Isuzu: safety tech looming

Isuzu's FY Series agitator (pictured) will receive electronic stability control within the next six months, with the safety technology likely to be mandatory across the Australian truck industry in around five years, says Isuzu's Chief Engineer, Simon Humphries.

Speaking with trucksales.com.au at the recent launch of Isuzu's 2015 N Series light-duty truck range, the majority of which is now fitted with stability control, Humphries said the company's agitator would be fitted with the technology in the very near future.

"We've got a programme to have stability control on the FY model that is sold to the agitator market," he said.

"That one model, that's the priority, and we'll see that fairly soon – in the next six months I think. But for the rest of the range it will take a little bit longer."

The N Series update has seen IESC (Isuzu Electronic Stability Control) adopted by all but the company's 4x4 and NQR models in the firm's top-selling light-duty range. However, the NQR line-up will be fitted with the technology next year, meaning it will then be standard on all Isuzu N Series 4x2 models.

The N Series uses a proprietary Isuzu stability control system that brings with it an updated traction control system. Previously the traction control system purely reduced engine torque to address wheel slip; now thanks to IESC it can independently brake wheels as well as reduce engine torque to restore full control.

Like the traction control system, the IESC system can be switched off if desired – but it always reverts to an 'active' status whenever the ignition is switched off and on again.

Unlike the N Series models, the FY Series will adopt a Knorr-Bremse stability control system.

While the introduction of stability control to the N Series range comes well ahead of any regulatory reform, the Federal Government's National Heavy Vehicle Braking Strategy (NHVBS) is moving ahead.

Phase I of the strategy saw ABS become mandatory for new trucks last year with the introduction of ADR 35/04, while ADR 38/04 recently saw ABS or a load proportioning system mandated for heavy trailers.

Phase II of the NHVBS, however, will see the Government focus its attention on the introduction of mandatory stability control. Already available – either standard or as an option – on many prime movers, the uptake of stability control across the light and medium-duty truck segments has been relatively slow.

Hino already offers stability control in its light-duty models and last year Iveco introduced stability control on its ACCO agitator. Agitators are a natural fit for the technology, as their high and rotating loads make them particularly prone to rollovers.

Mr Humphries says Australia is likely to see stability control become mandatory on trucks around 2020.

"It's inevitable; it's just a matter of timing," he said.

"The Government is working hard to get an ADR in and it's the only safety ADR it's actively working on at the moment. It will be mandatory within say five years but we're likely to see some models [with stability control] before then in medium duty because the Japanese market has already introduced it on some models, and wherever we've got the same or similar braking systems we're more likely to get that first."

While stability control is already mandatory for passenger cars the truck market has lagged behind. Myriad brake systems, axles, wheelbases, tyres and transmissions mean each combination requires its own calibration, which adds up to a major task for manufacturers.

"This is the dilemma," Mr Humphries said.

"It's easier on cars because in a range you've got three or four trim levels but you've got just the one stability control system. But in trucks… we've got so many different models in our range.

"The reason Isuzu is so successful in Australia is that we've got some particular models that are only for our market, with combinations of Meritor axles or Hendrickson suspension, that sort of thing – they're not sold anywhere else. But the flipside to that is that when you're trying to introduce something like stability control that means unique calibrations for our market.

"The regulation will push that timing along; we probably won't get it [for such models] too much earlier than when it becomes mandatory."

Mr Humphries said that following a recent Truck Industry Council briefing in Canberra it appears the Government is intent on finalising the ADR for stability control for trucks by mid next year.

"Then there will be a timetable for the introduction of stability control probably on all heavy vehicles, but there will be different timings for different classes of vehicle," he said.

As Australia takes trucks from Japan, Europe and America, the issue is clouded by the differing approaches, vehicle classifications and timelines of manufacturers from those regions. Presenting further obstacles for commercial vehicles is the matter of combinations of prime movers and trailers of mixed origins, and how their safety systems communicate.

"There are so many vagaries, but the one thing that is consistent is that it doesn't matter where the vehicle has come from, it's pretty simple to apply stability control to light rigids, like N Series," said Mr Humphries.

Stability control is already mandatory for lighter trucks in Europe, with America and Japan to follow in coming years.

To that end, Mr Humphries says it's likely the lighter end of the commercial spectrum will be the first segment in Australia to be earmarked for mandatory stability control.

"It's a no-brainer to make it mandatory on the NB1 category, which is the car licence category with GVMs from 3.5 to 4.5 tonnes," he said.

Prime movers will likely be next, with other commercial classes following, Mr Humphries said.

"I reckon we're looking at a five-year implementation [across all segments] because it's impossible for Australia to mandate something that hasn't even happened in the home markets unless there's some compelling reason."

While its inherent complexities mean the road to mandatory stability control for trucks won't be easy, its adoption is looming and the technology's safety benefits are clear.

"It will happen," said Mr Humphries.

"We know that it's the Federal Government's number one priority for heavy vehicles."