A Monthly Update of Global Trucking News

Compiled Exclusively for FleetWatch by Frank Beeton of Econometrix (Pty Ltd.

In the United States, we currently have a heavy truck market running at just above half of its 309 000-unit 1999 sales level. This reduction in new vehicle demand, coupled to excess used truck inventories, is causing several of the major players to implement radical corrective measures in the interests of their continued viability.

Volvo Global Trucks has moved decisively in closing its Winnsboro, South Carolina plant and transferring the affected product lines to New River Valley, Virginia. This move may serve to blur the previously clear lines of demarcation between Volvo and Mack operations in the US, as the Winnsboro facility came into Volvo Global as part of the Mack acquisition package, whereas New River Valley belongs to the parent company.

The group has formally announced a consolidation of product support infrastructure in this market, a process which is set to accelerate briskly given current economic and political considerations.

Despite its difficulties in the US and other First World markets, however, Volvo continues to explore a joint-venture opportunity in China. Talks are reported to be in progress with China National Heavy Truck Corporation involving mainly financial issues which, if resolved, could result in Volvo taking joint ownership of China's Number Three truckmaker. China National's current production rate is 10 000 trucks per annum, making up 20% of a market that is expected to grow significantly in volume during the 21st Century.

Aussie truckers can have short bonnets.
Many Australian truckers, like their South African counterparts, have a built-in preference for bonneted, or normal-control trucks but find themselves obliged to operate "cabovers" in the interests of maximising carrying capacity within restrictive vehicle overall-length legislation. A campaign is currently underway to convince the authorities "Down Under" that "B-Double" (similar to Interlink) combinations could be lengthened from the prevailing 25 metre restriction to 26 or even 26,6 metre overall-length dimensions without causing additional traffic disruption.

The motivation centres on informed opinion that longer-wheelbase tractor units will create safer and more stable combinations when used in conjunction with currently-established trailer and platform lengths. Bonneted, or "conventional" truck-tractors have, by definition, longer wheelbases than their forward-control equivalents.

In the meantime, Kenworth Australia has launched a new model known as the T404S, created by moving the cab of the previous, highly popular, T404 conventional model forward on the chassis frame by 250 mm. A reprofiled roof and shorter bonnet result in a BBC (Bumper-to-Back of Cab) dimension of as little as 2840 mm without sleeper. The new model, nominally "semi-forward" in layout, can be specified with Cummins ISX, Caterpillar C-15 or Detroit Diesel Series 60 engine options.

Czech Daewoo in the UK.
A range of Daewoo Trucks, manufactured in the Czech Republic and powered by the Euro 3-compliant Cummins ISBe engine, has been launched in Britain. These Daewoo-Avia D-Line vehicles are rated at 7,5 and 9-ton GVM capacities, feature somewhat radical cab styling and are expected to be priced around 10% below mainstream opposition equivalents.

According to the UK distributors, the Daewoo-Avia operation is part-owned by the Czech government and they are expected to support its continued independent existence after the current General Motors buy-in to the Korean parent company has been finalised. Initial indications are that the Daewoo-Avia concern is not included in the GM shopping list.

Iveco Swears by its Cursor.
The Iveco truck range in both European and overseas markets is being progressively updated with new engines. The lighter units use the Tector engine range, which is made up of 4 or 6 cylinder units with displacements of 3,9 and 5,9 litres, developing outputs ranging from 130 to 275 bhp. This concept was developed in conjunction with Cummins and Case New Holland.

In the heavier models such as the EuroTech, the new Cursor engine has been introduced. Developed initially in a joint programme with UD Nissan Diesel, Iveco's version of this engine design has been developed in displacements of 8,0, 10,3 and 12,9 litres. Noteworthy features include one-piece cylinder head, 4 valves-per-cylinder, overhead camshaft-operated unit injectors, ladderframe crankshaft bearing caps, and rear-mounted timing geartrain.

Two unique performance and reliability-enhancing features common to both the Iveco Cursor and the equivalent UD Nissan Diesel MD 92 unit are an engine valve brake operating independently of the tappets, and a variable-geometry turbocharger.

Initially, these new Iveco engines are being placed under visually familiar cabs but new sheet metal is also not far off. The latest EuroStar design is already on test and early sneak press reports show a "glass-cockpit" -like interior appearance with multi-function displays. It all sounds most interesting!