker Mack was keen to demonstrate its European links — 45% of the company is owned by Renault — by featuring the latest Renault AE tractor on its stand. The queue to get into the cab was long, and driver interest in the "I-ligh Tower" cabover was immense.
The American connection was driven home by the fact that the AE500 is powered by Mack's own EE9 373kW (500hp) vee-eight engine.
Mack is unusual in the US for building its own engines and driveline components. Most other manufacturers go the "bespoke driveline" route, mainly Cummins/ Cat/Detroit with a Fuller box and Rockwell/Eaton back axle. Now hard times and the American resistance to an integrated driveline have forced Mack to fall into line.
Nonetheless its latest CH600 conventional is powered by Mack's own 12-litre E7 engine, rated between 186kW-298kW (250-400hp), which comes with the VMAC control system, incorporating cruise control and an optional shutdown facility if coolant or oil temperatures climb above pre-set limits.
Renault is planning to show a CH600 in Europe, either at this month's NEC or at the Paris Show.
CONTRARY RUMOURS
Despite rumours to the contrary, Ford denies that its US heavy truck division is up for grabs and says that it will be staying put in the US truck market. Ford has been talking to Fiat on joint ventures, but only covering the agricultural and construction sectors. To underline its commitment, Ford launched its latest AeroMax 120 conventional at the ITS.
Developed in just 18 months, the AeroMax has a resin transfer moulding (RTM) bonnet and wing section supplied by Rockwell.
Following a lengthy development programme, Eaton Fuller has introduced two new 18-speed gearboxes — the RTLO14618A and the RTLO-16618A — and a constant-mesh 10-speeder for fleet tractors, the RT/RTX 14710B, which is understood to be lighter than a Twin Splitter.
It seems inevitable that some 10-speed boxes will come to Europe, but no release date has been set for the UK.
However, the latest RT015618 18speed Fuller is about to become available in the UK; a number of units are currently on trial with manufacturers.
LI by Eric Elmshore