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MAKE MINE A DOUBLE!

While ERF and Foden fight for business in the UK, their parent companies are slugging it out down under in the lucrative B-double market.

Kenworth's KlOOG is the established champ; now Western Star's British-built contender, the Commander, is climbing into the ring. CM's special correspondent Steve Brooks calls seconds out...

It's the same the whole world over...truck manufacturers fighting tooth and nail to win the hearts and minds (and orders) of operators. Australia is no exception. But the battle between Paccar and Western Star for the B-double market goes far beyond normal competitive instincts.

These two manufacturers appear to have a deep dislike for each other, intensified in recent times by legal action between them after one made certain claims about its product to the detriment of the other.

Things haven't been helped by Western Star's boast that its now the only Australianowned supplier to the heavy-duty truck industry, despite the fact its vehicles are built overseas—in the case of the Commander at ERF's Sun Works at Sandbach in Cheshire.

Parent

Meanwhile, Kenworth delights in pointing out that it designs and builds trucks in Australia, for Australia, even though it has a North American parent. There's no denying that Kenworth dominates the cabover B-double market. It supplies a model which not only maximises 34-pallet loading within the 25-metre overall length of a Bdouble, but also offers a full range of North American specifications.

While some critics may describe it as a "dinosaur", the KIOIDG is still a vast improvement on its predecessors, boasting high levels of local development, quality finish. resale

.11 value, and that magic ingredient, driver acceptance.

But Western Star's Commander offers the subtlety of European road manners with a traditional North American powertrain. Moreover, the keenly priced Commander has created what many Aussie operators see as much needed price competition for Kenworth.

In the scrap for B-double honours what do the two combatants have in their armoury? To find out CM tackled two line-haul operators with similar needs which each went a different way in their first move into B-dou

bles. Jack McCarthy from Bordertown in South Australia runs a mix of Kenworth and Western Star in his single-trailer fleet and opted for the new Commander, Meanwhile, Melbourne-based Frank Marchetti is well known for his allegiance to Western Star— but chose Kenworth. Seconds away...

A TRIP TO BRISBANE for a peek at the Commander and a sharp price sealed Jack McCarthy's decision to run Western Star's new cab-over for his first move into B-doubles.

CM caught up with McCarthy driver Ian Sanderson and the new Western Star tipping in the industrial suburbs of Adelaide, before loading the curtainsided A-trailer with sheepskins and filling the flat-top with odds and sods bound for Bordertown. So how was it doing? "I'll tell you what this truck has got," he says, swinging the wheel to put the B-double exactly where he wants it. "It's got a great turning circle, which is a bloody big asset when you see some of the mongrel places we have to get into."

On the long drag out of Adelaide, the formidable grit and grunt of the 525hp N14 Cummins with its lumpy 2,509Nm (1,850lb ft) of torque left nothing to be desired in the power department. On top of that were sweet shifts through Eaton's 18-speed double overdrive transmission, sensational ride quality and very low interior noise levels. First impressions were favourable, to say the least.

So what else did Sanderson like about the truck? "The ride. It's fair dinkum brilliant. The truck just floats over everything, good roads and crook ones. And it steers good, and it's just so quiet. Ian hod been punching the Commander between Adelaide and Melbourne since it started work with McCarthy in mid-July. Now, after six weeks and 23,000km, he wasn't shy about listing its less impressive features.

Number calibrations

'The gauges are really ordinary. There are no number calibrations on them so you don't know exactly how hot or cold things are, or what pressure they're running at," he remarks. "All you've got is a needle and a red spot at the end of each gauge. It's not much to go on if something's not running normal. I reckon Western Star should have a look at putting better gauges in." Anything else? "There's storage space under the bunk but there's no outside lockers for getting at tools and things like that." Boss Jack McCarthy has had a tool box made for the truck, but Sanderson reckons it would be a lot easier if there were doors on the outside to reach things under the bunk. Other than .. that and the gauges, and maybe a bit their day's work, much the same as they've been doing for 22 years in the transport business. Primarily hauling general freight between Melbourne and Adelaide with a weekly trip north to Bathurst (NSW) and an occasional leg into Sydney, the McCarthys run six linehaul trucks—three Western Star conventionals, a Kenworth T600 and K100E cab-over and now the Western Star Commander.

For many years Kenworth dominated the McCarthys' buying decisions and Jack McCarthy doesn't hesitate to list a 1980 model Kenworth Aerodyne cab-over as, "The best truck I ever owned., until it rolled over and was written off in 1990."

But times change and so do preferences. McCarthy's first Western Star arrived four years ago. "We get a good run from the Stars, no doubt about that," he says simply. "The service is pretty good, the price is competitive, and the trucks have been real good and our first Western Star has now done about 900,000km without any major headaches."

So with this record intact, and the arrival earlier in the year of a transport job which seemed on ideal incentive For the company's first step into the B-double league, McCarthy admits he was tempted by Western Star's new cab-over.

However, Kenworth's K100G was still hovering in the background. "It's no good saying I don't have a lot of respect for Kenworth, because I do," he says. Price and tare weight were the crucial considerations. On tare, both trucks—with matching engine and driveline specifications—purported similar weights. McCarthy reports the Commander ultimately scaled in at 8.9 tonnes with minimum fuel, and agrees a real tare of around 9.5 tonnes is probably right carrying its maximum 900 litres. On price, the difference was extreme. In the vicinity of $20,000 in the Commander's favour, according, to McCarthy. At this point, Kenworth's highly regarded resale value comes in. "I don't think there's much doubt the resale value of a Kenworth cab-over will be greater than the Western Star," McCarthy says, "but whether it's $20,000 greater (plus interest), well that remains to be seen. At this stage we intend to run the Commander for around four years, so only time will tell what it's like as a B-double prime mover and how much it'll be worth at the end of that time."

Tare weight

McCarthy concedes there was more to consider than just tare weight and price before the final decision was made. With any new, untried model, hiccups are almost guaranteed, but he's quick to add, "I was confident Western Star would be keen to look after the early reputation of the truck, particularly to minimise and take care of any teething problems."

However, the visit to Western Star headquarters in Brisbane helped seal the deal. "I was reasonably happy with what I saw and after a short drive I had no doubt the ride and quietness of the cab were as good as anything. And it offered all the US running gear I wanted, so I made up my mind then and there to go with the Western Star."

But nothing's perfect as McCarthy knows: "It wasn't what I expected on the inside. The gauge layout is fairly ordinary and they'd certainly earn a few points with a better standard of interior trim, but Western Star's people told me they're already looking at ways to improve those things. "Maybe they'll have those things done if we ever need a second B-double prime mover," he says with wry grin. "All things take time, and I think Western Star at least has a good base to work on with this truck. I know it's still early days, but the truck's doing everything right so far." FRANK MARCHETTI KNEW BUYING his first B-double prime mover would be a case of mixed emotions. Inherent loyalty to Western Star on one hand, a real desire to minimise the risk of teething problems on the other. Desire won.

However, when CM met up with him at his Melbourne office he quickly laid down the ground rules: "Just because we've bought a Kenworth doesn't mean we're moving away from Western Star," he told us succinctly. "We get a good run from our Western Stars and the company has been very good to us, so I can't see any reason why we should change to any other brand. Western Stor will definitely remain our first choice for single trailer work." OK, but why a Kenworth cab-over for the firm's first B-double and not Western Star's new Commander? Marchetti has clearly been expecting the question: 'We made the decision earlier this year to run our first B-double, purely for greater efficiency. And that efficiency has certainly been proved.

Teething problems

"We knew Western Star was about to bring out the Commander but there were two reasons why we didn't go with it. First, it wouldn't have been available in the time frame we wanted, and second, I didn't want to be first with a new model. There are always teething problems with any new truck and for our first time with a B-double, we could do without those problems." Given the potential cost of being a guinea pig Marchetti says he'd rather wait for a year or two before giving an opinion on the Commander. "I think that's only fair with any new model." Despite those deliberations, it's fairly obvious that Kenworth's KlOOG had the front-running all along for the Marchetti family's first venture into B-doubles. Roland Marchetti, the youngest of Frank and Marjorie Marchetti's six sons and the company's assistant manager, explains why. 'We spoke to several other operators running Kenworth's cabover on B-double work and they're all happy with the run they're getting, particularly for carrying 34 pallets at maximum all-up weight. 'We also had talks with Freighter Trailers and it substantiated the Kenworth's ability to get the right weight distribution with 34 pallets," he reports. "Besides that, we could get exactly the specification we wanted."

Resale value

What influence did price and resale value also hove on the decision? Frank and his son smile at each other, as if waiting for the other to answer.

Eventually it's revealed that the price premium

For the Kenworth was around $8,000 over

a similarly specced Commander (which obviously clashes substantially with the $20,000 difference quoted by Jack McCarthy in Bordertown). However, Kenworth's established resale value should adequately cover the $8,000 premium for the KlOOG at trade-in time.

And without being specific other than mentioning the Kenworth fuel capacity of 1,100 litres, Roland adds that the tare weight of the KlOOG is at least as good as anything else designed for B-double work. The Kenworth KlOOG with a 2.3-metre Aerodyne cab arrived in early June, built on a 3.9m wheelbase and specced with a Cummins N14 with a variable 435/500 hp rating. While the Kenworth B-double may have been an obvious departure from the norm for the company, there's been no shift in the choice of driveline—not least when it comes to speccing a Spicer gearbox. Operations manager Bernard Marchetti, who spent many years stirring Spicer gearboxes in the family's linehaul fleet, says: "We've had a good run from the Spicers and they're a good box to use. And Spicer has looked after us well, so we've never had any reason to change."

Marchetti occasionally acts as a testbed for new Spicer developments. The K1 00G, for example, runs an 18-speed Spicer EPS transmission and a Spicer clutch, both said to be evaluating higher torque capacities for future introduction.

Cummins N14 was specced for both the Kenworth 100G and the Western Star Commander.

Trailer axles

Likewise, the Freighter Tautliner B-double trailers are equipped with Neway trailer air suspensions (distributed by Spicer) and Spicer trailer axles. Completing the Kenworth's driveline is a

Rockwell RT46-160 drive tandem riding on Kenworth's Airglide suspension.

Frank Marchetti concludes simply: "We're happy with our decision. So far everything has gone right with the truck and I can't see any reason why it shouldn't continue to go right."

Perhaps the biggest accolade for the Kenworth follows the question, "Do you plan to run any more B-doubles?" The three Marchettis looked at each other before Roland answers simply, "Yes, we're looking at another one now." Will it be another Kenworth? Thoughtful for a moment, Roland looks at his father and brother before answering with a definite "Yes!" Driving the truck since new, almost exclusively between Melbourne and Brisbane, Marchetti driver Ron Course is quick to praise the Kenworth, reporting no dramas with it. "It's a lot better than Kenworth cab-overs I've driven in the past, particularly in the steering and the ride. It's miles better, like a totally different truck."

Equally impressive, he says, is the vision and headroom through the higher windscreen and roofline of the K1 00G.

Ron's satisfaction with the Kenworth is as complete as it can be. "It's not a tiring truck to drive in any way. It's very comfortable and really well finished on the inside, including the bunk, and there's miles of storage space inside and out." And for those who reckon the Kl 00G's a 'dinosaur', Ron Course insists "They must be kiddin'. Either that, or they haven't driven one lately." — Steve Brooks is editor of Transport Today in Australia.

8-DOUBLES A VERY AUSSIE LORRY

With an overall length of up to 25 metres, and a gross weight of up to 63.5 tonnes, the Australian Bdouble is arguably the most productive and efficient linehaul truck in the world.

Originally based on a Canadian concept it has been adapted to Australian conditions and in spite of strong Government opposition in the early development phase, operator demands for greater productivity have seen B-double lengths steadily increase from the initial 19 metres, to 21, 22.5 and now 25 metres.

B-doubles are a common sight on all major Australian roads although their use is largely restricted to main arterial routes. While in most parts of Oz a permit is still needed to operate one, almost every fleet in the country has one or more of the two-trailer combinations, hauling everything from livestock to general goods.

For all its size and weight the B-double has an exceptionally good safety record. ABS must be fitted to the prime mover and, if it's hauling dangerous goods, on the trail

ers. Spray suppression is also mandatory and B-doubles are speed limited to 100 km/h.

Typically, the modern 25 metre B-double uses a relatively short, and specially designed A' trailer with a fifth wheel behind the load area. This is then coupled to the 'B' trailer—normally a standard 12.5-metre (41ft) or 13.7-metre (45ft) trailer. As the demand for higher weights has grown, triaxle groupings on both trailers have become the standard.

Most B-doubles have an engine of at least 500hp, an Eaton 18-speed overdrive box with an Eaton or Rockwell tandem drive back bogie. Airbag rear suspensions are now widely accepted for a diverse range of applications.'

Like any truck, B-double fuel consumption depends on many factors but 4.5mpg fully laden on a linehaul route would be typical.

The vast majority of B-double rigs are pulled by relatively short-wheelbase, cabover tractors because their design allows the best weight distribution and length capacity to load 34 pallets at a maximum gross weight of 63.5 tonnes.

Although European tractors are used on the B-double work, the combination of their set-back front axle design, limited fuel capacity due to the short wheelbase needed for 34-pallet loading, and the Australian • market's affinity with North American engines and drivelines, has given Kenworth's KlOOG model a vice-like grip on the burgeoning B-double market.

Obviously, Kenworth's competitors aren't very happy about it and there have even been attempts (so far unsuccessful) to lobby government authorities for a further increase in overall length to reduce what many see as Kenworth's monopoly on the• market.

The B-double has continued to evolve with trials of a B-triple—effectively two 'A' trailers coupled to a standard 12.5 or 13.7 metre 'B' trailer. With a length of 33.5 metres and gross weight up to 77 tonnes, many observers are asking: "Where will it all end?"

THE CONTENDERS

WESTERN STAR COMMANDER

<, Built by ERF at the Sun Works in

Sandbach, bodged Western Star and shipped to Australia

+ Cab made of SMC panels on steel frame + Special set forward axle meets Australian B-double loading requirements

Driveline: Cummins 14-litre/Eaton 18-speed box/Rockwell tandem bogie. Detroit Diesel 60 Series will also be fitted.

KENWORTH K100G

+ Built by Paccar in Australia + Cab made primarily of aluminium

+ Design and construction are tailored to local operating conditions + Driveline: Cummins, Detroit Diesel or Caterpillar engine options/Eaton or Spicer box/Rockwell tandem bogie. US-style truck offers many options within specification.

Sets industry standard by handling 34 pallet loading within 25-metre overall length.