Review: Freightliner Coronado 114 SD

Just a few years ago, Freightliner had only one real entrant in the heavy-duty, big-block end of the market. Argosy carried the banner as the brand’s heavy mover. The Century could handle most jobs, but it was at its limit with a DD15 engine, and getting it specced for roadtrain work was a rarity.

Additionally, the Argosy’s configuration as a cabover meant many operators who only ever pulled multiple trailers would look at the competition brand conventional solutions, particularly when the application was outback, big-distance work.

And so the Freightliner Coronado formula was jointly hatched by US and Australian engineers. The company needed a new flag bearer to be the strong arm of Freightliner’s range, one that began with a heavy-duty focus and could be upspecced, rather than already at its peak.

The only problem was that although the Coronado was a big-block chassis from the very start, it was designed with the spidery network of America’s concrete interstate highways in mind, not the dusty, corrugated surfaces and torrid heat of the outback.

As a result, the ‘Australianisation’ of the Coronado focused on cooling. Firstly, a radiator as big as a barn door was specified to give the truck sufficient reserve capacity to keep its cool in the hottest jobs, particularly GCMs over 100-tonnes.

But at the same time emission regulations were pushing the boundaries of exhaust gas recirculation - EGR. Most engines, particularly from Europe, were going the selective catalytic reduction - SCR route, adding an AdBlue tank to the fuel cycle and dropping the engine temperature to boot.

We were told by Detroit engineers a few years ago why they stuck with EGR, despite having to include a raft of complex electronic controls to help manage the engine’s temperatures. One of the concerns the Detroit people had was the requirement for US truckers to have to remember another fluid tank to top up on a regular basis.

But the writing was on the wall - there is only so much EGR can achieve - which is why the DD16, currently not available in Australia, includes an SCR system and AdBlue.The current DD15 EGR set-up is on borrowed time.

In the meantime, managing the heat levels of the DD15 in Australia required some serious engineering work. The radiator and associated components kept the core engine temperature under control, but the heat generated by the exhaust threatened to cause major heat soak problems in the engine compartment.

So Coronado for Australia had the cab jacked up by an extra 50mm, just to get more airflow through the engine tunnel.

The reports from operators are that the measures have been successful, particularly some very big fleets who successfully use Coronados in murderous conditions.

Another important feature was the twin steering box system to aid in road stability, especially the roadtrain applications unique to Australia. Although in-service reports are that the cooling package has worked well, many drivers report that the steering could still do with some help. As a result some multi-trailer guys use Ken Dennis’s Advanced Steering Management System to improve stability and dramatically improve steer-tyre life. Some say they don’t see the second trailer any more after getting the modification.

My initial two drives of Coronados indicated that the planning had been successful. I was in a day cab pulling a B-double on a Melbourne-Adelaide run. It hit 40-degrees plus as I crossed the Victoria/SA border when I stopped for a rest and photography break.

When I got back inside, I had left my snack bag on the floor. But it was still cool and my favourite Tim Tams were intact, so the mods obviously worked.

TIME FOR A REVISIT
Both my interstate Coronado drives were before the truck entered service with real-time operators, so it was time for a revisit. Plus, the 114 ‘short nose’ version has a bonnet that isn’t quite as long as the aircraft carrier deck that stretches out the front of the 122 model.

The truck has been selling in Australia now for a few years and running changes had no doubt been made to the formula.

Freightliner has two 114 Coronados working as promo units with Harley-Davidson Motorcycles. They each tow a pantech merchandising rig that is used at demonstration days and shows etc, and the company obliged by arranging an overnight run in one of them.

I picked up the rig late one evening planning to head south from Sydney, then pull up at a truck stop for the night and try out Hotel Coronado’s facilities. The truck was the 114 SD version with the 560hp DD15 engine and an Eaton 18-speed manual. Mechanically it was pretty standard, but Freightliner’s 46K Airliner rear suspension delivered an ultra-smooth ride.

The sleeper box was the 34” mid-roof unit, which gave me adequate room, although it’s nowhere near as big as the cavernous Argosy sleeper cab. I could almost stand up straight, and getting from the driver’s seat to the back was assisted by a steering column that sprang up straight with one push of the toe button. The bunk was plenty long enough, and wide enough for a skinny dude like me, but some of the upholstery pattern makes its presence felt.

Light switches are available in the bunk but there’s no fan control. Daimler Trucks had kindly arranged a doona and pillow, so after I drew the windscreen curtains, opened the side vents and stuck the earplugs in I slept well. However for decent airflow there’s no substitute for a roof hatch - other than an Icepack or SleepAir cooler if you have the readies.

You’re unlikley to go to sleep driving the Coronado because it’s not a quiet truck. Unlike European rigs which rumble politely in the background, the DD15 growls under power and the driveline transmits a fair bit of mechanical noise. But there’s no power shortage and once operating temperatures were up, the gearbox was slick and easy to shift.

Freightliner has already scored some big fleet deals with the Coronado and is aiming to improve that. The basic formula is strong, but some little changes could make a big difference.

Driver surveys will identify other items that will improve appeal, but for me there’re only three I’d note here.

The first one is just a niggle - the cup holders are a US design and don’t accomodate some of the drink container sizes common in Australia. Plus there’s only two at the bottom of the dash. Square milk or iced coffee containers have to take pot-luck.

The second is more important. The wipers only leave a small portal of clear view and need to be at least 5cms longer on the outside arc and 2-3cms longer on the inside. Better still, improving the articulation will clean much more of the screen for safety.

Finally, Freightliner really needs to get the cruise control and engine brake controls off the dash and onto the steering wheel or column. If Kenworth can do it, so can Daimler Trucks.

That aside, I enjoyed the run in the Harley-Davidson Coronado, plus I got to see a softer side to the Harley boys - each dashboard air vent had a yuppie air freshener installed!

SPECIFICATIONS: Freightliner Coronado 114 SD
ENGINE: Detroit Diesel DD15 in-line, six-cylinder, intercooled turbo-diesel
POWER: 560hp at 1800rpm
TORQUE: 2508Nm at 1200rpm
EMISSIONS: ADR 80/03
STD TRANSMISSION: Eaton RTLO-20918B 18-speed manual
OPT TRANSMISSION: Eaton UltraShift Plus
CONFIGURATION: 6x4
TARE: Day Cab 7961kg
GVM: 26,000kg
GCM: 80,000kg - B-double, or 106,000 - Roadtrain
WHEELBASE: 4600mm
BBC: Day Cab 2901mm; 34” 3555mm; 58” 4155mm
BRAKES: Drum
CABS: Day and sleeper
WEB: www.freightliner.com.au