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REVIEW
Medium-duty prime movers: Comparison Review
We stack up four popular mid-size prime movers that are ideal for distribution work but can also pack a punch on longer interstate runsIf you don’t need a full-size prime mover, it might be worth looking at what’s on the market in a medium-duty truck that can cover both jobs a bit more economically.
There’s a long list of reasons why a distribution operator needs a 15 to 16-litre sky-high prime mover in the fleet, but there are probably just as many reasons for downscaling.
Depending on the application of course, a 500+ hp B-double capable truck need not be one that is specced for the heaviest tasks, and then downscaled to the more frequent lighter duties.
Analysis of many distribution and even linehaul outfits will see that the percentage of trips at maximum gross weight is often relatively small.
So it’s worth looking seriously at the market for trucks that will comfortably handle the majority of tasks, but can stretch to the occasional 60 tonnes or more, and yet cost less to buy, weigh less, use less fuel, and offer the often underrated advantage of a lower cab and therefore easier access/egress.
So we’ve lined up four pubescent linehaul trucks to see what kind of package you can buy to drill costs down and productivity up.
The four trucks are compared, not to identify which is best, but rather to highlight the specs and potential that each brand offers operators with vastly different needs.
Some fleets focus on a single brand out of pure economics - either at purchase or for ongoing servicing. The owner of one Katherine-based general freight outfit that only buys Kenworth told me recently that he sticks with the brand because: “The *** parts are always there, the *** servicing is easy, the new *** bits make ‘em like *** new again and they *** just keep *** going (*** expletives deleted).”
But brand loyalty is also a factor, so now the major manufacturers have all bumped up the capability of their medium range trucks to allow loyal users to downsize without changing brands or dropping performance. In fact, economies of fuel and consumables indicate the business case is hard to toss.
Each of these trucks has been driven with commercial-sized loads on board, and in all but one case on commercial legs and timetables. The individual experience will mean different things to different owners and drivers, but highlighting a fresh approach to reducing capital equipment costs while maintaining productivity can only pay dividends in the long run.
DAF CF85 510hp
In a field of Kenworths on my test day, the DAF stood out for several reasons. Firstly, it was refrigerator white in a field of vivid reds and blues, second, it was the only cab-over, and third, it was smaller, lower and a lot quieter than its Cummins-powered cousins.
The release of the MX-13 engine in the CF brings enough power for the smaller-cab DAF to handle those higher gross weights. The trailer behind the test truck was loaded to around 25-tonnes and the MX engine hardly noticed it.
European engines never growl at you these days and the DAF is no exception. Even starting up was mild mannered. The CF uses a ZF AMT gearbox and the focus is on smoothness rather than speed of change.
The cab is ultra-comfortable, with hefty bolsters on the seats, plenty of vision and legroom to spare, despite the firewall being right there.
Running around the Mt Cotton training track, I found the DAF easy to place. The steering is very precise and the active steering wheel is set for comfort. DAF prides itself on driver input at the design stage rather than after the prototype is built, and it shows.
Mercedes-Benz Actros 2653
The biggest news in prime movers this year has been the remarkable fuel efficiency figures coming out of fleets that have bought the new Actros. One operator who does Sydney-Melbourne has said he’s spending $600 less on fuel for the return trip.
Twice a week adds up rapidly to a pretty easy buying decision. The truck it replaced may have a sizeable impact on that of course, but the general word around operators who’ve tested or bought the new Actros is that it’s a clearly a champion fuel miser.
That fuel performance is just as outstanding in the 13-litre as it is in the 16-litre, and packaged in the lower cab has additional benefits in aerodynamic performance.
I’ve done many trips in the top-of-range Actros, and it’s so high I felt unsettled at times in cross winds. The smaller unit keeps the high-tech features of its big brother, but in many ways is more liveable, particularly if the truck is going to be working across different roles.
Like the DAF, the engine is super-quiet, and conversation across the wide cab is at normal room level, even under full throttle up through the Adelaide hills.
A combination of SCR, EGR and a DPF in the exhaust line delivers Euro VI emissions and a miniscule AdBlue consumption.
Scania G490
Similar to the Actros, Scania’s G-series brings you out of the clouds and down to a more reasonable height above the road. The V8 rumble is gone, replaced by a deep and throaty roar that doesn’t get louder with additional rpm.
Scania’s cab is set out and trimmed as a premium product, and drivers do feel well looked after. The company pioneered driver feedback and live electronic training tips on display, and despite my initial skepticism, I always get hooked in to trying to better my score. The result is less fuel, less wear and tear, but little difference to the trip times.
Scania’s own gearbox has always impressed, and tied to a torque band that is wide and deep, gets all its work done effectively and efficiently with 12-speeds, reducing time off-torque and maintaining momentum.
The Scania retarder is nothing less than a boat anchor, and allows minimal use of the service brakes in most conditions right up to maximum GCW.
Volvo FM 540
It’s the most powerful of the four, and as an indication of work credentials, has a bewildering array of driveline, suspension and chassis options. Additionally, Volvo’s pioneering electronic safety and topographical driveline management systems are all available.
The latest iteration of the I-Shift transmission just keeps adding better shift management to a robust and pretty much bullet-prooof cluster of constant mesh gears.
Driving at optimum fuel efficiency is really in the hands of the driver, as many features are assembled to help handle hills, crests, steep declines and rolling highways with as little diesel as possible.
The FM cab is a delight. Instead of a shrunken version of the FH, it’s more an individual construction, and built for purpose.
Among its peers the Volvo is generally shorter in both wheelbase and overall length, while tare weight is middle range. The 560kW exhaust and engine brake combination makes for a healthy safety margin in hilly conditions.
With Volvo’s announcement it was ceasing production of its 16-litre engine for the US market, it’s not clear yet when the changes will spill over to our market, however the existing trend to smaller, lighter and more efficient engines is likely to strengthen.
Tied to the smaller FM cab, the Volvo focus on efficiency is well and truly in line with market expectations.
Summary
There is a fixed and immovable limit to the amount of energy lurking in a litre of diesel. At this stage we still haven’t managed to access all of it, despite enormous improvements in engine and fuel system technology.
There is a fixed and immovable limit to the amount of energy lurking in a litre of diesel. At this stage we still haven’t managed to access all of it, despite enormous improvements in engine and fuel system technology.
But downsizing is as much a part of efficiency as optimising, and so these smaller trucks are likely to play a larger role in regional and even interstate transport. Especially as the transport task continues to grow, and state government budgets for rail transport continue to fade.
The spec list for smaller prime movers illustrates the performance quality that is available beyond the traditional biggest trucks in the range.
Australian fleet and individual owners would do well to have a close look at the business case before signing on the dotted line.
Specificartions:
Manufacturer: PACCAR
Model: MX 375
Capacity: 12.9 litre
Max. Power: 510hp @ 1500-1900rpm
Max. Torque: 2500Nm @ 1000-1410rpm
Emissions system: Euro V SCR
AdBlue - litres: 45 litres
Transmission - std ZF 12-speed AS Tronic
Chassis:
Configurations: 6x4
Tare from (Kgs): 7685-7980
GVM: 24,600kg
GCM: 70,000kg
Wheelbase from: 3900(mm)
Overall length: 6680
Brakes - Service: MDisc/drum
Brakes - Auxiliary: Exhaust
Safety:
Airbags: One
ABS brakes: Yes
Elect. stability control: No
Adaptive cruise control: No
Hill start assist: Opt
Hill descent control: No
Lane change alarm: Opt
Blind spot warning: No
Warranty:
Standard: Three Year 750,000km
Roadside Assist: No
Mercedes-Benz Actros 2653
Engine/gearbox
Type: Six-cylinder in-line
Manufacturer: Mercedes-Benz
Model: OM 471
Capacity: 12.8 litres
Max. Power: 530hp @ 1600rpm
Max. Torque: 2600Nm @ 1100rpm
Emissions system: Euro VI SCR, EGR and DPF
AdBlue: 60 litres
Transmission std: 12-speed PowerShift AMT
Chassis:
Configurations: 6x4
Tare from: 8700Kgs
GVM: 26,000kg
GCM: 70,000kg
Wheelbase from: 3250mm
Overall length: 6790mm
Brakes - Service: Disc
Brakes - Auxiliary: Engine
Safety:
Airbags: One
Airbags: One
ABS brakes: Yes
Elect. stability control: Yes
Adaptive cruise control: Opt
Hill start assist: Yes
Hill descent control: Yes
Lane change alarm: Opt
Blind spot warning: Opt
Warranty:
Standard: Four-years 800,000km
Roadside Assist: No
Scania G490
Engine/gearbox:
Type: Six-cylinder in-line
Manufacturer: Scania
Model: DC 13 490
Capacity: 12.7 litres
Max. Power: 490hp @ 1900rpm
Max. Torque: 2550Nm @ 1000-1350rpm
Emissions system: Euro VI SCR
AdBlue: 75 litres
Transmission - std: Scania 14-speed AMT
Chassis:
Configurations: 6x4/6x2
Tare from: 8996kg
GVM: 26,100kg
GCM: 75,000
Wheelbase from: 3775mm
Overall length: 6705mm
Brakes - Service: Disc
Brakes - Auxiliary: Scania Retarder
Safety:
Airbags: One
Airbags: One
ABS brakes: Yes
Elect. stability control: Yes
Adaptive cruise control: Opt
Hill start assist: Yes
Hill descent control: Yes
Lane change alarm: Yes
Blind spot warning: No
Warranty:
Standard: One to two years 800,000km
Roadside Assist: Yes
Volvo FM
Engine/gearbox
Type: Six-cylinder in-lineEngine/gearbox
Manufacturer: Volvo
Model: D1C3540
Capacity: 12.8
Max. Power: 540hp @ 1450-1900rpm
Max. Torque:2600Nm @ 1050-1450rpm
Emissions system: Euro V SCR
AdBlue: Up to 150 litres
Transmission - std: Volvo I-Shift 12-speed AMT
Chassis:
Configurations: 6x4
Tare from: 7990-8045kg
GVM: 28,900kg
GCM: 90,000kg
Wheelbase from: 3000-3600mm
Overall length: 6540-7140mm
Brakes - Service: Disc
Brakes - Auxiliary: Exhaust 185kW; Engine 375kW
Safety:
Airbags: One
ABS brakes: NYes
Elect. stability control: Yes
Adaptive cruise control: Opt
Hill start assist: Yes
Hill descent control: Yes
Lane change alarm: Opt
Blind spot warning: Opt
Warranty:
Standard: One year Unlimited kilometres
Roadside Assist: 12 months
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Written byDavid Meredith
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Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
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