ATN #418

FOR FLEET OWNERS & MANAGERS 

FOR FLEET OWNERS & MANAGERS 

TRUCK NEWS 

3 

HINO 700 SERIES 

3 

FUSO E-CANTER 

3 

UTE COMPARISONS 

JULY 2021 ISSUE 418 $8.50 

JULY 2021 ISSUE 418 WWW.FULLYLOADED.COM.AU 

Ron Finemore’s firm is searching for precious skills to 

underpin its continuing success 

ENCOURAGING EXCELLENCE: LBRCA’S PROGRESS ATTRACTING YOUNG DRIVERS 

CHANGING THE MAKE: PFD FOODS PUTS CHALLENGER HINO TO THE TEST 

SEA 300 TEST DRIVE: A SWING THROUGH THE HILLS WITH THE LOCAL EV HERO

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CIRCULATIONS 

AUDIT BOARD 

CIRCULATIONS 

AUDIT BOARD 

CONTENTS ISSUE 

JULY 2021 

418 

FOR TRANSPORT LOGISTICS MANAGERS 

NEWS 

10 Comprehensive news coverage from around the 

industry 

96 June truck sales throws down gauntlet to 2018 

peak 

DIAGNOSTICS 

6 Challenges close to home 

An industry set a task on skills and change come 

to trucking news 

26 In it together 

Border consistency isn’t too much to ask, says 

Warren Clark 

28 Arming for the future 

TMC Online provides insights on technical 

developments, writes Emily Mills 

36 NHVR’s plan for productivity 

Advances are crucial as the freight task grows 

inexorably, says Sal Petroccitto 

42 Customers stronger together 

Collectively bargaining alongside competitors 

can affect transport costs, write Nathan Cecil 

and Joanne Jary 

48 How our freight won the Covid fight 

Broad industry resilience brought the nation 

through the crisis, writes Paul Scurrah 

OPERATIONS & STRATEGY 

32 Encouraging excellence 

The Livestock, Bulk and Rural Carriers 

Association’s efforts in boosting the ranks 

of young drivers in road transport is paying 

dividends 

38 Treasure hunt 

Ron Finemore Transport has a very modern fleet 

and a host of other attractions but finding the 

right people is as difficult as it is crucial 

Follow us online at Facebook, YouTube, LinkedIn and Twitter #ATN 

50 

medium-duty line-ups, Hino has previewed 

a vastly upgraded range of 700-series 

heavy-duty models set to hit the market 

in the coming months 

56 Electric escapade 

The SEA300, touted as the first Australianmade 

electric truck, attracted much attention 

at this year’s Brisbane Truck Show. But 

how does it drive? Here, we take the new 

EV for a zero-emissions trip through the 

Dandenong Ranges 

60 Short ’n Sweet 

Fuso’s eCanter is at the forefront of this 

emerging revolution in urban freight movement. 

Despite an undercharged battery, a short run 

through Sydney reveals a lot of potential 

LIGHT COMMERCIAL VEHICLES 

68 Dual cab duel 

The five most popular high-end dual cab utes in 

Australia are put through their paces 

80 Budget buys 

The GWM Ute Cannon-L goes up against the 

Ssangyong Musso XLV Ultimate in the budget 

dual-cab ute category 

84 Off-road rippers 

A four-way showdown between lifestyle utes for 

those who like to venture on the wild side 

92 Off-road comparison 

Eleven utes from Ford, GWM, Isuzu, Mazda, 

Mitsubishi, Nissan, Jeep, SsangYong and 

Toyota were put through the ultimate off-road 

comparison test 

EDITORIAL 

Editor 

Rob McKay 03 9567 4152 

Rob.McKay@primecreative.com.au 

Technical Editor 

Steve Brooks 

sbrooks.trucktalk@gmail.com 

Senior Journalist 

Mark Gojszyk 03 9567 4263 

Mark.Gojszyk@primecreative.com.au 

PRODUCTION 

Production Co-Ordinator Cat Fitzpatrick 

Art Director Bea Barthelson 

ADVERTISING 

Trader Group Sales Manager 

James Rock 0419 139 941 

James.Rock@primecreative.com.au 

VIC Sales 

Matt Alexander 0413 599 669 

Matt.Alexander@primecreative.com.au 

NSW Sales 

Con Zarocostas 0457 594 238 

Con.Zarocostas@primecreative.com.au 

QLD Sales 

Hollie Tinker 0466 466 945 

Hollie.Tinker@primecreative.com.au 

SA/WA Sales 

Nick Lenthall 0439 485 835 

Nick.Lenthall@primecreative.com.au 

SUBSCRIPTIONS 

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Email: magshop@magshop.com.au 

T: 1300 461 528, 8am-6pm (EST), Mon-Fri 

Mail: GPO Box 5252, Sydney, 2001, NSW 

PRINTING 

IVE Print 

EXECUTIVE GROUP 

CEO 

John Murphy 

Publisher 

Christine Clancy 

COO 

Zelda Tupicoff 

Operations Manager 

Regina Fellner 

Trader Group Sales Director 

Brad Buchanan 

ATN is published by 

Prime Creative Media 

11-15 Buckhurst Street, 

South Melbourne VIC 3205 

Telephone: (+61) 03 9690 8766 

Website: www.primecreative.com.au 

ISSN 1324-9045 

Circulation 3,965 

Member: Circulations Audit Board (CAB Audit March 2021) 

OFFICIAL MEDIA PARTNER 

44 Changing the make 

Industry stalwart PFD Food Services is putting 

Hino and its class-leading safety systems to 

the test 

TRUCKS 

50 Hino aims higher 

Following extensive updates to its light- and 

68 

ATN magazine is owned by Prime Creative Media. All material in ATN 

is copyright and no part may be reproduced or copied in any form or 

by any means (graphic, electronic or mechanical including information 

and retrieval systems) without written permission of the publisher. 

The Editor welcomes contributions but reserves the right to accept 

or reject any material. While every effort has been made to ensure 

the accuracy of information Prime Creative Media will not accept 

responsibility for errors or omissions or for any consequences arising 

from reliance on information published. The opinions expressed 

in ATN are not necessarily the opinions of, or endorsed by the 

publisher unless otherwise stated. 

4 ATN July 2021 FULLYLOADED.COM.AU

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in a Western Star 4900 

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Ends 30th 

June! 

JUNE 2021 #341 

26/05/2021 11:05:20 AM 

FORWARD VISION 

Challenges close to home 

An industry set a task on skills and change come to trucking news 

ROB McKAY 

has been a 

journalist for 

more than three 

decades, with 

the last 25 years 

focused on 

national and 

international 

freight transport 

Right: 

The Trader titles 

Acommon theme in this edition of ATN centres on 

the importance of attracting new entrants to the 

ranks of truck drivers. 

No news there, you would be forgiven for thinking. 

After all, the generation crunch had been spoken of for 

most of the previous decade. 

But there is a difference now, thanks to the Covid-19 

pandemic. And it speaks to an economy-wide issue 

that the nation blithely ignored until importing workers, 

skilled or otherwise, as an easy way out failed exist as 

an option. 

Make no mistake, this laziness has been endemic 

to Australia for decades. Part of the Lucky Country 

syndrome. Don’t put skills into youth, poach it from 

elsewhere. 

This column has complained about it all before. 

It is particularly poignant when an operation of the 

calibre of Ron Finemore Transport says it has positions 

for 70 drivers. How can that sort of thing happen to this 

company in this industry in this country? 

More so, given its management recognises that the 

solution is beyond training youth, wherever they are 

hiding, as it’s and the industry’s need is for experience, 

right now. 

Wistfully gratifying is the effort the Livestock, Bulk 

and Rural Carriers Association and members such as 

Maloney Livestock Transport put in to encouraging the 

best young drivers to continue to excel. 

Speaking of encouragement, it was brought to our 

attention that Sally Tipping, of Tipping’s Transport and 

Wave To A Truckie fame, is lauding the virtues of its new 

recruit, a young Sikh man named Aman, not least his 

“awesome attitude” but also his aptitude as a driver. 

Given the depth of structural problem of skills and 

ownerdriver 

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38 44 54 

training, all possible solutions must be explored until 

the nation sees sense. There is no choice. But we will be 

setting ourselves up for another really bad fall if we don’t 

take this seriously and change our ways. 

A bit of state and federal leadership wouldn’t go 

astray here but it has been in pitifully short supply in the 

transport and skills portfolios for decades. 

Let’s not forget, this is an economy-wide malaise, with 

freight transport merely one of the worst examples. A 

national vulnerability demands a national attention. 

So, yes, we must import the right people when we 

finally can. Yes, we must steer the youth that is willing 

into the industry. Yes, they must be provided with 

trucks they’d want to drive. Yes, pay them more, or else 

someone else will. Because unplanned wage inflation 

is one of the economy’s punishments for bungling and 

complacency at the highest levels. 

And, yes, when we get good young people coming 

in, we must encourage them as generously and 

wholeheartedly as possible. At least as much as we 

celebrate more mature achievers. 

Meanwhile, this column would have begun with a paen 

to the demands and rewards of change but the Australian 

Trucking Association’s Emily Mills grabbed that option 

in the Industry Voice column when highlighting the 

upcoming Technology and Maintenance Conference. 

For change is afoot for ATN and its sister publications 

in what was once known as the Trader stable. 

Trader was part of the business private equity (PE) firm 

Mercury Capital bought from Germany’s Bauer publishing 

house last September before rebranding it Are Media. 

Last month, Trader was sold as “non-core” to Prime 

Creative Media (PCM) in an ultimately brisk transaction. 

Though PE has its place and is not without its 

successes, this column is no fan, particularly in transport 

and logistics but also publishing. 

This writer arrived at Trader when it was battling 

to recover post-Global Financial Crisis from PE 

depredations and the most-recent and first-hand 

experience was entirely disappointing. 

Unlike the Hamburg-headquartered Bauer Group, from 

which Mercury picked up Trader for a pittance compared 

with the deal that brought Trader and co-owned 

consumer glossies in Sydney, Prime is an industry and 

business publishing firm that knows what it is getting. 

It is no secret that PCM and Trader have competed 

fiercely in realms that their publications have overlapped. 

As ATN goes to press, the enlarged and strengthened 

PCM is getting to grips with its greatest acquisition. 

That, too, is a challenge and an opportunity – not just 

for the new owner but for all concerned. 


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QUALITY PARTS TECHNICAL EXPERTISE EXTENSIVE DEALER NETWORK 

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there is no obligation for Dealers to comply with these recommendations. Freight charges may apply. All items have 

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available at participating Dealers from 1 July to 31 August 2021 or while stocks last. 

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NEWS 

Dogs & Chains 

3 One of the constant puzzles here in Godzone 

is the attitude towards technology. Many bemoan 

that conservative Australia prefers being first 

to be 10th in anything cutting edge. Of course, 

trucking puts a lie to that, particularly with 

combinations. And then there are the historical 

innovations: utes; Hills hoist; black box flight 

recorders; electronic pacemakers; spray-on skin; 

Google Maps; penicillin improvements; Cochlear 

bionic ear; electric drill. Yep, brilliant! So, how is it 

that Qube was forced to write down $215 million 

on automation at its container import-export 

operation at Moorebank? That’s a fair chunk 

before the $1.67 million it got from Logos and 

partners. Slow business growth in Sydney’s 

south-west, the company says. Things to ponder 

there on the pitfalls of really long-term planning. 

3 Meanwhile, can someone tell the good folk at the Australian Financial Review’s Street Talk that just because you lease or sell reefer trucks, 

that doesn’t make you a trucking company? Sigh. So far, Scully RSV’s merger with Australian Trailer Rentals is a hire and rental play 

. . . only. “Reckon they got such a vicarious thrill about getting a chance to print ‘trucking’ that, hugging themselves in glee, they forgot about 

accuracy,” our refrigerated snout with the cold nose sniffs. Harsh, and, well, we all make mistakes, but this is what the industry is up against. 

3 Could it be that attitudes are changing to the Australian refrigerated 

transport sector? And is it a good thing that it seems only private equity 

and the biggest T&L players are interested? Is that now the natural 

scheme of things? Such were the musings early in the month as 

interested parties were abuzz with rumours that Linfox was running the 

rule over Hernes Freight Service and Minus 1 Refrigerated Transport. 

We’ve always been fond of the former’s motto: “If it’s Cool, it’s Hernes”. 

Long may the sector continue to be. Cool, that is! Figuring only Linfox 

would be in a position to answer, especially if true, we asked and were 

awaiting a response when deadline rolled around. 

3 Speaking of social media, sometimes it’s hard to know whether to laugh, cry or just 

shout to yourself something not fit for a family Dogs & Chains. It’s not often we cast 

an eye over the goings-on at TikTok – well, never – but the image allegedly of a heavy 

tipper truck driver snapped at a Snowy Mountains fuel stop wearing a Ku Klux Klan 

headdress as an anti-Covid 19 mask changed that. And, yes, egregiously, this appears 

to be what’s shown. And the poster also shot the truck’s rego plate. Nothing good can 

come of it. Sure, these are crazy times and some of us may not be thinking straight 

but people need to be better than this . . . 

3 Speaking of egregious, state government efforts to cement container stevedore 

profits through a pipeline directly from our purses and wallets is making progress 

in the National Transport Commission. And, bless ’em, they’ve come up with a new 

acronym for this undemocratic (remember, the states never told us or explained that 

this was their plan) impost. Yes, come on down the stevedore infrastructure and 

access charges (SIACs).They had to because the charges have morphed over the past 

decade and cover a multitude of sins. If one was to be picky, one would argue that 

there was no need for the “s” at the end as it is included in “containers”. Denizens of 

the kennel were intrigued to see that, during consultations, NTC used the “U” word the 

rest of this magazine is so fond of – unregulated. You could pull teeth from the mouths 

of ministers more easily that have them admit to, or even use, the term. But then, the 

NTC isn’t the states’ creature. A little thing but gratifying in its way. 


y 

CONTACT 

US TO 

STOCK 

NOW

NEWS 

Inside the Industry 

TRIO IN $465,000 INJURY PAYOUT 

The Supreme Court of Victoria highlights the safety shortcomings of three transport entities that 

must share damages of $465,000 over a truck driver unloading injury in 2015 

Klosed Pty Ltd, TNT Australia Pty Ltd and 

Redstar Transport Operations Pty Ltd 

(in liquidation) were all found partially 

accountable for their roles in driver Anthony 

Paul Muller’s ongoing pain and suffering 

caused by an incident in Caringbah, NSW 

while moving a steel gate to prepare for 

unloading by a forklift driver. 

The Wangaratta Common Law Division 

heard Muller’s work involved driving a 

prime mover, owned by Klosed, towing two 

tautliner trailers belonging to TNT. 

The latter was also responsible for the 

delivery of freight transported by Muller, 

though it engaged Redstar to inspect, 

service and repair the trailers. 

Muller was required to move large steel 

gates on the side of each trailer, which he 

struggled to roll along the tracks on the 

front passenger side gate of one trailer. 

In March 2015, the attaching bolt 

fractured and the gate fell and injured him. 

Muller alleged negligence by each of the 

three defendants. 

Judge Andrew Keogh accepted evidence 

that the condition of the track was 

longstanding. 

In outlining TNT’s liability, Keogh 

explained that, while it contracted the 

servicing and repair of the trailers, it did not 

simply rely on Redstar for trailer safety as it 

employed qualified mechanics to manage 

maintenance and repair. 

"The persistent difficulty with movement 

of the gate should have been reported by 

TNT workers, leading to investigation of 

the problem and necessary repairs being 

performed," Keogh said. 

On Redstar, which was also responsible 

for safety inspections and maintenance, 

Keogh identified two key shortcomings. 

"First, a safety inspection simply involved 

moving the rollers back and forth with 

the gate still in position . . . this meant 

movement of the rollers was only checked 

over a relatively small part of the track, and 

not under weight. 

"Second, at least some inspections were 

by torchlight, either because they were 

conducted at night, or inside the trailer with 

the curtains closed. 

"These deficiencies probably explain 

why it was that the very regular safety 

inspections by Redstar did not lead to 

discovery of the obvious difficulties moving 

the gate on the A trailer, and the developing 

wear on the bolt." 

"I conclude there was negligence by 

Redstar which was a cause of the incident 

and injury to Mr Muller." 

Judge Keogh reserved some criticism for 

Klosed, after Muller noted he would have 

simply been told to ‘tell TNT’ of any issues 

raised with his employer. 

A "reasonable employer" in Klosed’s 

position should have been aware that 

"Muller experienced difficulty with the gate 

sticking and requiring force to move it for 

the whole period of his employment up to 

the date of the incident", Judge Keogh said, 

and that the problem had not been resolved. 

However, within context, Klosed "did not 

control the trailer or the premises from 

which TNT operated and was not directly 

Jail and suspension for former industry high-flyer 

Former director of Crane Trucks R Us, Farmouz 

Farhaad Mohammed, is disqualified from 

managing corporations until 2026 after 

his recent jailing for fraud, the Australian 

Securities and Investments Commission 

(ASIC) reported. 

Also known as Fred Mohammed, the 

Queensland-based company director was 

found guilty and convicted of three counts of 

dishonestly causing detriment to Crane Trucks 

R Us (ACN 128 496 597). 

An ASIC investigation found that, in 

August 2015, on three separate occasions, 

Mohammed dishonestly withdrew a total of 

$256,000 from the company account about 10 

weeks before it was placed in liquidation and 

was most likely insolvent. 

At the time of its liquidation, the company 

had total liabilities of $6,266,394.69 owed to 

198 creditors. 

Mohammed appeared in the Queensland 

District Court in June, was found guilty and 

sentenced to two years and six months 

imprisonment on count one and 12 months 

responsible for developing or implementing 

systems of work relating to the use of the 

trailers", reducing its overall liability. 

The final damages included $275,000 

for pain and suffering and $190,000 for 

economic loss, with TNT and Redstar both 

apportioned 45% and Klosed 10% of the 

total sum. 

imprisonment each on counts two and three, 

to be served concurrently. 

"Judge Lynch ordered that the term of 

imprisonment be suspended after serving six 

months, with a three-year operational period 

commencing on 11 June 2021, during which 

time Mr Mohammed must not commit another 

offence punishable by imprisonment," ASIC 

explained. 

Mohammed projected a high profile 

within the T&L sector, with his social media 

presence spruiking his 2014 Australian Freight 

Industry Young Achiever and 2015 Australian 

Entrepreneur Of Year awards. 

He is also listed as operating another 

entity, Tranz Logistics, which was an 

Australian Financial Review (AFR) ‘Fast 

Starter’ in 2020 with a reported revenue of 

$3.9 million in FY19, a rise of 28 per cent on 

the previous year. 

However, as a consequence of his 

conviction, Mohammed is automatically 

disqualified from managing corporations 

until June 10, 2026. 


LINDSAY FLAGS 

ATO PROBE IN 

ASX GUIDANCE 

An otherwise assured Lindsay Australia 

earnings guidance was tempered by an 

Australian Tax Office (ATO) notice of 

amended assessment relating to past fuel 

tax credit (FTC) claims. 

The diversified road and rail freight 

firm expects unaudited earnings 

before interest, taxes, depreciation and 

amortisation (EBITDA) from underlying 

operations in the range of $44 million to 

$46 million for the financial year. 

This represents an increase of 8.9% to 

13.8% on FY2020 underlying EBITDA. 

"This guidance remains subject to 

final audit and assessment of the last 

few trading weeks of the financial year, 

as well as the impact of any one-off 

issues, including the ATO Fuel Tax Credit 

(FTC) audit outlined further below," 

Lindsay added. 

That issue, which Lindsay noted it 

outlined in recent annual and interim 

reports, relates to the company being 

subject a FTC audit by the ATO. 

The ATO has completed its audit 

and issued Lindsay with a notice of 

amended assessment, relating to 

net FTC previously assessed, the 

company advised. 

"The notice relates to the review period 

of May 2017 to June 2019, which included 

“As at May 2020, the ATO's initial findings 

was that Lindsay had overclaimed 

approximately $4.89 million in FTCs" 

claims for periods dating back to 2006," 

ATO said. 

"As at May 2020, the ATO's initial 

findings was that Lindsay had 

overclaimed approximately $4.89 million 

in FTCs. 

"The amended notice of assessment is 

for an amount due of $6.16 million." 

Lindsay asserted its belief it has 

reasonable grounds to dispute the ATO's 

audit findings and will continue to do 

so through the appropriate dispute 

resolution channels with the assistance 

of expert advisors. 

"If Lindsay is unable to successfully 

dispute the ATO's findings prior to 

completion of the audited FY2021 

statutory accounts, a one-off pre-tax 

expense of approximately $7.88 million 

(the revised assessment amount, plus 

interest and costs) would be included 

in the FY2021 accounts," the company 

added. 

"As the dispute relates to prior 

financial years, we do not anticipate 

a material impact on Lindsay FY2021 

underlying operations or future 

earnings." 

SAFEWORK UNDERTAKING SEES LINDSAY DEVELOP SAFETY APP 

SafeWork NSW and Lindsay Transport have 

developed a truck safety training tool for the 

on-boarding and induction of workers in the 

NSW road freight industry. 

With an aim of promoting safer practices, 

the augmented reality phone or online app 

will guide a driver through processes for 

entering or exiting the cabin, how to safely 

couple and uncouple trailers, conducting 

safety inspections and preventing vehicle 

rollaway incidents. 

The new app was produced as part of 

an enforceable undertaking with Lindsay 

Transport, which included a three-month 

radio media campaign targeting driver 

fatigue, speeding, use of mobile phones and 

uncontrolled movement of vehicles. 

SafeWork's director of WHS services 

regional, Lisa Foley, said the nature of 

the work in the transport industry makes 

it a high-risk for workplace fatalities and 

serious injuries, with major claims for injuries 

are around 50% greater than the average 

employment sector. 

"We see serious injuries continue to occur 

when vehicles are being loaded and unloaded 

and during routine maintenance activities," 

Foley said. 

"But beyond the truck, we are seeing 

workers being hit by moving objects, being 

trapped between objects and being impacted 

by a rollaway. 

"The augmented reality application 

can be used in a studio mode or artificial 

environment, or it can be used with the 

truck in place in a real world environment. 

The format is process driven and 

establishes a workflow requiring the 

user to interact with the driver and truck 

wherever it is located. 

"This training puts in place standards 

which will promote safe working environments. 

For example, before climbing into your cab on 

onto your vehicle, you should get the mud off 

your shoes to stop you from slipping." 

Lindsay Australia CEO Kim Lindsay said 

the company had worked closely with 

SafeWork to deliver important safety messages 

for the industry, including developing the 

Augmented Reality app to improve training 

in high-risk areas. 

"The transport industry is a dangerous 

industry – we are working with large plant 

and equipment on a daily basis," he said. 

"This free tool, which supports new 

workers through their systems of work, can 

only improve safety around the vehicle." 

FULLYLOADED.COM.AU July 2021 ATN 11

NEWS 


WA CATTLE PROBE HITS TRANSPORT 

Recent Western Australia Police 

action against criminal networks 

involved in the theft and sale of cattle 

in the state has extended to a local 

transport operation. 

Operation Topography is the 

Rural Crime Squad’s probe into 

"individuals and companies linked to 

the business of cattle including aerial 

and ground musterers, livestock 

trucking companies, truck drivers 

and stock agents", WA Police noted. 

Its most recent round, in Moora, 

saw a 41-year-old man charged with: 

three counts of property laundering – 

engaged in transaction; one count of 

receiving; and one count of attempt 

to pervert justice. 

A 42-year-old woman was 

charged with one count of accessory 

after fact to an indictable (principal) 

offence. 

Additionally, a 49-year-old man 

was charged with one count of 

possession of stolen or unlawfully 

obtained property. 

Western Australia media reports 

identify two of the accused as 

Clint and Emma Spong of livestock 

transport operation Sponghaul. 

This marks the third phase of 

Operation Topography, which came 

to the fore in February 2021, when 

two individuals were charged with 

offences relating to the theft and 

sale of 803 cattle valued at about 

$800,000. 

In the second phase, a 64-year-old 

man was charged with similar 

offences as part of a syndicate that 

stole over 186 head of cattle valued 

between $130,000 and $200,000; a 

37-year-old man was arrested for 

allegedly stealing cattle and selling 

them for about $60,000; while a 

41-year-old was also arrested for 

allegedly using his position as a 

stock agent to sell stolen cattle. 

Above: WA Police 

images from the 

operation 

PRIMARY PRODUCER TRUCK REGISTRATION CHANGES IN NSW 

New South Wales amendments to laws 

governing the Primary Producer Vehicle 

Registration Scheme look set to change what 

are seen as a rort harming rural trucking while 

cashing up the undeserving. 

Penalties will rise from $2,200 to $11,000 for 

corporations that attempt to register a vehicle 

by making a false statement. 

The Road Transport Legislation Amendment 

Bill 2021, introduced by state regional transport 

and roads minister Paul Toole, proposes 

amendments to the Road Transport Act 2013 

and the Motor Vehicles Taxation Act 1988. 

"The increase is necessary as the value 

of the primary producer concession can be 

almost $10,000 for a heavy vehicle, creating 

a large financial incentive for ineligible 

customers to seek to exploit the concession,” 

Tool said in his second reading speech. 

"A new offence with equivalent penalties 

will also be created for falsely claiming a 

registration concession." 

Amongst other things, such as removing 

"inconsistencies and red tape to better serve 

the needs of New South Wales farmers", 

the changes aim to "rectify a longstanding 

legislative anomaly caused by a drafting 

error which incorrectly applies a monetary 

cap on heavy vehicle primary producer 

registration charges". 

"The objective of the amendments is not 

designed to reduce the number of eligible 

primary producers; rather, it is to ensure 

that genuine primary producers receive the 

concession while preventing exploitation or 

gaming of the concession, which could give 

some road transport operators an unfair 

business advantage over others," Toole told 

NSW Parliament. 

"The current requirement that primary 

producer vehicles cannot be used for let or hire 

will remain in place to maintain a level playing 

field, so as not to disadvantage road transport 

companies that are not entitled to receive the 

primary producer concession. 

"Penalties for breaching such a condition, 

including registration suspension, currently 

exist under road transport law." 

The amendments will provide a single point 

of reference for all heavy vehicle registration 

charges and consolidate the minister's 

exemption powers within the Road Transport 

Act by removing duplicative provisions in the 

Motor Vehicles Taxation Act. 


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NEWS 


FMH ACQUIRES GKR TRANSPORT 

The latest in a recent spurt of acquisitions 

in transport and related sectors saw the 

burgeoning Freight Management Holdings 

(FMH) Group’s Logistics Holdings 

Australia (LHA) division swallow GKR 

Transport. 

Gaining recent backing from Singapore 

Post’s (SingPost’s) logistics arm, 

FMH added GKR to the transport and 

warehousing portfolio comprising Niche 

Logistics, BagTrans and efm Warehousing. 

The group’s other two divisions are 

fourth-party logistics (efm Logistics) and 

technology (FLIP). 

With a fleet of road trains, including 

about 45 prime movers and 100 trailers, 

GKR provides an express east-west-east 

service, with presence in Perth, Adelaide, 

Brisbane, Sydney and Melbourne, the 

company notes. 

FMH Group CEO Simon Slagter said 

the acquisition, for an undisclosed sum, 

is aligned to the group’s strategy of 

expanding reach and service offering. 

"We are delighted to acquire GKR 

Transport. GKR Transport has a strong 

brand in the market and highly respected 

leadership and I’m very excited to be 

bringing them into the fold. 

"The acquisition will allow us to offer 

a superior transit service to customers 

across the FMH Group shipping freight 

from the eastern seaboard to Perth and/ 

or return." 

GKR Transport will retain its existing 

identity and will continue to operate 

self-sufficiently but aligned to the group 

strategy. 

The acquisition is also beneficial for 

GKR Transport, whose founder, Kevin 

Small, started the business in 1985 and 

will continue with the company. 

"I am proud to have been part of 

building up such a successful company," 

Small said. 

"I owe my thanks and gratitude to 

fellow directors, David and Paul, and to 

our dedicated management and staff for 

making our success possible over the past 

34 years. 

"I am so pleased to see our company 

become part of a group like FMH Group, 

which has the technology and track-record 

to be able to take it to the next level." 

As FMH Group is a diversified 

logistics services organisation, all 

the companies within the group are 

independent, Slagter said. 

Thus, GKR Transport will retain 

its existing customer base and 

workforce.The acquisition is effective 

immediately. 

"Having a leading specialist provider 

in our group gives us another bow to 

draw upon in customer solution design," 

Slagter added. 

"Our 4PL, efm, remains 100% 

independent and will operate at an 

arms-length from GKR Transport. They 

will be subject to the same stringent 

screening process that efm undertakes 

for all its carriers." 

ACFS PORT LOGISTICS GAINS IPS OPERATION IN PORT OF BRISBANE 

ACFS Port Logistics consolidated its Port of 

Brisbane position by acquiring IPS Logistics 

Group’s adjoining operation. 

The addition, for an undisclosed sum, gives 

ACFS 54,000 square metres of warehousing, 

16,000 square metres of container storage, and 

a transport fleet primarily consisting of higher 

productivity vehicles (HPVs). 

IPS has been a strategic operator within the port 

precinct providing logistical services to national 

and state-based importers and exporters. 

"There has been a long-standing relationship 

between both organisations, resulting in the 

progression of a binding transaction," ACFS noted. 

The respective parties expect to complete the 

transition, subject to regulatory processes and 

approvals, in mid-July. 

The acquisition further cements the ACFS 

service offering within the Port of Brisbane 

and to the broader import and export market 

in Queensland. 

"Demand within warehousing is outgrowing 

supply in the market, and hence securing 

long-term assets in high volume import and export 

hubs is imperative to enable ACFS’s continued 

growth,” ACFS CEO and MD Arthur Tzaneros said. 

"We will continue to expand our capability 

in all facets of the containerised logistics 

supply chain by creating scale and efficiency 

supported by strong technology and blue chip 

infrastructure assets, to achieve best in class 

supply chain models. 

"We look forward to on-boarding and building 

long term relationships with IPS’ current 

customers and staff, and commit to providing a 

reliable solution that has constantly enabled us to 

differentiate ourselves in the market." 

The company underlined that the transaction 

compliments the growing ACFS national footprint 

of strategically located facilities nationally, which 

will be further enhanced with the opening of the 

44ha St Mary’s Intermodal hub. 


SCULLY RSV GROUP AND ATR IN MERGER 

Refrigerated truck rental 

consolidation saw private 

equity-backed Scully RSV Group 

swallow Australian Trailer Rentals 

(ATR). 

The acquisition combined the 

two locally-owned and -operated 

businesses to deliver a large-scale 

refrigerated fleets from vans 

through to full 34-pallet B-double 

combinations that will operate 

under the Scully RSV brand, a 

statement noted. 

Both deliver short- and long-term 

refrigerated hire to the refrigerated 

supply chain sector, with the 

acquisition bringing together "a 

significant current customer base" 

of food and beverage operators 

and logistics suppliers, enabling 

new customers access to a rapidly 

growing fleet of refrigerated vans 

through to B-double refrigerated 

trailers. 

Scully RSV also offers new and 

used truck sales available for 1–12 

tonne and up to 14-pallet capacity, 

with both companies also offering 

an extensive servicing division and 

asset finance options. 

"I am encouraged by the shared 

values of the organisation and 

the quality of people now part of 

our family," Scully RSV general 

manager Cameron Hogg said. 

"As we continue to put the needs 

of the customer at the forefront 

and build upon the exceptional 

teams behind both brands, we 

position ourselves even stronger 

in delivering what we have always 

stood for in our values." 

Founders Damien Scully of 

Scully RSV and Peter Dinicol of ATR 

share more than 50 years’ industry 

experience. 

Scully founded the company in 

1993 and is now a board member 

of the firm. 

"I am proud to build up on the 

work the team and I have done 

over the last 30 years in bringing 

Australian Trailer Rentals into the 

Scully RSV Group, continuing our 

focus on quality manufacturing and 

now combined with an exceptional 

service and fleet offering," he said. 

Dinicol founded ATR in 1998 and, 

as CEO, has grown the company to 

be a leading supplier of refrigerated 

trailer rentals, ranging from 

14-pallet bogie-axle trailers to full 

34-pallet B-double combinations. 

"Australian Trailer Rentals takes 

great pride in offering flexible 

rental trailer solutions alongside a 

comprehensive servicing program 

designed to protect our client 

goods," he said. 

Administrators hand Autocare business back to Linx 

Car carrier Autocare Services has been returned 

to parent company Linx Cargo Care Group, having 

exited voluntary administration on July 1, the latter 

announced. 

It re-joined with a new operating model, 

leadership team, property footprint and structure 

that "places the business on sustainable footing 

into the future", Linx noted in a statement. 

"The voluntary administration process for 

Autocare Services has completed following 

the implementation and effectuation of its 

creditor-endorsed deed of company arrangement 

(DOCA) proposed by Linx CCG. 

"The end of this process means control of 

Autocare Services has been handed back to the 

company director by the administrators and the 

business has re-joined Linx CCG. 

"The decision to return Autocare Services to 

Linx CCG was resolved by Autocare Services’ 

creditors at the second creditors meeting in June, 

with the overwhelming majority of creditors voting 

in favour of the DOCA proposed by Linx CCG." 

"Joining Scully RSV in offering 

this solution to market whilst 

enabling our customers to access 

their full fleet range, brings the best 

of the supply chain offering through 

two great companies." 

Though the sum is undisclosed 

by the parties, reports indicate the 

deal was worth $40 million, backed 

by private equity firm and Scully 

parent Redwood North. 

Above L-R: 

Cameron Hogg, 

Damien Scully and 

Peter Dinicol 

Outgoing Linx CEO Anthony Jones believes the 

vehicle logistics business is now on solid footing. 

"I’m confident the revised operating model 

breathes new life into Autocare Services and 

enables the business to regain their momentum in 

an increasingly competitive market that continues 

to see extensive change," he said. 

Autocare Services executive general manager 

Simon Abela acknowledged the impact on 

stakeholders caused by the tumult. 

"This has been an incredibly challenging period 

for our people, partners and customers but, 

pleasingly, with their support, we’ve been able to 

emerge from the voluntary administration process 

with a structure and operating model that we 

are confident will bring stability and ensure our 

viability moving forward," Abela said. 

"As we transition out of voluntary administration 

as a stronger and leaner entity, Autocare Services 

is well placed to deliver for our customers, support 

our suppliers, and provide ongoing employment 

and tenure for our people." 


NEWS Inside the Industry deliver this milestone strategic investment. 

"In addition to its investment alongside 

the consortium, Logos is appointed as the 

investment and development manager for 

MLP," the consortium said. 

"By acquiring MLP, the Logos consortium 

will establish a new benchmark for logistics 

development in the Asia-Pacific and 

contribute to ongoing further innovation in 

the sector globally. 

"This acquisition positions the Logos 

consortium at the heart of a logistics 

revolution that will capture powerful 

economic benefits as the MLP’s intermodal 

terminals ramp up, increasing the efficient 

“This acquisition positions the Logos 

QUBE SELLS MOOREBANK TO LOGOS 

Leading Asia-Pacific logistics asset 

management firm Logos and a consortium 

of partners have agreed to buy Moorebank 

Logistics Park (MLP) from Qube. 

The $1.67 billion deal is in the form of a 

binding agreement for Australia’s largest 

intermodal logistics facility at Moorebank in 

south-western Sydney. 

"The acquisition of Moorebank Logistics 

Park is a landmark investment by a 

consortium comprised of leading investors 

with a deep commitment to furthering the 

logistics, e-commerce and distribution 

landscape in Australia," the Logos 

consortium said. 

Logos has joined with existing partners, 

Ivanhoé Cambridge, AustralianSuper, and 

NSW Treasury Corporation (TCorp) as 

well as a new partner, AXA IM Alts, to 

transfer of goods from Port Botany to 

customers around Australia. 

"Our collective vision for MLP 

represents a fundamental shift in east 

coast logistics, as a fully automated 

port-to-site rail link. 

"The high levels of automation across 

the intermodals and warehousing will drive 

significant long-term cost advantages and 

improve supply chain predictability, which 

will offer important labour efficiency and 

stock availability. 

"The scale of a logistics site with this 

range of benefits, within a 30-minute drive 

of a major global CBD, has not been seen in 

Australia before." 

MLP is Australia’s largest intermodal 

freight facility. 

The site includes 243 hectares of land 

being developed into industrial property 

and infrastructure, including potential for 

up to 850,000 square metres of warehouse 

opportunities directly adjacent to Australia’s 

largest rail intermodal facilities with direct 

linkage to Port Botany. 

Once complete, the deal will be seen 

as vindicating a long-term rail-to-port 

vision that began to take shape in 

2007, when a related firm began raising 

$100 million for intermodal facilities in 

Moorebank and Minto. 

consortium at the heart of a logistics revolution" 

McColl's smart OBM system gains TCA regulatory approval 

A smart on-board mass (OBM) system 

devised in-house by McColl’s Transport is 

granted Transport Certification Australia 

(TCA) Category B type-approval. 

The McColl’s Integrated Mass Management 

System (MIMMS), developed exclusively 

for use by the company, uses an innovative 

combination of technologies, systems 

and processes to meet the performance 

requirements of the OBM System Functional 

and Technical Specification, TCA noted. 

The product is used to aid McColl’s 

as a liquid carrier of milk, food and bulk 

chemicals. 

"We are very pleased to have received TCA 

approval for MIMMS," McColl’s CEO Simon 

Thornton said. 

"This comes after two years of hard work for 

our team to deliver this new capability to us. 

"Safety is at the top of our values list and this 

system will be another asset to help us to keep 

our drivers and other road users safe. 

"MIMMS will allow us to be sure that we are 

always operating within the gross vehicle mass 

limits for the roads that we are driving on. 

"Our federal, state and local governments 

make big investments to provide Australians with 

first-class road infrastructure. 

"Managing and reporting our mass in real 

time is part of our commitment to keeping 

that infrastructure in top working order. 

"We have a particular interest in regional 

and rural roads as we collect milk from 

farms and the infrastructure on these 

smaller roads is particularly vulnerable to 

over-weight vehicles." 

The development of MIMMS is particularly 

pertinent in Victoria, the company notes, 

which is in the midst of expanding its 

high-productivity vehicle (HPV) network 

access – with smart OBM a key pillar of 

the move. 


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PACCAR Parts national sales and 

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NEWS 


INFO RELEASED ON HVNL OUTCOMES 

The National Heavy Vehicle Regulator 

(NHVR) has released details on recent 

court outcomes in Victoria pertaining 

to Heavy Vehicle National Law (HVNL) 

contraventions. 

Of particular note to transport 

companies, multiple entities were 

penalised primarily for dimension 

breaches. 

In one example in early July, a 

company was fined $20,000 in the 

Dandenong Magistrates Court. 

NHVR noted the company was 

observed operating a prime mover 

towing an extendable heavy trailer 

loaded with a crane gantry beam. 

The vehicle was intercepted and the 

load inspected, with the vehicle revealed 

to be travelling over the prescribed 

dimension limits. 

"The company did not have a permit 

for the return trip. Accordingly, the 

dimensions were assessed against the 

statutory limits," NHVR explained. 

"The allowed length was 19m. The 

length of the vehicle was 33.5m, an 

excess length of 14.5m. 

"The allowed width was 2.5m. The 

width of the vehicle was 2.75m, an 

excess width of 250mm. 

"A permit would have allowed for a 

length of 45m and a width of 3.5m. 

"The vehicle was about to cross a 

railway just prior to the intercept. It was 

revealed that the company failed to 

obtain permission to cross the railway. 

"There were a total of two pilot 

vehicles. One of the pilots was not a 

certified level 2 pilot vehicle driver. There 

needed to be a minimum of three certified 

pilot vehicles to be used." 

The company had no prior convictions. 

Earlier, on May 13, a company was 

convicted and fined $41,000 at the Werribee 

Magistrates Court after its B-double 

combination with two 40-foot containers 

was intercepted. 

"It was revealed that the vehicle was 

travelling over the prescribed dimension 

limits and the prime mover was registered 

to the incorrect category," NHVR noted. 

"The vehicle permitted length was 26m. 

"The vehicles length was measured at 

28.9m, an excess length of 2.9m." 

On the same day, at Werribee Magistrates 

Court, a company – not specified if the 

same one – was convicted and fined 

$100,000 when its vehicle with two 

containers, 20-foot and 40-foot, was 

inspected. 

"It was revealed that the vehicle was 

travelling over the prescribed mass 

requirements," NHVR said. 

"The vehicle was loaded at 150 per cent 

of the applicable mass limit of the tri-axle. 

"The company was also not carrying 

container weight declarations for the two 

containers." 

On both occasions it’s noted the 

company had no prior convictions. 

A driver was also fined $10,000 for 

travelling over prescribed dimension 

limits when their vehicle’s length was 

measured at 20.3m, an excess of 1.3m 

over its permitted length of 19m. 

ILLEGAL ENGINE REMAPPING FOCUS IN NEW NHVR SAFETY EFFORT 

The National Heavy Vehicle Regulator (NHVR) is 

launching an education campaign to highlight 

health and safety risks caused by illegal engine 

remapping. 

The campaign will focus on educating the 

heavy vehicle industry and public on the harmful 

effects that engine remapping can have on 

heavy vehicle drivers and logistics workers, as 

well as communities and the environment. 

The campaign will be delivered in two 

phases, with an initial focus on the exposure 

that toxic diesel emissions can have due to 

engine remapping. 

Research from the Australian Bureau of Statistics 

(ABS) January 2017 Motor Vehicle Census indicates 

remapped engines can release up to 60 times more 

pollutants into the atmosphere, which can cause 

damage to the health and safety of workplaces, 

communities and the environment. 

The second stage of the campaign will focus 

on remapped engines that disable speed limiter 

controls. 

With recent compliance checks via the Transport 

for New South Wales (TfNSW) heavy vehicle 

compliance checks 2019–2021 indicating up to 

10% of all heavy vehicles are operating with illegally 

remapped engines, the danger is significant and 

can cause serious injury, the regulator noted. 

NHVR CEO Sal Petroccitto said the campaign 

is an opportunity for the NHVR to work 

collaboratively with the heavy vehicle industry to 

remove engine remapping and improve safety. 

"The NHVR’s highest priority is safety and we’ll 

continue to focus on compliance while delivering 

education and awareness through information like 

the engine remapping campaign," Petroccitto says. 

"By and large, our industry does the right thing, 

but occasionally we see unsafe practices occurring 

and it’s our job as a regulator to lead change." 


TFNSW AGREES ENFORCEABLE UNDERTAKING 

The road freight industry is familiar with 

enforceable undertakings (EUs) being 

agreed to by companies but less so by 

government departments. 

In a rare showing, Transport for New 

South Wales (TfNSW) has agreed to an 

EU with SafeWork NSW following a road 

work fatality three years ago. 

The department was alleged to have 

failed to discharge its obligations as 

a person conducting a business or 

undertaking under sections 19(1), 32 

and 33 of the WHS Act in that it did not 

ensure so far as reasonably practicable 

the health and safety of workers. 

Though not employed by the 

department, the worker died after being 

struck by mobile plant in the course 

of helping fulfil a road maintenance 

contract with TfNSW undertaken by an 

unnamed shire council. 

"Transport for NSW is committed to 

complying with its obligations under 

the WHS Act and ensuring, so far as 

reasonably practicable, the health and 

safety of all workers and those who 

may be affected by its business or 

undertakings," it says in an assurance 

statement in the SafeWork NSW EU 

document. 

Through the council, TfNSW 

immediately offered condolences to the 

worker’s family and friends. 

It also offered access by the council’s 

workers to its face-to-face trauma 

assist service and its Employee 

Assistance Program. 

The department spent more than $2 

million plus ongoing costs on a range 

of rectification measures. 

These included an independent audit 

of the council’s safety performance and 

compliance in the provision of routine 

TfNSW-related maintenance and 

construction services. 

It also coordinated a state-wide 

audit/assurance program, extending to 

all 69 councils that work with Transport 

for NSW, "to obtain information 

around trends and areas that may 

require additional support noting the 

variances in council sizes, maturity 

and expenditure to assist Transport 

for NSW in determining the allocation 

of resources between RMCC councils 

as well as developing more targeted 

monitoring and verification activities". 

This made up $887,500 of the 

spending, plus the ongoing costs. 

“The worker died after being struck by mobile 

plant in the course of helping fulfil a road 

maintenance contract with TfNSW" 

Heavy rigids lead improvements in fatal truck crash statistics 

After years of resisting the falling trend in 

heavy vehicle fatal crashes and fatalities, 

heavy rigids have made a solid and all too 

welcome reversal in the past two years. 

Bureau of Infrastructure, Transport and 

Regional Economics (BITRE) figures for 

the first quarter of this year reflect the sort 

of divergence heavy articulated trucks 

previously led; the latter now trending 

slightly upward. 

Since the June 2019 quarter, heavy 

rigids quarterly fatalities have fallen from 

31 to 10. 

And on a 12-month-to-March basis 

from 2018, fatal crashes involving heavy 

rigid trucks fell from 85 to 54 and deaths 

in those crashes fell from 93 to 58. 

Much of the reduction has occurred in 

New South Wales, which, since 2019, has 

recorded three quarters in double figures 

– 12, 14 and 11 – in the past three years. 

No other state made double figures, though 

Victoria did record nine in the June quarter 

of 2019. 

In March 2021, the counts were four 

deaths in NSW and one in Victoria. 

Articulated trucks fail to add a third after 

two years of lower figures, with fatalities 

jumping back into three figures, 106, after 

consecutive years on 94, and fatal crashes 

at 89 after two years on 85 each. 

On a state basis, a recent quarterly rise in 

Queensland stands out, with the December 

quarter on 14 and March quarter on 12, up 

from nine and seven in the previous two. 

No other state was in double figures, nor 

has been in the past three years bar NSW’s 

June 2020 quarter of 11. 

The sad but hopeful bottom line is that, 

during the 12 months to the end of March 

2021, 162 people died in crashes involving 

heavy trucks. 

These included 106 deaths in crashes 

involving articulated trucks and 58 deaths 

in crashes involving heavy rigid trucks. 

All that said, the total of 162 deaths 

is the lowest than at any time since the 

decade peak in March 2013 of 226. 


NEWS 


strict 

VICTORIA EXPANDING HPFV NETWORK 

Melissa Horn 

“This is a win for farmers, 

businesses, freight 

operators and the 

community by reducing 

freight costs and 

encouraging investment 

in safer trucks" 

The Victorian government is 

expanding the state’s High 

Productivity Freight Vehicle 

(HPFV) network. 

Around 3,000km of road have 

been added to the pre-approved 

HPFV network. 

The state government spruiked 

the move as reducing costs and 

saving farmers and businesses 

time by eliminating the need for 

individual route assessments. 

"This is a win for farmers, 

businesses, freight operators 

and the community by reducing 

freight costs and encouraging 

investment in safer, cleaner 

and more efficient trucks," ports 

and freight minister Melissa 

Horne said. 

"Improving access for High 

Productivity Freight Vehicles 

is vital to meeting the state’s 

growing freight industry needs 

as efficiently as possible while 

minimising the number of trucks 

trips on our road network." 

The new networks will be 

published online and include key 

freight routes along the Bass 

Highway, Murray Valley Highway, 

Wimmera Highway and Ballarat-Maryborough 

Road. 

A-doubles that meet the HPFV 

specifications, which include 

safety and emissions 

requirements, will have improved 

access on these routes. 

In addition, the government is 

also issuing six new A-double 

tanker networks to help improve 

the transportation of milk and 

other liquids across the state. 

These routes have been 

developed with industry and 

tailored specifically to A-double 

tankers, which have different 

specifications and requirements to 

other A-doubles on the network. 

"These upgrades will deliver 

stronger, safer and more reliable 

roads for the freight industry – 

meaning farmers and suppliers 

will be able to get their goods to 

market much more efficiently," 

roads minister Ben Carroll said. 

"Improving the network will take 

trucks off local roads – backing 

local jobs and making our country 

roads safer." 

The government emphasises 

that expansion of the HPFV 

network only includes roads 

in regional Victoria and any 

trucks coming into metropolitan 

Melbourne will need to abide by 

existing curfews. 

Truck curfews are enforced 

in areas including Melbourne’s 

inner west. 

Work to start on Western Australia's rest-area upgrade program 

About $14 million of major upgrades to 14 

heavy vehicle rest areas across regional 

Western Australia will soon be underway, 

the state's transport minister, Rita Saffioti, 

has announced. 

The locations for the first phase of 

the program were determined through 

extensive consultation with industry 

groups including the Transport Workers 

Union (TWU) WA, Livestock and Rural 

Transport Association of WA (LRTAWA) 

and Western Roads Federation (WRF), 

Saffioti said. 

Industry priorities comprised major 

upgrades at Newman, Auski, Karijini and 

Leonora, and improvements at 10 key heavy 

vehicles sites in the Pilbara, Mid-West 

Gascoyne, Wheatbelt, Goldfields-Esperance 

and South-West regions. 

The state and Commonwealth governments 

have committed $50 million under the Freight 

Vehicle Productivity Improvements Program 

(FVPIP) for improvements across the state 

road network. 

"Freight drivers provide an essential 

service and it's important we have the 

necessary amenities and facilities available 

that these drivers need," Saffioti said. 

"We've worked with the transport 

industry to finalise 14 high priority 

locations across regional WA that 

will receive $14 million of urgent 

upgrades with works to commence 

shortly. 

"I'd like to thank the Commonwealth 

for their financial contribution and the 

transport industry for all their work on 

the program." 

The 2022–23 program, which has 

an allocation of $36 million, will also 

be developed through consultation 

with industry. 


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NEWS 


SCOTT AND SMITH-GANDER HONOURED 

The freight transport and logistics (T&L) 

sector had a modest but deserving 

representation in this year’s Queen’s 

Birthday Honours. 

Industry luminary the late Ray Scott and 

present Western Roads Federation chair 

Craig Smith-Gander are the leading lights 

and are now members (AM) of the general 

division of the Order of Australia. 

Scott, owner and director of the Ray 

Scott Group, was recognised for "significant 

service to the road transport industry, and to 

the community". 

He was also a sponsor and benefactor to 

a range of Mr Gambier events and services 

and the regional community Stand Like 

Stone Foundation. 

Smith-Gander was recognised for 

"significant service to surf lifesaving, to 

transport logistics, and to the community". 

The owner and managing director of 

Kwik Logistics since 2005 has chaired 

the Western Roads Federation (WRF) 

since 2017. 

He has also been president of Surf Life 

Saving Western Australia since 2014 and 

been involved in the sport for more than 

three decades. 

The Australian Trucking Association 

(ATA) hailed Smith-Gander’s honour. 

ATA chair David Smith said that 

Smith-Gander has made a valuable 

contribution to the ATA and its network 

of member associations. 

"As a member of the ATA board, Craig 

has applied his immense knowledge 

and network of contacts to helping the 

ATA modernise the way we approach 

governance and industry strategy. 

"Craig is closely involved in the 

development of our new strategic plan 

and in our internal initiatives to update 

our engagement with our member 

associations. We couldn’t do this work 

without his expert input." 

The Victorian Transport Association, 

meanwhile, described Scott as an icon of 

the transport industry who, over the course 

of his working life, "defined a place within 

the freight and logistics sector that will be 

hard to replicate". 

Scott was inducted into the National Road 

Transport Hall of Fame in 2013, recognising 

his long history in road transport. 

"It was a distinct privilege to support 

the nomination for Ray as a recipient 

for a Member of the Order of Australia 

in consideration of his outstanding 

service to transport over many, many 

Above, L to R: 

Ray Scott and Craig Smith-Gander 

decades," VTA CEO Peter Anderson said. 

More broadly, the late John Caldon, 

who chaired the Australian Rail Track 

Corporation (ARTC) 2009–2015 and Rail 

Services Australia 1998–2002, gained an 

OAM for service to business through media 

content distribution. 

Michael Robertson gained his for service 

to the community as a foster carer and to 

transport safety. 

Barry Vining, who was Australian 

Federation of International Forwarders 

director 1975–1999 and chair for seven 

years and vice president (Asia Pacific 

region) of the International Federation 

of Freight Forwarders Association 

vice-president 1995–2000 gained an 

OAM for service to rugby league. 

WA INDUSTRY IN MOURNING AT RECENT PASSING OF STEVE POST 

The Western Australian freight industry marked the 

passing of Transafe WA current and founding chair 

Steve Post. 

Post succumbed recently following a brave 

battle with brain cancer. The event is felt keenly 

by the staff and committee of management 

of Transafe WA, who extended their deepest 

sympathies and condolences to his wife, Carole, 

his children, Matthew, Kate and Louisa, and the 

extended Post family. 

They described him as a passionate and 

dedicated advocate for the road transport industry 

in WA, who strove for safe and fair outcomes for 

individuals, industry and the community. 

As chair of Transafe WA since its incorporation 

in 2012, his vision was to provide a forum for 

industry to share information and progress positive 

change that would ensure personal and industry 

risk was absolutely minimised. 

"Steve was a forward thinker who determinedly 

worked to ensure positive outcomes rather than 

simply talk," Transafe WA executive officer Ana 

Stachewicz said. 

"His passion was fuelled by the experiences of 

his many roles in industry, from owner-driver to 

risk assessor, and by his genuine care for people, 

and for what he felt was right." 

Post worked as a long-distance driver as 

well as holding senior management positions in 

various sectors of the industry. 

"He was a great mentor for young people 

encouraging and supporting them in many 

endeavours particularly community activities and 

leadership, and he did a lot of work advocating for 

the victims of road trauma," Stachewicz said. 

"Steve will be sorely missed." 


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NEWS Inside the Industry Barnaby Joyce 

being sworn in 

his ongoing support of the NHVR," Gay said. 

NHVR WELCOMES RETURN OF JOYCE 

The National Heavy Vehicle Regulator 

(NHVR) recently welcomed the appointment 

of Barnaby Joyce as federal infrastructure 

and transport minister and thanked 

outgoing minister Michael McCormack. 

NHVR chair Duncan Gay said he looks 

forward to working with Joyce to continue 

to grow safety, productivity and efficiency 

across the heavy vehicle industry. 

"On behalf of NHVR staff, chief executive 

and the board, I congratulate Barnaby and 

welcome him to the role," Gay said. 

"Barnaby has always been a supporter 

of delivering improved transport and 

infrastructure outcomes." 

Gay also thanked McCormack for 

his support. 

"Michael was a strong advocate for 

regional communities and I thank him for 

"I have no doubt that he will continue to 

play a role in championing the importance 

of heavy vehicle safety well into the future." 

Also thanking McCormack was the 

Civil Contractors Federation National 

(CCF National). 

"Michael McCormack made a significant 

contribution to the Infrastructure Transport 

and Regional Development portfolio as 

evidenced by the federal government’s 

infrastructure investment program and 

CCF National congratulates him on his 

achievements since he came to the position 

in early 2018," CCF CEO Chris Melham said. 

"Mr McCormack’s record of investing 

in civil infrastructure projects to generate 

jobs and boost business confidence is 

widely acknowledged across the industry 

and we thank him for his strong contribution 

to the sector. 

"He leaves the infrastructure portfolio 

with a record level of infrastructure funding 

commitments from the federal government 

– $110 billion as compared to $75 billion 

in 2016 financial year for the federal 

government’s 10 year rolling infrastructure 

investment program. 

"He demonstrated a deep commitment 

to improving infrastructure throughout 

rural and regional Australia and in so doing 

provided the foundations for economic 

growth in those regions. 

"His stewardship of the Inland Rail 

project and the roll out of countless shovel 

ready projects throughout the country 

reflects his strong focus on investing in 

rural and regional Australia to grow the 

Australian economy. 

"Civil Contractors Federation looks 

forward to continuing this strong working 

relationship with Mr Barnaby Joyce MP, 

deputy prime minister, in his capacity 

as the newly appointed federal minister 

for infrastructure transport and regional 

development, who we congratulate on 

his appointment." 

Joyce’s previous tenure as transport 

minister over 14 months saw resistance 

to the idea of incentives to accelerate the 

reduction of the nation’s truck fleet average 

age and a lack of alternative policy. 

He was also an avid Inland Rail and 

Murray Basin rail supporter. 

NTC issues impact statement on heavy vehicle charge changes 

The National Transport Commission (NTC) 

has issued a consultation regulation impact 

statement (C-RIS) seeking feedback on a range 

of options for setting heavy vehicle charges that 

would apply from 2022–23 onwards. 

"This consultation regulation impact 

statement (C-RIS) seeks feedback on options for 

setting future heavy vehicle charges to recover 

the cost of road construction and maintenance 

attributed to 27 classes of heavy vehicles that 

form the basis of the heavy vehicle charges 

determination," the executive summary noted. 

"The National Transport Commission (NTC) 

was directed by transport ministers in November 

2019 to conduct a new heavy vehicle charges 

determination that would form the basis for setting 

heavy vehicle charges to apply from 2022–23." 

Heavy vehicle charges consist of a yearly 

registration charge and a road user charge (RUC) 

on diesel fuel. 

"These charges are set under a charging 

framework known as ‘pay as you go’ (PAYGO)," 

NTC said. 

"The overarching regulatory problem for this 

determination is to recommend an efficient 

and equitable set of heavy vehicle charges that 

adequately recovers the cost of road construction 

and maintenance from heavy vehicles in Australia. 

"This must occur while complying with 

a range of pricing principles . . . ‘National 

heavy vehicle road use prices should promote 

optimal use of infrastructure, vehicles and 

transport modes’." 

After the end of the consultation period, 

set for August 2021, the NTC is to analyse 

the information proposed and prepare 

recommendations for a decision RIS. 

The decision RIS will make 

recommendations to transport ministers at 

the Infrastructure and Transport Ministers’ 

Meeting (ITMM) in November 2021, with 

charges to apply from 2022–23. 


PUSH FOR URGENT FWC ATTENTION TO PORT DISRUPTION 

The Maritime Union of Australia (MUA) 

may claim an enterprise agreement with 

stevedore Hutchison Ports Australia but that 

will fail to stop frustrated exporter and trade 

representatives from seeking emergency 

action to deal with ongoing industrial 

disruption at the nation’s container 

terminals. 

Paul Zalai, Freight & Trade Alliance (FTA) 

director and secretariat to the Australian 

Peak Shippers Association (APSA), reported 

that his side is seeking urgent Fair Work 

Commission (FWC) action through the 

federal Attorney General’s department in 

light of years of pain to unrelated parties. 

“The additional cost is one factor, 

however, a critical concern for the entire 

import and export supply-chain is that, with 

a bumper season for the agriculture sector, 

container volumes will quickly mount at 

these transition points with the intermodals 

and empty container parks likely to very 

quickly become heavily congested,” Zalai 

warned. 

“Despite constructive engagement with 

government and port representatives there 

are no obvious, workable contingency 

measures in an environment whereby 

Patrick are maintaining their position of 

cancelled rail windows. 

“We are now seeking an urgent meeting 

with Patrick executives, but we do not 

expect that they will deviate away from 

their position, nor are we confident that that 

they and the MUA are likely to settle their 

differences after what has been an extensive 

and prolonged negotiation.” 

He noted that, in line with its 

recommendation in a formal submission 

to the Productivity Commission’s Inquiry 

into Vulnerable Supply Chains, FTA and 

APSA informed members that the peak 

industry alliance is escalating its advocacy 

to the Attorney General for immediate FWC 

intervention and for the federal government 

to initiate a broader review on waterfront 

industrial relations. 

They charge that Port Botany faces 

gridlock with exporters being the sacrificial 

pawns in calamitous negotiations between 

Patrick and unions. 

During the last quarter of 2020, escalated 

industrial action faced by all three 

stevedores had crippling effects on the 

international trade sector, resulting in many 

vessels by-passing Port Botany. 

As well as resulting in additional time 

and cost to move imported goods back 

across state borders, the events left 

commerce scrambling for supplies and 

our regional producers with the dilemma 

of how to reach overseas markets with 

limited shipping services. 

“Rather than seeking compensation on 

contracted stevedores for failing to meet 

service requirements, salt was rubbed into 

the wounds of exporters and importers 

who paid an estimated $330 million in 

congestion surcharges to recover vessel 

operational costs,” they said. 

The impasse between stevedores and 

workers was broken with separate 11th 

hour deliberations before the full FWC 

hearings resulting in both Patrick and DP 

World agreeing to continue out-of-court 

negotiations with the Maritime Union of 

Australia (MUA). 

DP World subsequently successfully 

implemented an Enterprise Agreement with 

its employees. 

Unfortunately, unlike their competitors, 

Patrick and the MUA still have unresolved 

matters, with the union re-instigating 

a series Protected Industrial Action 

restrictions, recently. 

Zalai noted that Patrick made the 

unilateral decision to cancel a significant 

proportion of rail windows from June 24 

to July 15. 

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OPEN ROAD 

In it together 

Border consistency isn’t too much to ask 

WARREN CLARK 

is CEO of the 

National Road 

Transport 

Association 

(NatRoad) 

Below: 

Truck stops are 

an essential 

part of road 

infrastructure 

and deserve 

investment 

There was a small but important moment in the 

pandemic when the health experts who determine 

Australia’s fate acknowledged the importance of 

the heavy vehicle industry. 

It was in March 2020 and at the height of business 

closures. The Australian Health Protection Principal 

Committee recommended to the National Cabinet that it 

exempt roadhouses, dedicated truck stop facilities and 

truck driver lounges from having to shut. 

Of course, National Cabinet gave the idea the green 

light. It could hardly do otherwise: heavy vehicles were 

keeping essential goods moving around the country; 

truck deliveries were ensuring supermarket shelves 

stayed stocked; they were making sure pharmacies had 

adequate medicines on hand. 

Keeping road facilities open was a recognition that 

drivers need access to showers, restrooms and facilities 

for their basic human needs as well as to undertake 

mandated fatigue management breaks. 

That moment, and the importance of dedicated rest 

areas, was brought home to me when the Western 

Australian government announced $14 million of 

upgrades to regional truck stops. 

These are essential parts of Australia’s road 

infrastructure but just have not been given enough 

attention in the past. The 14 locations were decided 

after extensive consultation with the industry. 

The funding is part of the federal government’s $40m 

Freight Vehicle Productivity Improvements Program, with 

another $36m earmarked for 2022–23. 

We’re assured that the same level of industry 

consultation will occur when that funding is made. 

The program aims to improve efficiency and network 

reliability, accessibility and connectivity of road networks 

and road safety. 

If only our leaders would apply the same degree of 

common sense to the bewildering array of rules and 

border passes that confront truckies when they cross 

borders. 

We’ve seen constant closures and openings – 

sometimes at acutely short notice – and massive traffic 

queues at checkpoints. 

Operators have been on the road and far from their 

depot when another set of rules has snapped into place, 

prompting a scramble for a new electronic form on a 

smartphone or access to a printer. 

Too rarely have authorities seen fit to designate a 

‘trucks only’ express lane or wave carriers through 

checkpoints when they display a form on their 

windshields. 

So, here’s an idea: we may never persuade every state 

to agree when the time is right to restrict border access 

but why not get consensus for how it will occur? 

Let’s have the same system of border permits with the 

same declaration requirements, and administer it online 

via the National Heavy Vehicle Regulator. 

Think of the improvements to efficiency and network 

reliability that sensible regulation would bring. 

It’s not too much to ask on behalf of an essential 

industry. 

Drivers need access to showers, restrooms and 

facilities for their basic human needs 


NEWS 

Executive appointments 

CRONIN 

BOOCOCK NEW LINX CARGO CEO 

Linx Cargo Care Group has revealed that its new CEO 

is global investment giant Brookfield’s managing 

partner and head of Asia, Patrick Boocock. 

The move comes as Anthony Jones resigns after 

five years at the helm and 23 years in the company 

and its previous incarnations. 

Boocock joined the group from July 1 and is 

working closely with Jones and the Linx senior 

leadership team over the coming months to ensure a 

smooth transition. 

ISUZU ANNOUNCES NEW MD 

AND CEO 

Isuzu Australia Limited (IAL) announced the 

recent appointment of Takeo Shindo to the 

position of IAL managing director and CEO. 

Shindo’s appointment comes as the 

Australian truck market leader bids a fond 

farewell to predecessor Hiroko Yaguchi, 

after a three-year, nine-month assignment 

in Australia. 

A veteran of 35-years at Isuzu Motors 

Limited Japan (IML), Shindo brings a wealth 

Patrick Boocock 

Takeo Shindo 

of experience gathered from all corners of 

the global Isuzu family. 

HEALTHY HEADS GAINS WELLER FROM ATA 

Melissa 

Weller 

Experienced road safety and transport advocate Melissa Weller 

joined industry body Healthy Heads in Trucks & Sheds (HHTS). 

Starting mid-August, Weller will serve as the mental 

health foundation’s director industry relations and program 

management. 

She brings extensive experience to HHTS, having worked in the 

road safety sector for more than nine years, managing road safety 

projects and campaigns. 

Mick Cronin 

APPOINTED 

ARMAGUARD 

CEO 

Mick Cronin has been 

appointed CEO of Linfox 

Armaguard Group, replacing 

Annette Carey, who retired 

from the position. 

The company noted Carey, 

the predecessor to Mark 

Mazurek as Linfox Logistics 

CEO before he moved into 

a non-executive director role, 

deferred retirement to take on 

the Armaguard leadership role 

for 12 months. 

Armaguard Group executive 

chair Peter Fox described 

Carey as a true asset to the 

business who had been a 

strong and dedicated leader 

through challenging times 

and had defined the strategic 

framework that will enable 

a sustainable future for 

the business. 

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INDUSTRY VOICE 

Arming for the future 

TMC Online provides insights on technical developments 

EMILY MILLS 

is the Australian 

Trucking 

Association’s 

communications 

manager 

Change. It can make us excited and it can make 

us nervous. Some people embrace change, while 

others want to turn and run the other way. 

Whether it be new business processes, modern vehicle 

technologies or a global pandemic, there will always be 

change and challenges. It’s how we prepare ourselves 

and our businesses that can be the difference between 

whether we succeed or fall behind. 

So, what is the best way to prepare? Continued 

learning and professional development are fundamental 

elements of preparedness and how we can adapt to our 

changing world. 

Time and again industry members have told me 

that learning is not gained solely from structured 

qualifications and educational material. A primary 

source of knowledge is our coworkers and those 

who have been in the industry for years gaining firsthand 

experience. 

The value of strong mentors and peer-to-peer learning 

cannot be underestimated. This value is recognised by 

the ATA and Paccar and its dealer network, which is why, 

for the last 20 years, we have committed to delivering 

the Technology and Maintenance Conference. 

Last year, in response to the Covid-19 restrictions, the 

ATA and Paccar came together to deliver the first-ever 

TMC Online event. This was a huge learning curve as 

we worked to ensure that we could provide educational 

and informative peer-to-peer learning opportunities that 

our Technology and Maintenance Conference delegates 

know and love. 

Despite current restrictions and recent lockdowns, 

we are excited to once again be able to deliver valuable, 

educational content to industry, no matter where they 

are located, with TMC Online 2021. 

Bringing together trucking fleet, workshop and 

maintenance professionals, as well as mechanics, 

engineers and business operators, TMC Online is a 

free and interactive event that will deliver the latest 

technology and maintenance updates, insights and 

stories from trucking experts across Australia. 

Developed with input from the ATA’s Industry 

Technical Council and the wider trucking industry, 

TMC Online will take a deep dive into some key 

topics including electric trucks, how to gain and keep 

apprentices, why wider vehicles are safer and more 

productive, business savings from full expensing and 

the potential changes to vehicle inspections, defects 

and duties. 

Bringing what is traditionally an in-person only 

event into the online realm, we are now able to connect 

with a much larger and broader audience than ever 

before. It’s a fantastic way to allow our delegates to 

view the content whenever suits them, regardless of 

the Covid situation. 

There is no other event that delivers high-quality, 

first-hand knowledge like this. This is your opportunity 

to prepare for change, learn from others and share your 

own experiences. 

To view the TMC Online program or to register, head to 

www.truck.net.au/TMC 

ATA MEMBER ASSOCIATIONS 

ATA DIRECT LINE 

(02) 6253 6900 

NSW ROAD FREIGHT NSW – Simon O’Hara .................................... Ph: (02) 9922 6507 

VIC VTA – Peter Anderson .................................................... Ph: (03) 9646 8590 

QLD QTA – Gary Mahon. ..................................................... Ph: (07) 3394 4388 

SA SARTA – Steve Shearer .................................................... Ph: (08) 8445 8177 

WA Western Roads Federation – Cam Dumesny .................................. Ph: (08) 9355 3022 

NT NTRTA – Louise Bilato ......................................................Ph: 0400 107 223 

NatRoad (incorporating the Aust Road Train Assoc) – Warren Clark .................. Ph: (02) 6295 3000 

Aust Livestock & Rural Transporters Association ............................. Ph: (02) 6247 5434 

Australian Furniture Removers Association – Executive director: Joe Lopino .........Ph: 1800 671 806 

Tasmanian Transport Association – Michelle Harwood. ........................... Ph: 0427 366 742 


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SPONSORED CONTENT 

MaxiTRANS 

STANDING THE TEST OF TIME 

On the diamond jubilee year of Freighter manufacturing in Australia, one of its 

longest-standing customers, New South Wales-based Ross Transport MD Alan Ross, 

shares his thoughts on his 40+ years’ journey with the Freighter brand 

This is Ross Transport’s 46th year 

of operation. The business was 

founded by Alan’s parents, Reg and 

Frances Ross, in the ‘70s. Reg bought the 

first Freighter trailer in 1977. Alan, who 

was 14-years-old at the time, remembers 

painting the trailer himself. 

“My dad bought it without wheels and 

tyres, and it was unpainted to keep the 

cost down,” Alan says. 

“I painted it for us, and we fitted our 

own wheels and tyres. We got our first few 

trailers that way. Forty years on, I’m still 

buying from Freighter. It’s a relationship 

that has stood the test of time and I can’t 

see myself ever going to any other brand 

for flat top and tautliner trailers. 

“We didn’t buy a lot of trailers until the 

1980s. Once my dad left the business in 

1988, I took over and we went from 10 

trucks to now having a fleet of over 120 

trucks and trailers. The plan was ‘50 at 50’ 

and I made that goal and here I am not 60 

yet and we have well over 65 trailers. Close 

to 95 per cent of my trailers, including flat 

tops and tautliners, are from Freighter.” 

Alan considers himself very fortunate 

to have three generations of the family 

working in the business. Frances, who 

turns 80 this year, still comes in to do the 

mail and a few other things around the 

office. His daughter, True Ross, joined the 

business seven years ago when she was 

still at uni and now is helping Alan manage 

the business. 

Ross Transport operates an interstate 

fleet, carting steel on flat tops running 

between Brisbane, Sydney and Melbourne, 

in addition to other freight including timber, 

building materials, grain and fertiliser. 

“I appreciate that Freighter trailers are 

Australian-made,” Alan says. 

“I have seen imported trailers and they 

just don’t compare with Freighter trailers. 

We have tried other brands of trailers as 

well but some issues with those made us 

come back to Freighter. 

“I feel they still are the best-looking 

trailers on the road. They stand out from 

the rest and have their own identity as a 

Freighter trailer. 

“Freighter was the first one to come with 

aluminium floors, which made the floors 

tougher for carting steel. While Freighter 

trailers do run on a production line, I feel 

their production line is very diverse to tailor 

to custom-built trailers. 

“We have had many custom 

specifications over the years – from 

lighting, to toolbox design and placement, 

timber racks, aluminium floors and unique 

paint work. The paint job they do is 

excellent; their sandblasting and painting 

techniques are best in the market. 

“We have been buying from Freighter 

since they used to have sub-dealers in 

Sydney. Now, they sell under their brand 

banner MaxiTRANS and the customer 

service and sales experience is just 

as excellent. 

“Over a year ago, we did have a problem 

with a Freighter trailer that upset me 

greatly at the time. Freighter managed 

to resolve the issue for me and it’s water 

under the bridge now. We were back 

buying new trailers from them soon and 

I wouldn’t continue buying from them if 

they weren’t good people and making a 

good product. 

“We have another new trailer coming in 

a few months. It is going to be the cleanest 

truck in Australia. The gentleman who 

drives it now, Ronny Duncan, has been with 

me for over 15 years. The truck he drives 

now with a set of Freighter trailers is the 

cleanest truck – you cannot find a spec of 

dirt on his truck but the new one is going 

to be even better. I’m very excited about 

it and I’m going to call it ‘Rainbow with a 

twist’,” Alan says, proudly. 


OPERATIONS + STRATEGY 

LBRCA 

ENCOURAGING 

EXCELLENCE 

The Livestock, Bulk 

and Rural Carriers 

Association’s 

efforts in boosting 

the ranks of young 

drivers in road 

transport is paying 

dividends 

WORDS 

WARREN CAVES 

Depending on whose study you reference, 

the average age of an Australian 

truck driver is somewhere around the 

47-years-old mark. 

This figure would suggest that there is also 

a high percentage of truck drivers working 

within the transport industry well in excess of 

50-years-old. 

On the one hand, this is a positive in that 

the vast majority of the driver pool should 

theoretically have many years of driving 

experience and a generally speaking higher 

skill set that goes with it. It’s a good thing. 

On the negative side, these figures could also 

indicate that, as the current workforce retires 

or moves into different vocations, there are not 

a significantly high enough number of younger 

recruits entering the industry to take their place. 

We have been seeing the effect of this for 

some years now, indicated by the need to 

import overseas drivers to fill the gap. 

Initiatives to make the career of truck driving 

more appealing should be actively encouraged 

by all within the industry if we are to adequately 

address any workforce shortfall and promote 

the trucking industry as a viable and rewarding 

career choice. 

Proactive mentorship programs and awards 

recognising excellence are just small ways in 

which young driver excellence can be fostered 

and encouraged early on in the piece to 

acknowledge a job well done. 


Hard-won young driver awards 

with stringent performance criteria 

should be worn as a badge of honour 

and something to aspire to. An award 

should take pride of place on the 

mantle-piece in the pool room. 

The Livestock, Bulk and Rural 

Carriers Association (LBRCA), in 

partnership with SafeWork New 

South Wales, has been running its 

annual Young Driver of the Year 

Award since 2015, to recognise 

outstanding young heavy vehicle 

drivers who demonstrate a best 

practice approach to driving 

and safety. 

The annual award is hotly 

contested, with stringent criteria to 

be met by all nominees. Nominations 

must come from an LBRCA member 

and nominees must be aged between 

21 and 35 years old. Nominees must 

also be either an LBRCA member or 

work directly for a member. 

According to Bec Coleman, 

chief operating officer of the 

LBRCA: “The award is our way of 

identifying excellence in young 

drivers and moulding them into 

industry leaders; that’s what we 

aim to do with the award. 

“This is highlighted by the 

progress of our inaugural award 

winner Reggie Sutton. Since 

receiving his award in 2015, Reggie 

has since gone on to currently hold 

the position of vice-president of 

the LBRCA. 

“Each year, we receive seven 

or eight nominations who must 

complete the entry to include two 

independent references, information 

about the nominee’s driving and 

employment history and answer a 

series of industry relevant questions 

and typical scenarios and how they 

are handled in day-to-day life on 

the road. 

“These nomination forms, once 

received, make up 50 per cent of the 

judging process. In the past couple 

of years, we have tightened the 

criteria even further to require a clean 

police check and an untarnished 

driving record.” 

A panel of judges comprising 

former award winners, award 

sponsor representatives and award 

steering committee members 

evaluates the nominees’ answers 

and credentials blindly before 

trimming the list of nominees down 

to three finalists. The chosen finalists 

are then notified and invited to the 

LRBCA annual conference. 

At the conference, the finalists 

are then interviewed and judged 

by a five-member panel, which 

includes two representatives from 

SafeWork NSW. 

The award winner, once chosen, 

then goes on to represent the 

LBRCA and young drivers as a safety 

The award is our way of 

identifying excellence 

in young drivers 

Top: With Matt 

Benseman behind 

the wheel, the T659 

Kenworth travels as 

far as Longreach in 

Queensland 

Above: Mick 

Maloney of Maloney 

Livestock Transport 

(left) congratulates 

Matt Benseman on 

winning the LBRCA 

Young Driver of the 

Year award 

Left: The Byrne stock 

trailers are very 

recent acquisitions 

for MLT 


We all try to keep our 

driving hours within 

the window of 7am to 

midnight 

Top: Matt Benseman 

drives this sixmonth-old 

T659 

Kenworth for the 

Maloneys 

Above: There’s a 

Slim Dusty moniker 

on each MLT truck 

Right: The current 

all-Kenworth MLT 

fleet 

Opposite: Matt 

Benseman with 

a couple of his 

“co-workers” 

in Tamworth; 

Flashback: Reggie 

Sutton, the 2015 

LBRCA Young Driver 

of the Year Award 

winner, is now 

the association’s 

vice-president – 

livestock. Photo by 

Greg Bush 

ambassador for SafeWork NSW. 

Additionally, the winner receives an 

industry study tour prize to the value 

of $5,000. 

STOCK EXPERIENCE 

The LBRCA conference for 2021 

was held in Dubbo on March 6, with 

the Young Driver of the Year trophy 

awarded to Matt Benseman of 

Tamworth, NSW. 

Benseman, aged 33 and 

originating from New Zealand, works 

for Maloney Livestock Transport 

(MLT), also based in Tamworth. 

Before joining MLT, he spent eight 

to nine years working on a broadacre 

farming property in Goondiwindi, 

Queensland, before moving to 

Tamworth, where his stock work 

skills gleaned on the dairy farms of 

New Zealand would prove a valuable 

asset to his next career of the 

modern-day drover. 

Mick and Carolyn Maloney 

commenced operations of MLT 

in December 2018, at which point 

Benseman started with the company 

as a driver. Suitably impressed by 

Benseman’s manner and professionalism 

on the job since then, Carolyn 

nominated Matt for the LBRCA 

Young Driver of the Year Award. 

Originally purchasing four 

second-hand trucks to kick MLT 

off, these trucks have since been 

traded up for new models, with the 

all-Kenworth fleet size now standing 

at six company trucks and four fulltime 

sub-contractors. 

From the company’s Tamworth 

base, livestock movements are 

carried out all over Australia 

in predominantly B-double 

configurations. 

Starting a livestock carrying 

business in the midst of a crippling 

drought didn’t seem to adversely 

affect the MLT operation. According 

to Mick, there was a good supply of 

work, be it moving stock to better 

pastures (until they could no longer 

be found) then ultimately to abattoirs 

for meat. 

Eventually, conditions improved 

and the job of re-stocking began 

with pastoralists needing to 

replenish dwindling herds thinned 

out by the drought. 

“At one point, we were carting a lot 

of calves out of Daly Waters in the 

Northern Territory to Guyra NSW for 

restocking,” Mick says. 

Benseman can be found carting 

stock all over during his 11-day 

stints away from home – Longreach, 

Ballarat, Kempsey and anywhere in 

between or wherever the livestock 

needs to go. 

“Usually, once a month, I will travel 

over to Nundroo in South Australia to 

load sheep from WA into NSW. 

“These sheep are brought across 

to Nundroo by WA carriers and 

placed into holding yards. 

“Our guys will usually get over 

there Tuesday evening to load 

Wednesday morning and have the 

sheep into places like Dubbo, Trangie 

or Orange in the NSW central west 

by Thursday afternoon, completing 

the sheep’s trans-continental trip, 

which started near Perth on Monday 

morning. 

“Doing it this way means we don’t 

have to take our trucks out of our 


eastern Australia operations for the whole 

trip across to Perth. This keeps 

our fleet available to service one of our 

main clients in the Kempsey area of NSW,” 

he explains. 

SLIM DUSTY TAGS 

Benseman’s current steed is a sixmonth-old 

T659 Kenworth that has just 

clocked up 100,000km. The Kenworth is 

coupled to a set of Byrne stock crates that 

are just three weeks old. 

Unlike the drovers of old, who had a 

mere handful of horses to move the mob, 

Benseman has the pleasure of 600 X15 

horses (447kW) provided by Cummins and 

2,150ft-lb (2,915Nm) of torque to keep 

things spinning. An 18-speed Roadranger 

transmission is used to swap cogs manually. 

Each of MLT’s trucks has the title of a Slim 

Dusty song inscribed on the side of the bunk. 

Mick, a big Slim fan, blames his dad who he 

describes as being a “Slim Dusty tragic”. 

Mick says he tries, wherever possible, 

to give Benseman a three-day break on 

his stints at home. Benseman adds that, 

reasonably regularly, he manages to get a 

night at home with partner Amy in the middle 

of his 11-day roster, working on advanced 

fatigue management (AFM). 

Benseman enjoys the life on the 

road and partner (soon to be wife) Amy 

is very understanding of the truckie’s 

life. Working in transport herself, and 

having a father and brother who do 

similar work, Amy has been somewhat 

conditioned to the truck driver’s timetable. 

“My truck is fitted out with an inverter, 

fridge/freezer and microwave, so I can heat 

up pre-prepared meals I take from home,” 

Benseman says. 

“It’s hard to find a decent feed sometimes, 

so I’m pretty self-sufficient. 

“We all try to keep our driving hours within 

the window of 7am to midnight. 

“There are some exceptions at times due 

to loading and unloading constraints but 

mostly it tends to work out.” 

DRIVER ENCOURAGEMENT 

Mick is quite involved with the LRBCA 

Young Driver Award, having had a colleague 

awarded the prize when he was working for 

another employer. 

“I like to encourage younger drivers to get 

involved in the industry; the lack of young 

drivers coming into this game is one of the 

biggest challenges the industry is facing,” 

Mick says. 

Janelle Edgar, MLT’s compliance and 

training manager, agrees. 

“We like to create a space where drivers 

feel appreciated and safe in their workplace. 

“That’s why people like Matt thrive, they 

have a good environment to work in which 

MLT has put in place.” 

I have seen this harmonious working 

environment first-hand, operating from 

a small office at the rear of its Tamworth 

property. 

After a few photos were taken down at the 

main yard, I was invited into the Maloneys’ 

home for a coffee and chat (and an offer 

of some eggs, which I had to decline after 

overindulging at the motel buffet breakfast 

earlier). Mick says their family dining room 

doubles as the lunch room, with any staff or 

visitors welcomed warmly. 

“I won’t employ anyone who I won’t have 

in my home,” Mick explains. 

Benseman says MLT is great to work 

for and he really gets looked after. He 

says it feels good to be appreciated for 

what he’s achieved by receiving the Young 

Driver of the Year Award and he plans to 

utilise the $5,000 trip prize to return to 

New Zealand for two weeks and visit some 

industry facilities, including an abattoir, 

after which he will take the opportunity to 

catch up with family. 


REGULATORY ROUND 

NHVR’s plan for productivity 

Advances are crucial as the freight task grows inexorably 

SAL PETROCCITTO 

is CEO of the 

National Heavy 

Vehicle Regulator 

During the past 18 months, our industry 

has faced unprecedented change. This 

is why the National Heavy Vehicle 

Regulator (NHVR) remains focused on safety 

and productivity goals. 

Right now, we’re grappling with the pressures 

of Covid-19, as well as a rapidly growing national 

freight task – set to increase by another 80 per cent 

by 2030. 

As we progress a safe, efficient, and productive 

heavy vehicle industry to support a strong and 

prosperous Australia, a key roadmap is our Heavy 

Vehicle Productivity Plan 2020–25 (HVPP). 

The HVPP outlines how we will work with industry 

and government to identify and deliver on noninfrastructure 

productivity solutions. 

Close to one year since releasing the HVPP, the 

NHVR has completed or significantly progressed 30 

of our outlined goals. 

One key initiative is the Strategic Local 

Government Asset Assessment Project being 

delivered in partnership with federal government and 

local governments. It will help road managers assess 

key infrastructure assets along regional and remote 

freight routes. 

Together, we’ve delivered some 

great productivity outcomes over 

the past year 

The project enables a higher level of identification, 

assessment and reporting of bridges, road and 

culverts, in order to improve access for heavy 

vehicles across regional freight routes, focus on 

priority routes to connect regions and provide 

seamless access across jurisdictions and build 

capacity of local government to conduct risk-based 

assessments and optimise network use. 

It will also provide asset information to heavy 

vehicle operators to enable transparency of access. 

An example of the benefits and productivity 

of standard assessments can be seen with the 

Bega Valley Shire’s Greendale Bridge, which 

travels over the Brogo River and connects to 

the A1 Princes Highway. 

Following assessment, NHVR officers and 

local road managers determined that the bridge 

can safely carry A-double milk tankers – enabling 

greater access and improving productivity through a 

shorter available route. 

I’m proud to say that the federal government 

has agreed to extend funding to the program for 

another three years to deliver up to 1,000 asset 

assessments and continue to drive productivity and 

access for the industry. 

We’ve also been working in partnership with 

government, industry and local farmers to deliver 

productivity improvements for the agricultural sector. 

We recently developed a new notice – the National 

Class 1 Agricultural Vehicle and Combination Mass 

and Dimension Exemption Notice – which allows 

farmers to perform a simple braking test using 

everyday equipment, enabling them to carry heavier 

loads, safely. 

This year, we also delivered a new National Road 

Train Prime Mover Notice, which allows road train 

prime movers to access more networks and complete 

their journey while operating in combinations other 

than a road train. 

This Notice allows drivers a smoother, more 

productive decoupling process and a consistent 

approach to regulation between the states and 

territories. 

Improving heavy vehicle and access and route 

planning is also a key focus for our plan to improve 

productivity, which is why we’re developing a single 

national mapping solution for industry. 

Through the NHVR’s spatial program, industry will 

have access to important information on approved 

routes and road conditions in one location for the 

first time, and road managers will be able to better 

manage their gazetted and pre-approved networks. 

The spatial mapping solution will improve 

productivity through intelligent route planning to 

better match vehicles to the right roads and road 

manager self-service capabilities will assist to 

accelerate network growth. 

Together, we’ve delivered some great productivity 

outcomes over the past year, but there is a lot of 

important work still ahead of us. We will continue 

to rely on data, technology, policy and innovative 

practices to deliver productivity outcomes for 

governments and industry. 

I encourage you to reach out to the NHVR if there 

are productivity measures not captured as part of the 

HVPP. We all have a role to play in creating a more 

productive and efficient road network; keeping safety 

at the heart of everything we do. 


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Ron Finemore Transport 

TREASURE 

HUNT 

Ron Finemore Transport has 

a very modern fleet and a 

host of other attractions but 

finding the right people is as 

difficult as it is crucial 

WORDS 

RICKY FRENCH 

Ron Finemore has been in the 

transport and logistics game 

for more than 60 years but still 

likes to keep things simple. Adhering 

to long-standing basic values has 

seen regionally-focused Ron Finemore 

Transport consolidate its footprint 

across eastern Australia, winning 

major contracts to serve customers 

from Rockhampton to Adelaide and 

everywhere in between. 

The company leads the way in 

embracing the latest safety and 

technological innovations in its 

incredibly young fleet and is growing 

faster than the labour market can 

provide workers. 

“We do what we do and we 

try to do it well,” Finemore 

explained, with trademark simplicity. 

Finemore got started in 1962, when 

he launched the transport side of his 

parent’s farming supplies business. 

Over the next 40 years, he built up 

a formidable reputation for excellence 

and was crowned GM Supplier of the 

Year for logistics three years running. 

Finemore Holdings was bought 

out by Toll in 2001, but Finemore 

had no intention of retiring, so when 

Wodonga’s Lewington’s Transport 

went into receivership, Finemore 

bought back into the game, launching 

Ron Finemore Transport in 2004. 

With 280-plus prime movers, 

700 plus employees and depots in 

Wodonga, Orange, Wagga Wagga and 

Goulburn, and a presence in Sydney, 

Brisbane and Melbourne, the business 

is strategically positioned to service 

regional communities, specialising in 

transporting ambient and refrigerated 

food, and liquid fuel. 

“The simple thing in business is 

you’ve got to be safe, you’ve got to be 

reliable, you’ve got to be cost-effective 

and you’ve got to have good people,” 

Finemore said. 

It’s those four core values that 

guide everything RFT does. 

LOCAL APPRECIATION 

If there was a fifth value it would be to 

honour your regional roots. 

As managing director Mark Parry 

explained: “Our drivers live in the 

region they service. They know the 

customers, know the stores. It’s a big 

part of our brand that we’re a regional 

transport provider employing people 

in the regions and providing food and 

fuel for people in those regions.” 

While some operators prefer to keep 

customer lists quiet, you can’t be too 

coy when they’re splashed across 

your trailers. 

New MaxiTrans trailers regularly 

leave the Wodonga depot, resplendent 

in Primary Connect (the logistics arm 

of Woolworths) livery. 

While Woolworths is RFT’s biggest 

customer, with multiple contracts for 

both food and fuel, RFT also delivers 


for Big W, Baiada Poultry and 

Ampol, and has just won a new 

contract with Aldi, running out of the 

Goulburn depot. 

Telling in the company’s success is 

how often the contracts are renewed, 

five times since 2005 in the case of 

Primary Connect. 

RECRUITMENT CHALLENGE 

“We could take on 70 drivers 

tomorrow,” is Parry’s blunt 

assessment. 

“We need people across our 

operations area and admin and 

finance. Our workshops have taken 

five people on as apprentices this 

year, and we’ll take another five next 

year. There are opportunities all over 

the business.” 

The opportunities might be there, 

but, like many regional industries, 

transport and logistics is struggling to 

find enough workers. 

Road freight is increasing in volume 

each year and the supply of drivers 

can’t keep up. Couple that with an 

aging population of current drivers 

(many of whom are due to retire in the 

next decade or so) and it becomes a 

situation needing urgent attention. 

Over the last year, RFT has had 

times when trucks have sat idle for 

lack of drivers – a frustrating situation 

for a business that prides itself on 

productivity and fleet utilisation. 

Parry said young people starting 

out in the workforce could have 

an outdated perception of the 

transport and logistics industry, 

not realising how cutting edge the 

technology now is. 

“This industry has as many 

opportunities as any,” he said. 

“If you sit in the Mercedes-Benz 

trucks we have, today, it’s the same as 

sitting in the equivalent car. 

“We’re working with artificial 

intelligence, machine learning and 

robotic processes. Gone are the days 

of trucks with all the gears, manual 

loading and tarping your trailer.” 

We do what we do and we 

try to do it well 

RFT is using innovative methods to 

get the message out there, including 

using social media to connect with 

young people and talking directly to 

school leavers. 

One young person who has 

embraced those opportunities is 

18-year-old Damon Phegan, an 

apprentice heavy diesel mechanic 

who started in Wodonga with RFT six 

months ago. 

Phegan said he’d always been 

interested in working with engines, so 

when an opportunity came up at RFT 

he leapt at the chance. 

“I’ve learned a lot in the time I’ve 

been here and I really love it,” he said. 

“The technology is always 

being updated, always getting 

more high tech.” 

Phegan said employment 

Opposite: Ron 

Finemore 

Top: Cruising the 

country roads of 

northern Victoria 


Lined up and 

ready to go 

at Wodonga; 

Managing 

director Mark 

Parry 


We believe the 

technology 

should eventually 

replace logbooks 

if it’s used 

correctly 

Top: Drivers are 

embracing the 

new technology 

in the Benz 

Actros 

Above: 

Mechanic Glen 

Brown shows 

18-year-old 

apprentice 

Damon Phegan 

the ropes 

Opposite top: 

Another rig 

loaded with 

groceries for the 

nation leaves 

Wodonga 

Opposite 

bottom: Keeping 

track of the fleet 

at the Wodonga 

depot 

opportunities for people his age 

have never been better. 

“I’ve got mates who are doing this 

kind of training and they’re getting 

picked up so quickly. And this industry 

can really take you anywhere.” 

Seeing youngsters like Phegan get 

their start is always a proud moment 

for Finemore, who’s always had a 

passion for nurturing the youth. 

“I’ve worked hard for a long time to 

bring young people into our industry,” 

he said. 

“It’s an industry that’s always 

advancing and there’s a wide range of 

jobs for young people to get a start in.” 

Finemore and Parry both know 

though that it’s going to take more than 

just recruiting youngsters to address 

the current labour shortage. 

Policy settings within migration 

pathways need to change if we’re 

to have any chance of suppling the 

growing needs of our country. 

“Australia doesn’t have sufficient 

drivers to meet current and future 

demands, and yet drivers aren’t on the 

skilled migration list,” Parry said. 

“That needs to change.” 

It’s something many sectors 

within the industry, from unions to 

the ATA and Finemore himself, have 

been lobbying for. 

“For truck driving to not be 

recognised as a skilled occupation 

when you’re driving a B-double down 

a highway next to a family car is just 

crazy,” Finemore said. 

“We’ve proven over the last 15 

months that we’re an essential 

service, providing support to our 

communities all through Covid, and 

doing it very successfully.” 

YOUNGEST FLEET 

RFT runs a fleet with an average 

age of just two years. A young fleet 

means staying at the forefront of 

technology, lower maintenance costs 

and less chance of breakdowns. But 

for RFT the critical factor is having 

the latest technology in safety. 

In April, RFT celebrated the 

purchase of its 200th Mercedes- 

Benz Actros. Volvo round off the 

rest of the cab-over units, while 

Freightliner Cascadias (the only 

bonneted truck in Australia with 

airbags) haul the liquid fuel tankers. 

Out in the yard, driver trainer Bill 

Hutchins fired up an Actros with the 

push of a button. 

The technology inside the cab is 

a far cry from what the 72-year-old 

grew up driving, but Hutchins said 

even young drivers are blown away 

when they climb inside. 

The dash is completely digital and 

a touchscreen display gets drivers 

the essential information, including 

weight on each axle, tyre pressure, 

temperature, maps and tracking. 

There’s a fully automatic gearbox, 

active drive assist with semiautonomous 

steering, adaptive 

cruise control and automatic hill 

start function. 

“It can do all sorts of weird and 

wonderful things,” Hutchins said. 

“If the cabin tilts because you’re 

taking a roundabout too fast the 

truck will automatically apply brakes, 

but only to the axles it needs to. It’s a 

brainy wee thing.” 

The thinking all comes back to 

safety. On top of the dash is a Seeing 

Machine – forward and driver-facing 

cameras that record the road ahead 

and the driver’s eyes, giving the 

driver an audio and seat vibration 

alert if it senses fatigue – part of 

RFT’s Driver Safety System (DSS). 

Every truck in the fleet is fitted 

with DSS, which is integrated into the 

telematics and monitored remotely 

from the fleet control room in 

Wodonga. 

While RFT constantly seeks out the 

best new technology, it’s not a case 

of blindly adapting something simply 

because it’s shiny and new. It must 

prove its worth. 

After trialling the MirrorCam 

system on the new Actros, whereby 

wing mirrors are replaced by 

cameras, feedback from drivers was 

that the technology wasn’t yet giving 

them the clarity they required. And 


ecause safety comes before fuel savings, 

MirrorCam was shelved for the time being. 

SAFETY STUDY 

In 2020, RFT was invited to partner in a 

ground-breaking study called the Advanced 

Safe Truck Concept, looking at the causes 

and management of driver fatigue. 

During the study, drivers were monitored 

by the Seeing Machines, made by Canberra 

company Guardian, with data collected and 

collated by Monash University’s Accident 

Research Centre. One of the aims was to 

see how the technology can be proactive 

rather than reactive, so that we can learn 

to recognise the signs of fatigue and alert 

drivers before it’s too late. 

Parry said the study gave some 

surprising results. 

“A major learning is that you cannot 

predict when you’re going to have a fatigue 

event. There are some higher risk periods, 

but you can have one in the first hour of 

your shift, after coming off a three-day 

break,” he said. 

“So, we need to use those learnings to 

teach the driver when to stop, rather than 

relying solely on a logbook. 

“Certain drivers are best having multiple 

short breaks, rather than mandated 

15-minute breaks. Others would be best 

splitting their long break. 

“We believe the technology should 

eventually replace logbooks if it’s used 

correctly, in line with an electronic work 

diary.” 

TELEMATICS TIE 

RFT chose Irish company Blue Tree (later 

bought out by US company Orbcomm) to 

supply its telematics. Blue Tree pinpoints 

each truck’s location and records 

information such as speed, cornering and 

breaking metrics. Each week, drivers receive 

a report and scorecard through Yarno’s 

remote learning platform, an example of 

using “gamification” to incentivise and 

improve driver performance. 

The fleet management sits within Trimble 

Transportation’s system, which gives fleet 

controllers real time information, enabling 

live scheduling, live ETA’s inventory 

management and optimum planning. 

Seeing Machines act as both a sword 

and a shield for the drivers, more often 

than not exonerating the driver from blame 

in any incidents. 

Parry sees challenges in integrating the 

telematics, with getting all the systems to 

talk to each other. 

The aim is to remove waste and 

duplication, which ultimately frees up people 

to concentrate on value-added tasks. 

“We have a deliberate strategy to utilise 

technology as a differentiator, and we 

continue to invest significantly in that 

space,” he said. 

“We take a long-term view on investments 

such as information technology to get a 

long-term, sustainable outcome, as opposed 

to looking for a return today.” 

COPING WITH COVID 

The pandemic created a unique set of 

challenges. Panic buying spiked demand 

in some areas, while Melbourne’s extended 

lockdown saw fuel demand take a hit. Being 

on the border was difficult, and the company 

had to manage constantly changing 

conditions just to get people to work. Some 

distribution centres closed in major cities, 

leading to supply chain issues. 

“Stock availability became the key, so we 

worked closely with our customers to be 

flexible,” Parry said. 

“Everyone responded really well to the 

disruption.” 

On-site Covid-19 testing is offered 

once a week to all employees, and is often 

mandatory for many drivers crossing state 

borders. 

When ATN visited RFT’s Wodonga depot, 

Parry was having his. 

“We strongly urge all our employees to get 

tested,” he said. 

“It safeguards the business and also gives 

employees and their families reassurance.” 

THE ROAD AHEAD 

At 77 years of age, Finemore said he’ll keep 

going as long as health allows. 

He’s proud of what he’s built over the 

last 60 years and even more proud of the 

opportunities the business has provided for 

the young people of regional Australia. 

“We don’t want to be the biggest, but we 

want to be the best at what we do,” he said. 

“Continuing to see young people who 

start with us become successful is the most 

rewarding part.” 


LAW PATH 

Customers stronger together 

Collectively bargaining alongside competitors can affect transport costs 

NATHAN CECIL 

is a partner and 

JOANNE JARY is 

a special counsel 

at Holding 

Redlich 

Agroup of freight brokers made a notification 

recently to the Australian Competition and 

Consumer Commission (ACCC) to collectively 

negotiate with freight carriers for a term of six years. 

The ACCC has not objected to this notification, 

meaning that, instead of having to negotiate 

one-on-one with freight carriers, the freight brokers 

can consolidate their bargaining power and negotiate 

as a bloc. 

Ordinarily, businesses requiring transport services will 

negotiate one-on-one with a carrier or logistics provider. 

How good a deal they get will largely depend on the 

level of competition in the marketplace and the relative 

bargaining power of the business vs that of the carrier or 

logistics provider. 

It is almost universally true that the more volume 

you have to ship, the more buying power you have 

and, therefore, the more bargaining power you can 

exercise in negotiations – resulting in better rates or 

terms of service. 

WHAT IS COLLECTIVE BARGAINING? 

Collective bargaining is where a number of competitor 

businesses requiring transport services band together 

on one side of the negotiating table, across from a single 

carrier or logistics provider on the other side. 

Typically, businesses seek to band together and 

collectively bargain to enhance their individual buying 

and bargaining power. 

WHY NOT ALL COLLECTIVELY BARGAIN? 

The Competition and Consumer Act 2010 (Cth) 

(Act) generally requires businesses to act independently 

of their competitors when making decisions such as 

setting prices and terms and conditions for the provision 

of services. 

Collective bargaining is, therefore, generally considered 

to be anti-competitive, in that competitor businesses 

work together to negotiate joint price or service terms, 

rather than competing with each other to extract the best 

price or service terms. 

Depending on the extent of such collective action, this 

may constitute cartel conduct, concerted practices or 

other restrictive trade practices, which may be prohibited 

and punishable under the Act. 

Penalties for such prohibited conduct can, if viewed as 

cartel conduct, result in individuals facing either criminal 

(up to 10 years jail) or civil penalties (up to $500,000 per 

civil contravention). In the case of corporations, penalties 

for criminal or civil contraventions can be up to $10 

million and, in some cases, even higher. 

HOW TO COLLECTIVELY BARGAIN 

Businesses can apply to the ACCC for an exemption 

from the competition provisions of the Act for collective 

bargaining through either the process for authorisation 

or notification. 

For authorisation, depending on the nature of 

the conduct to be engaged in, the ACCC may grant 

authorisation where: the proposed conduct would not 

be likely to substantially lessen competition; or the likely 

public benefit from the conduct outweighs the likely 

public detriment. 

Notification is an alternative process to authorisation 

for seeking legal protection to engage in collective 

bargaining, which may be faster than seeking 

authorisation. The ACCC will assess a notification on 

whether any benefit to the public is likely to outweigh any 

potential public detriment. 

If authorisation is granted, or the notification is not 

objected to by the ACCC, businesses that act within the 

scope of that authorisation or notification cannot be 

prosecuted for breach of competition laws. 

WHAT HAPPENED IN THIS CASE? 

The freight brokers made a notification to the ACCC to 

collectively bargain with freight carriers to obtain more 

favourable rates and terms that the freight brokers could 

then offer to their customers. 

Presumably, the freight brokers hope that the 

favourable rates and terms that they are able to negotiate 

will provide them with a competitive commercial 

advantage over other competitors that are not part of 

their collective bargaining group. 

The ACCC considered that the arrangement would 

be anti-competitive, in that competition between the 

competitor freight brokers would be reduced by permitting 

them to bargain together. 

However, the ACCC further considered that the 

public benefits outweighed the detriments caused by 

this reduction in competition. Specifically, the ACCC 

considered that the overall reduced negotiating costs and 

improved (and slightly more equal) negotiating standing 

obtained by the freight brokers outweighed any detriment. 

The ACCC further noted that the freight brokers only 

comprised a relatively small percentage of the market and 

agreed to permit other freight brokers to join their group 

who were otherwise forced to negotiate solo against 

some very large freight carrier businesses. 

Balancing the above considerations, the ACCC did not 

object to the notification for the collective bargaining. The 

ACCC decided to allow the notification to remain in force 

for a period of six years. 


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PFD Food Services 

CHANGING 

THE MAKE 

Industry stalwart PFD Food 

Services is putting Hino 

and its class-leading safety 

systems to the test 

WORDS 

ROB Mc KAY 

If, as the old adage goes, “nothing 

lasts forever”, someone should 

tell a few fleet-owners in this 

country. While not quite as old 

as some European entities, the 

venerable operations here are 

fairly close behind. 

Toll Group is often the first to 

come to mind of those who began 

haulage using horse and cart. 

Its lineage can be traced back to 

1888 Newcastle. 

But it gets more than pipped by 

Sadleirs, which counts the Swan 

River colony, forerunner of the state 

of Western Australia, and 1829 for 

its foundation. 

Inbetweeners include leading 

part-food, part-distribution operation 

PFD Food Services. 

And, as if to prove that though 

history doesn’t repeat but it does 

rhyme, PFD, the former J Hill & Son 

that kicked off in 1864, delivering 

fresh fish, has made a strong 

seafood push in recent years. 

Not for nothing did PFD once 

stand for Processed Fish Distributors 

– as the company notes, it was 

“supplying shark and whiting fillets, 

smoked cod and cooked crayfish 

throughout the metropolitan area 

and some regional centres” back in 

the day. 

How much institutional knowledge 

and wisdom has passed down from 

such early beginnings, relevant or 

Opposite: Over 

25 years Steve 

Wright has been 

a key part of 

implementing 

safety structures 

into PFD 

Left: PFD 

presently has 

three Hino 300 

Series vehicles 

in Tasmania 


otherwise, is debateable. But when you think 

of it, for these firms, that is a century and a 

half, give or take several decades, of casting 

a critical eye over horsepower, flesh and 

mechanical, and the loadbearing technology, 

be it in wood or metal. 

Speaking of ‘rhyming’, all companies 

named above went through the only other 

period that 2020 and the present can be 

compared with: the years of the Spanish Flu 

a century ago. 

And all three have been impacted by the 

Covid-19 pandemic but PFD was perhaps 

the more exposed to the solutions that state 

governments devised to get on top of the 

dreaded virus. 

For lockdowns hit the hospitality industry 

hardest; a double whammy given hospitality 

supports tourism as well as local demand. 

With around 3,000 staff across 74 sites, 

PFD fleet manager Steve Wright puts the 

current fleet at a bit over 730, and it’s all 

medium- and light-duty rigids. 

“We don’t have anything that bends in the 

middle, so to speak,” Wright avered. 

While federal and state governments did 

what they could to cushion the blow, many 

firms Wright knows found it too heavy to 

handle, while many survivors are struggling 

to manage the renewed demand. 

SAFETY FIRST 

For Wright, who has worked in various 

roles within PFD over the past 25 years, 

safety is a high priority and an area 

he is proud to have played a part in 

throughout various modernisations. 

For instance, driver fatigue is an 

interesting proposition for a company 

that runs a localised hub and spoke 

model across the country. 

“There were rules in place for fatigue 

management for drivers who travelled 

under 100km from base, but no one ever 

enforced it,” Wright said. 

With PFD keeping an extensive paper 

trail to track the performance of its fleet, 

Wright designed a “daily driver run sheet”, 

which was picked up by VicRoads and 

implemented across the industry. 

“Many of the procedures I implemented 

when I was transport manager, PFD still 

uses,” he added. 

“It amazes me; I’ll go to a hub and the 


up its options and test the market. 

Close looks were had of Fuso and, 

interestingly, Volvo for a time but 

the company decided it needed a 

prolonged test of a Hino rigid, which 

it ended up buying last October, and 

has ordered more since then. 

So, what is the attraction? 

“Well, the Hino provides us with 

class-leading safety and the Hino 

now works well with our telematics 

system through its multimedia unit,” 

Wright told ATN. 

Just on the telematics system, 

from Directed Electronics, he noted 

that PFD had piloted it through Isuzu 

before the make and the IT firm 

tracked new directions. 

For PFD, telematics is critical on 

multiple accounts. 

Firstly, for monitoring driver and 

fleet performance, the company 

keeps a close eye on costs per 

kilometre, by truck size, make and 

location, and, secondly, regarding 

speed management. 

After successfully reducing 

instances of trucks travelling over 

100km/h, Wright is now taking aim at 

speeding at lower posted limits. 

“You have a responsibility to the 

community to be safer and that’s 

where the technology comes in,” 

Wright said. 

“There has been a mixed level of 

success with this technology, but I’m 

pretty confident we’re going to have 

a degree of success; it all goes hand 

in hand with the safety aspects of the 

Hino product.” 

Top: PFD driver 

Gregory Delphine 

Above: Hino’s 

rigids have 

impressed 

with their 

class-leading 

safety and fuel 

efficiency 

Opposite: PFD 

has been trialling 

two Hino 500 

Series Standard 

Cabs 

manager pulls out the exact same 

excel spreadsheet I developed 20 

years ago, and they’re still using it 

today,” Wright continued. 

“There are a lot of things we have 

done pretty well, like the body design 

on the trucks was our innovation, 

and when I drive around in my car, 

it’s interesting to see that everyone 

has copied it.” 

An early enquiry from Wright to 

the company’s insurers identified the 

body’s exit points as a significant 

safety issue. 

With no standards in place for 

trucks, he worked with an engineer 

to develop an access system using 

a combination of bus and plant step 

overlaps, heights, spacing, yellow 

colour and grab points, to arrive at a 

solution that has found widespread 

adoption. 

FLEET OPTIONS 

Obviously there was no Covid 

quotient involved in the fleet change 

but it is the sort of thing that reminds 

senior people in any organisation 

that having options amongst 

suppliers is to be desired, no matter 

how well the present ones have 

performed. It’s just prudent. 

So it was that, 18 months ago, 

the company that has had a 

relationship with Isuzu in its 

fourth decade decided to open 

BODY WORK 

It has been the sort of thing that 

acts as a reminder that even the 

most reliable operations in a 

company’s orbit can be lost to 

those who value them. 

Therma Truck had been around 

for more than three decades and 

PFD had been happy with its product 

for many of those years before the 

refrigerated-body builder was wound 

up in 2018. 

Still, changes can also be 

opportunities and PFD now has a 

valued relationship with western 

Sydney firm Furina Truck Bodies in 

Ingleburn, with overflow work being 

picked up by FTE in Melbourne. 

“We’ve always bought better 

quality bodies because, if you look 


If you buy a quality product, you don’t spend 

as much on repair and maintenance 

at most body manufacturers, they will 

build a body to last eight years, but in our 

environment, eight years won’t cut it,” 

Wright said. 

“If you buy a quality product, you don’t 

spend as much on repair and maintenance, 

you save on refrigeration running costs 

and, if you use the same body over two 

trucks compared to an entry-level body, 

whole of life, those bodies are actually 

cheaper.” 

By Wright’s calculations, the difference 

in running cost between high and low 

performing bodies is significant, especially 

when extrapolated over the entire fleet. 

And while ‘outback spec’ might be 

something trailers are more accustomed 

to, Wright noted Furina has brought it into 

rigid bodies. 

He is in no doubt that the bodies need 

the more rugged and protected option in 

remote areas, changing front wall design 

and looking to combat the weight of 

impact of the refrigeration unit mounted 

high on the front wall on rough roads. 

He noted PFD would normally order up to 

50 replacement or additional fleet vehicles a 

year, though in the past it could be as many 

as 80. 

COMPETITION 

But just as clear is that market leadership 

is also a target on the back for challengers 

looking for the slightest flaw or weakness, 

perceived or otherwise, to exploit, often 

while imitating the strengths. 

And Hino has recently made no secret 

that it will push Isuzu as hard as it possibly 

can, wherever it can, but especially at the 

lighter end of the market, following the 

launch of the new 300 Series last year, 

and the 500 Series Standard Cab the 

year before. 

The pressure of leadership also 

comes through what customers 

know and, IT developments being what 

they are, no big and successful fleet 

operator has a loose hold on the details 

of how each of its vehicles is performing. 

Placed where Isuzu lacks cover or where 

PFD wants to test waters, PFD presently has 

three Hino 300 Series vehicles in Tasmania 

and two 500 Series Standard Cab trucks 

elsewhere that have been on the road for the 

past 12 months. 

Wright has been behind the wheel of the 

Hinos and, asked to define the difference, 

he pointed to their provenance and cites 

the class-leading safety and fuel efficiency 

as benefits. 

He noted the Isuzu feels solidly planted 

on the road, “surefooted” and “truck-like”, 

while the Hino borrows the feel that its 

linkage with Toyota allows, making it “a lot 

more car-like to drive” while sporting other 

related touches and design cues, including 

for the steering wheel and dash layout. 

While truck purists, especially in 

regards to heavy-duty vehicles, find the 

term “car-like” tedious and annoying, the 

fact is that PFD is not alone in finding 

skilled drivers hard to come by, making 

the car-licenced light-duty Hinos of 

particular appeal. 

PFD is having to nurture and develop 

on-road staff that have had less exposure 

to the dynamics and demands of driving 

trucks than ever before. 


LOGISTICS OUTLOOK 

How our freight won the Covid fight 

Broad industry resilience brought the nation through the crisis 

PAUL SCURRAH 

is CEO of Pacific 

National 

Having lived through my own Covid crisis as 

the then CEO of Virgin Australia, I admired 

how the freight and logistics sector quickly 

mobilised to keep moving Australia’s economy. 

The tragedy in India, and recent transmissions at 

home, have reminded us of the lightning speed and 

destructive effects of coronavirus. The links within 

our national supply chain must remain unbroken to 

help protect jobs and businesses. 

Looking into the menacing jaws of a 1-in-100- 

year global pandemic, Australia’s freight and 

logistics sector faced an uncertain future this 

time last year. 

The speed of Covid-19 transmission tested finely 

tuned international and domestic supply chains, 

threatening to derail delivery of household goods 

and export commodities. 

With Australians isolating in their homes reliant 

on supply chains remaining open, the virus started 

to rapidly eat through links binding rail, road, sea, 

and air freight operations. 

To ensure our national economy kept moving 

during the crisis, our sector had to act fast. 

This included working closely with Australasian 

Transport News (ATN) to highlight how critical it 

was for governments to guarantee efficient freight 

movements across state borders in the face of ever 

tightening public health and travel orders. 

To ensure our national economy 

kept moving during the crisis, our 

sector had to act fast 

Thousands of businesses and tens of 

thousands of jobs, many based in the regions, 

hung in the balance. 

While most freight and logistics operations 

happen out of sight of the public, more people 

today appreciate how the sector helps underpin our 

nation’s economic prosperity and social cohesion. 

Behind the scenes a silent army of skilled 

workers toil away 24/7, 365 days of the year, to 

ensure families and businesses have the supplies 

they need. 

While freight isn’t considered a glamorous 

industry, it’s a key ingredient connecting businesses 

with consumers and Australian exporters and 

importers to global markets. 

With consumers panic buying at supermarkets 

as lockdowns were announced, politicians at all 

levels quickly pivoted to reassure Australians that 

essential daily freight services would be prioritised. 

A single shipping container can hold up to 25,000 

rolls of toilet paper, 50,000 cans of food, 1,500 

cases of beer, 900 boxes of bananas, 100 fridges, 

or 24 tonnes of grain. To put this in perspective, a 

typical freight-train service between Sydney and 

Perth can transport up to 330 containers. 

Covid also reinforced how Australia’s economy 

is heavily dependent on exports, notably farmfresh 

produce, grain, iron ore and coal. Our farmers, 

miners and import-export businesses compete in 

cut-throat markets where every cent counts towards 

winning or losing a contract. 

More than that, added delays and associated 

costs in the national supply chain increase costof-living 

pressures for millions of Australian 

households. People are forced to pay more at 

the checkout. 

The pandemic caused disruption with 

international cargo shipping and port operations, 

but Australia was fortunate to have enough rail 

and road capacity to form ‘freight land bridges’ 

to transport goods and commodities between our 

capital cities. 

To their credit, federal and state governments 

listened to the advice and expertise of our sector 

and worked cooperatively with us to ensure freight 

continued to be delivered. 

National Cabinet moved quickly to classify 

freight and logistics as an essential service and our 

frontline workers were deemed essential travellers 

allowing them to cross borders without having to 

go into a 14-day quarantine before or after each 

delivery run. 

In response, industry introduced detailed Covid 

plans – heightened health and safety measures 

ensured adherence to strict hygiene standards, 

social distancing, and separation from the public. 

Freight and logistics operations also have the 

added benefit of being conducted largely within 

closed transport corridors and terminals off limits 

to the public. 

Fortunately, as Australians, we benefit from 

a political system which hasn’t yet fractured 

to the extremes. 

Our two main political parties – at both the 

federal and state level – came together in a 

crisis to ensure the supply chains of our federation 

remained intact. 


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TRUCKS 

Hino 700 

HINO AIMS 

HIGHER 

Following extensive updates to its light- and medium-duty line-ups, 

Hino has previewed a vastly upgraded range of 700-series heavy-duty 

models set to hit the market in the next few months. Advanced safety 

systems, improved and expanded powertrains, and new configurations 

are all part of a significantly stronger assault by a brand with 

ambitious plans for a bigger bite of the heavy-duty business 

WORDS STEVE BROOKS 


It was no surprise that a major upgrade 

of the Hino 700-series heavy-duty range 

would follow much earlier updates to 

its 300-series light-duty and 500-series 

medium-duty models. 

What did surprise, however, during a 

recent preview of the latest heavy-duty 

hopefuls, was just how far Hino has gone 

in its bid to make the 700-series a far 

more competitive and appealing line-up 

and, in the process, provide a platform 

entirely capable of challenging European 

competitors as well as its Japanese rivals. 

Have no doubt, on first impression, this 

is a heavy-duty line-up far beyond anything 

Hino has ever offered before in any weight 

class. Moreover, while company insiders say 

it’ll be three or four months until we get the 

chance to climb behind the wheel, there was 

enough to see and hear at a static display in 

Sydney to predict a bold new appreciation 

for the Toyota-owned brand’s heavy-duty 

credentials. 

Similarly surprising, though, was Hino’s 

somewhat strange decision to retain peak 

power of the 700’s reliable 13-litre engine at 

the current peak of 480hp (358kW). Strange 

indeed! 

Consequently, Hino will remain the only 

brand in the market today that doesn’t offer 

500hp (373kW) or more from a 13-litre 

engine, yet fully aware that Japanese rival 

Fuso will, later this year, add a 13-litre 

510hp (380kW) model to its top-end Shogun 

range. Again, a strange decision indeed, 

particularly given the brand’s stated resolve 

to be a bigger player in the heavy-duty 

business and one day realise its long-held 

ambition to overtake Isuzu as Australia’s 

top selling truck brand. 

That said, though, Hino Australia’s 

somewhat circumspect manager of product 

strategy, Daniel Petrovski, was quick to hint 

that bigger things are brewing and what 

we were shown in Sydney is effectively 

the first of several phases in the brand’s 

pursuit of a substantially bigger footprint 

in the heavy-duty field. Whether a 500-plus 

version is part of any future phase, he 

wouldn’t say. 

What he did say, however, was: “The 

reliability of the Hino E13C engine is already 

well proven, and the improved version in 

the all-new 700-series range is available 

in two power ratings of 450hp (336kW) 

and 480hp.” 

More to the point, perhaps, the 13-litre 


in-line six is just one part of many 

significant features in a thoroughly modern 

makeover of Hino’s flagship range. 

One of the most appealing is the smart 

addition to the heavy-duty mix of the 

brand’s A09C nine-litre engine, with both 

nine- and 13- litre displacements meeting 

Euro 6 emissions standards through the 

combined effects of a selective catalytic 

reduction (SCR) system, cooled exhaust gas 

recirculation (EGR) and a diesel particulate 

filter (DPF). 

What’s more, in an innovative move that 

recognises an increasingly obvious trend 

throughout the road freight sector, every 

model in the expanded range is fitted with 

either an automated manual transmission 

(AMT) or an Allison automatic. There are no 

manual options. 

As Petrovski put it: “Australian customers 

clearly prefer the convenience of two-pedal 

transmissions [and] Hino is the only 

Japanese manufacturer to offer a true 

automatic transmission option across the 

light-, medium- and heavy-duty model 

ranges.” 

According to Hino, key new models 

include 4x2 and 6x2 rigids for distribution 

work and 6x4 and 8x4 models for heavier 

roles. 

Critically, after years on Hino Australia’s 

wish list, the new eight-wheeler is at last 

equipped with the greater weight carrying 

allowance of a load-sharing twin-steer 

suspension designed specifically for our 

market. 

Meanwhile, the addition of the nine-litre 

engine to Hino’s heavy-duty repertoire 

finally provides the brand with what it 

says is, “a Hino solution in the 300 to 400 

horsepower area”. 

As the company explains, the nine-litre 

line-up starts with the FH 1832 4x2 model, 

the FR 2632 6x2 and the FS 2632 6x4, all 

punched by the A09C engine rated at 235kW 

(320hp) and 1,275Nm of torque, mated 

to an Allison 3200 six-speed automatic 

transmission. 

For the higher weights of the FY 3036 

8x4 model, the nine-litre delivers 265kW 

(360hp) and 1,569Nm of torque feeding into 


the heavier-duty Allison 4440 series 

six-speed automatic. 

In the 13-litre class, the revamped 

range starts with the SH 1845 4x2 

model powered by Hino’s E13C 

dispensing 331kW (450hp) and 

2,157Nm of torque. 

All other 13-litre models – the 

high-roof SS 2848 6x4 prime mover, 

the FS 2848 6x4 rigid and the FY 

3248 eight-wheeler – have the 

engine rated to existing performance 

peaks of 353kW (480hp) and 

2,157Nm of torque, though Hino 

points out that peak torque is now 

dispensed across a wider 1,000 to 

1,500rpm rev range. 

Coupled to all 13-litre variants 

is the ZF Traxon 16-speed AMT, 

with forward, neutral and reverse 

controlled through a rotary 

dash-mounted shift knob; uncannily 

similar to Traxon installations in 

MAN models. The knob also controls 

a ‘slow mode’ for crawling. 

Furthermore, says Hino: 

“The dash-mounted selector is 

complemented by a sequential-type 

shift lever on the steering column 

that allows the driver to switch 

between automatic and manual 

modes, and manually select gears.” 

Also part of the AMT package is 

Hino’s Easy Start (hill hold) system 

for smooth lift-offs on grades. 

The list of standard features in the 

new range is undeniably impressive 

and includes alloy wheels in an 

obvious move to improve both tare 

weight and aesthetics. 

Much like its light- and 

medium-duty siblings, though, some 

of the most notable advances in 

Hino’s vastly upgraded 700-series 

have been in the deployment of 

advanced safety systems. 

SAFETY FIRST 

Hino is adamant its new 700-series 

range comprises the safest trucks 

Opposite 

from top: 

Hino Australia 

product strategy 

manager Daniel 

Petrovski. Among 

an extended 

700-series model 

range is a new 

eight-wheeler 

offering a nineor 

13-litre Euro 

6 engines. But 

the big gain for 

Hino’s 8x4 is 

a loadsharing 

twin-steer. 

Finally!; Modern 

makeover. 

Vastly upgraded 

700-series 

takes its interior 

design cues from 

its 500-series 

medium-duty 

stablemate 

which has 

enjoyed positive 

driver feedback. 

Function and 

form rate high 

in Hino’s new 

flagship range 

Below: Cummins 

Engine Company 

founder Clessie 

Cummins. In 

retirement in 

1955, he found 

the time to create 

the design that 

would become 

the remarkably 

effective Jake 

brake 

Every model in the 

expanded range is fitted 

with either an automated 

manual transmission or an 

Allison automatic 

HAPPY BIRTHDAY, JAKE 

Hiding in the shadows of Hino’s preview of its new 700-series trucks, and the 

use of a Jacobs engine brake in all models, is the fact that 2021 marks the 60th 

anniversary of Jacobs Vehicle Systems. 

Jacobs introduced the first engine brake for commercial vehicles in 1961 and, 

since then, more than nine million Jake brakes have been produced for trucks 

around the world. 

In fact, Jacob engine brake use has grown markedly over the past few years. The 

company sold its eight millionth engine brake in 2019 but it was only two years 

later, in March 2021, that the nine millionth unit rolled off the Jacobs assembly line. 

It may, however, surprise more than a few people to learn that the world’s best 

known engine retarder was actually invented by Clessie Cummins, the man who, in 

1919, founded the Cummins Engine Company. And it may also be a surprise to learn 

that safety and a near-death experience were the reasons why Cummins made an 

effective engine brake one of his most enduring engineering legacies. 

The story goes that, in 1955, when Cummins retired from the engine company 

he’d created, his thoughts returned to a terrifying experience in the northern 

summer of 1931, when he and two colleagues drove a Cummins diesel-powered 

truck from New York to Los Angeles in an attempt to set a new truck speed record 

across mainland USA. 

On the fifth day of the drive, at the top of a notorious pass on a stretch of historic 

Route 66 in Southern California, Cummins was at the wheel of the truck when it 

started a long, steep descent towards the San Bernardino Valley. 

On a gravel road that plunged downwards for 35 miles (55km), criss-crossed 

by a busy railway line, the frequent slowing for twists and turns overheated 

the truck’s brakes. Cummins tried to restrain the runaway truck with engine 

compression but, with so much momentum and road speed, was unable to engage 

a lower gear than third. To his horror, the Cummins founder realised he “would just 

have to ride it out”. 

With a freight train cutting across their path a short distance ahead, he was sure 

his days were done. 

Cummins later recounted how the truck passed the back of the train with inches 

to spare and how he had vowed that someday, somehow, he would make his engine 

work just as well going downhill as it did uphill. 

Almost 25 years passed before Cummins found the time in retirement to study 

what might be done to turn his engine into an effective brake. By 1957, he’d 

developed a design that would revolutionise engine braking. His idea was to take 

advantage of perfectly timed motion already built into Cummins and Detroit Diesel 

engines, which have a third cam on the main camshaft that activates the fuel 

injector of each cylinder. By transferring this motion to open the exhaust valve with 

a simple retrofit mechanism, the engine brake was born. 

Although the principal of engine braking wasn’t new, the details of Cummins’ 

new technical approach made it novel enough to be granted patent protection. 

As for getting his engine brake into the market, it wasn’t plain sailing. Cummins 

was contractually obliged to offer his invention first to Cummins Engine Co. But, 

strangely, his design was rejected on the grounds of commercial risk. Big mistake! 

Fortunately, Cummins received a more positive response when he explained his 

idea to a vice-president of Jacobs Manufacturing Company. By April 1960, after 

the success of extensive tests of the design, Jacobs established a new Clessie L. 

Cummins Division (now named Jacobs Vehicle Systems) for the manufacturer of 

the engine brake. 

The rest, of course, is history and, while the raucous bark of earlier Jakes has 

been criticised by many, 

the one salient fact 

that can’t be criticised 

is the engine brake’s 

inestimable contribution 

in keeping truck drivers 

and other road users 

safe on downhill grades. 

Besides, the modern 

Jake is far quieter than 

its forebears, thanks 

to the fact that Jacobs 

Vehicle Systems 

engineers continue 

to work closely with 

engine manufacturers 

throughout the world, 

not least Hino. 


it has ever produced and it all starts 

with an electronic brake system (EBS) 

on every model. 

Yet, it’s not just the quicker braking 

performance of EBS that sets Hino’s new 

heavy-duty models apart from the current 

crop. As the company states, the 700-series 

has moved from the traditional S-cam 

design to Hino’s ‘Taper Roller’ brake system, 

which it says: “… reduces tare weight, 

decreases compressed air requirements, 

provides a smoother and more consistent 

brake feel, and uses less moving parts, 

resulting in reduced maintenance 

requirements and lower operating costs.” 

Importantly, auxiliary braking is a strong 

suit in the new line-up with the inclusion in 

all 700-series models of the ever-effective 

Jacobs engine brake, coupled in 13-litre 

versions with the additional braking strength 

of the ZF Intarder, integrated into the rear of 

the Traxon transmission. 

Even on paper, service and auxiliary 

braking in the new Hino heavies appears 

a cut above. 

However, the overall safety features in 

what Hino calls its ‘SmartSafe’ package 

are what truly put the new models on a 

higher plane. 

“The 700-series answers a lot of the 

major safety issues that confront the 

transport industry and other road users, 

with the implementation of advanced driver 

assist technologies, Hino SmartSafe and, 

more specifically, the introduction of Driver 

Monitor,” Petrovski said. 

As a Hino statement explained: “The new 

Driver Monitor system constantly monitors 

the driver’s attention towards the road using 

key metrics such as driving posture, face 

orientation, and eyelid status via a camera 

integrated into the A-pillar. 

“The system provides a visual and audible 

alert if it detects drowsiness or a lack of 

attention from the driver.” 

Emphasising the benefits of the Driver 

Monitor system, Petrovski commented: 

“National Transport Insurance recently 

released the 2020 National Truck Accident 

Research Centre report, which found that 

two of every three truck driver fatalities were 

as a result of either fatigue or distraction. 

“The report also found the number of 

significant accidents caused by distraction 

more than doubled in the past two years, 

which makes Driver Monitor an important 

addition to the Hino SmartSafe package.” 

Safety has been a major focus for 

Hino over the past decade and more, first 

demonstrated by the inclusion in 2011 of a 

vehicle stability control (VSC) system on the 

light-duty 300-series. 

In fact, Hino now describes VSC as the 

cornerstone of its SmartSafe system that, 

in the upcoming 700-series, will include a 

radar-based pre-collision system (PCS) 

working in conjunction with autonomous 

emergency braking to dramatically minimise 

the incidence and impact of collisions 

caused by driver distraction or poor 

judgement. 

Similarly, a pedestrian detection system 

is also part of the SmartSafe package, 

along with adaptive cruise control, lane 

departure warning, reversing camera and a 

driver’s airbag. 

Meanwhile, LED headlights and daytime 

running lights are also standard in Hino’s 

new heavies, as well as larger electronically-adjustable, 

heated mirrors, a heated 

convex spotter mirror and spotters for the 

kerb and front of the truck. 

Yet, while SmartSafe is a highly 

impressive package, not all its features 

will be initially available on 8x4 models. 

Apparently, the priority is to get the 

loadsharing twin-steer into the market. 

Citing delays in validating the VSC and 

PCS systems on 8x4 models, Petrovski 

said: “The addition of SmartSafe to the 8x4 

models will occur in mid-2022. 

“We have made this decision in order 

to fulfil our customers’ requests for low 


tare weight and loadshare (twin) 

steer axle.” 

CONTEMPORARY DESIGN 

There will, however, be no delays in 

supplying a significantly improved 

cab layout that, like the 500-series 

standard cab, uses a modern mix 

of tones and designs to produce an 

extremely functional and pleasing 

driver environment. 

With some sceptics wondering if 

Hino had gone too far in its bid for a 

modern contemporary cab interior 

at the 2019 launch of the 500-series 

standard cab, Hino’s Petrovski 

asserted: “Feedback from drivers has 

been overwhelmingly positive since 

we first introduced the new-look 

interior.” 

Wisely, the new 700-series 

ignores the sceptics and delivers an 

attractive workplace with comfort 

and function obviously at the top of 

the design agenda. 

As Hino stated: “The 

ergonomically designed wraparound 

dash layout features all-new instrumentation 

with large, high contrast 

speedometer and tachometer, and a 

central seven-inch multi-information 

display, which contains important 

information such as SmartSafe 

settings, driving economy, gear 

selection and vehicle maintenance 

data.” 

Driver comfort starts with a 

cab mounted on a four-point air 

suspension and the inclusion of 

an Isri 6860 NTS2 driver’s seat to 

provide more rearward seat travel, 

Generous tilt and 

telescopic steering wheel 

adjustments make it easy 

to find a good driving 

position for ‘steerers’ of 

almost any shape and size 

greater seat depth and lumbar 

air support. 

Likewise, generous tilt and 

telescopic steering wheel adjustments 

make it easy to find a good driving 

position for ‘steerers’ of almost 

any shape and size, while control 

buttons on the steering wheel 

offer fingertip ease for phone calls, 

setting the adaptive cruise control 

system, and operating the information 

display screen. 

On the outside, exterior design has 

been notably refreshed with style 

changes to the grille in particular. A 

shallower three-slat grille, for instance, 

denotes a nine-litre model and a taller 

four-slat grille, a 13-litre version. 

All up, even a short stint behind 

the wheel of several static trucks 

suggests Hino’s new 700-series is 

something special for the brand in 

this country and perhaps something 

special in the evolution of Japanese 

heavy-duty trucks. 

Time will tell, of course, but right 

now there’s a sense of expectation 

that on-road experience will only 

confirm what we’re already thinking. 

Stay tuned! 


All Hino 13-litre 

models run a ZF 

Traxon 16-speed 

automated 

transmission, 

engaged by a 

rotary knob 

on the dash. 

Manual or auto 

operation is via 

a wand on the 

steering column; 

A vital new 

model, the FR 

2632 6x2 rigid, 

is punched by a 

nine-litre engine 

stirring through 

an Allison auto. 

All 700-series 

trucks will come 

with either an 

Allison automatic 

or automated 

manual 

transmission. 

There are no 

manuals 

Left: Hino’s 

700-series 

is a far more 

competitive and 

appealing line-up 


TRUCKS 

SEA Electric 

PIONEER 

PUSH 

The SEA300, touted as the first 

Australian-made electric truck, 

attracted much attention at this year’s 

Brisbane Truck Show. But how does 

it drive? Here, we take the new EV for 

a zero-emissions trip through the 

Dandenong Ranges 

WORDS COBEY BARTELS IMAGES SEAN LANDER 

The buzz around electric 

vehicles (EVs) continues 

to intensify. 

Introduced to the masses by the 

likes of Tesla and then catapulted 

to the forefront of political-economic 

interest as traditional 

vehicle manufactures race to 

snag a piece of the pie – with 

‘green transition’ targets shifting 

consumer focus towards EVs. 

Truck makers have only dipped 

their toes in the burgeoning electric 

market until now, with Fuso’s 

light-duty eCanter doing the rounds, 

while light- through to heavyduty 

manufacturers are forming 

electric-focused alliances in a bid 

to hasten progress. 

There’s a new kid on the block, 

though, who’s beaten the big players 

to the party, in locally-founded 

global e-mobility outfit SEA Electric, 

headquartered in Los Angeles but 


uilding trucks here at Dandenong 

in Victoria. 

While the manufacturer has been 

making moves on the scene since 

2013, it’s only recently that it has 

offered a production-ready SEA 

electric truck for Australia. 

After seeing SEA Electric’s latest 

offerings at the Brisbane Truck Show, 

we visited the factory in Dandenong 

for a look at how these trucks come 

together, managing to score the keys 

to a freshly built SEA300 for the day. 

SKD KITS 

The in-house developed 

powertrain, dubbed SEA-Drive, 

has been retrofitted to a variety 

of commercial vehicles in recent 

years, but now powers the latest 

range of locally-built light- and 

medium-duty trucks. A smart 

partnership with Hino has allowed 

SEA Electric to import semiknocked-down 

(SKD) kits to 

Australia, which form the backbone 

of the SEA-branded trucks. 

Another perk of the SEA 

Electric partnership with Hino is a 

country-wide network of 15 Hino 

dealers offering sales, servicing and 

support to SEA Electric customers. 

For those questioning whether 

these are just a drivetrain-swapped 

Hino, the SEA Electric trucks are 

badged ‘SEA’ with their own unique 

VIN numbers. 

Both Hino 300 and 500 chassis 

and cabs arrive straight from Japan 

in SKD form, where they’re swiftly 

assembled into the end product, the 

SEA300 and SEA500. 

Battery packs sit where the engine 

and gearbox would normally take 

up space, feeding juice to an electric 

motor that supplies drive straight 

to the diff. It’s a simple, direct-drive 

system with no gearbox needed. 

The facility operates like any 

modern factory, with six production 

bays and three finishing bays that 

spit out an Australian-made electric 

truck every 120 hours. 

However, within the factory there 

is also the capacity to develop and 

test new products and components 

– an efficient use of a relatively 

small space. 

“We have marketing, sales, 

design, research and development, 

procurement, material handling, 

fabrication, assembly and testing 

all done in-house”, SEA Electric vice 

Opposite below: 

The SEA Electric 

production line, free 

of fossil fuels and 

spotless across all 

six work bays 


We’ve tried to make this vehicle 

perform as well as, if not better, 

than the diesel 

Top: The complete 

Hino cabs arrive 

from Japan, before 

they’re attached to 

a chassis during 

the 120-hour build 

process 

Above: SEA Electric 

interface displays 

speed, range, 

charge, and power 

both expended 

and regenerated 

as you drive 

Opposite top: The 

heart of an SEA300 

– motor up back, 

fed by battery 

packs where the 

motor and gearbox 

would ordinarily sit; 

SEA Electric battery 

pack – assembled 

and ready to power 

a truck 

president, operations – Asia Pacific, 

Glen Walker explained. 

TAKING A DRIVE 

Before we pulled out from the factory, 

with a plan to hit the Dandenong 

Ranges for a strap, we were given a 

rundown of the truck from the SEA 

Electric team. 

Getting it started is no different to 

any truck, with a turn of the key but 

with an unfamiliar whir as the electric 

motor prepares to spin up. 

The existing Hino 300 interior 

remains largely unchanged, although 

some of the factory gauges, such 

as fuel and temperature, have been 

disconnected – something we’re 

told will be removed altogether from 

future models. 

All battery range and power use 

data is displayed on the centre 

infotainment screen, which can still 

be switched over to radio or other 

multimedia displays. 

Selecting ‘drive’ is done using 

the same button pad those familiar 

with this truck’s Hino cousin will be 

familiar with, and from there it’s just 

matter of ‘go’ and ‘stop’. 

Why the Dandenong Ranges? 

Why not! We were only able to get 

our hands on a freshly assembled 

cab-chassis so, without a load on the 

back, urban testing seemed no more 

appropriate than a scenic drive. 

The SEA-Drive Power System 

ranges in output, depending on 

truck configuration, from 4,500kg to 

22,500kg gross vehicle mass (GVM). 

But the medium wheelbase SEA 

300-85 we tested produced 125kW 

and 1,545Nm out of a 100kW/h 

battery setup, offering an un-laden 

range of up to 250km. 

Tare weight on the medium 

wheelbase SEA 300-85 is 3,062kg. 

With a GVM rating of 7,995kg, this 

allows a fairly competitive payload of 

4,993kg, depending, of course, on the 

body fitted. 

Make no mistake, this SEA300 

steers, rides and feels identical 

to a Hino 300, which is hardly 

shocking given the underlying 

architecture used. 

However, from the moment you 

take off, there are two distinct 

differences – acceleration and 

braking. 

It’s an odd feeling, really, having to 

remind yourself you’re in a truck. The 

acceleration is car-like, effortless 

and the lack of momentary drive loss 

associated with gear shifts makes 

for butter-smooth power delivery. 

SEA Electric didn’t set out to build 

a performance vehicle and it won’t be 

used as such but, by truck standards, 

this sets a new benchmark in terms 

of acceleration from a standstill. 

Speaking of outperforming a 

diesel counterpart, the regenerative 

braking made up for improvements 

in acceleration all while refilling the 

figurative fuel tank. 

Like a traditional exhaust brake, 

flick the left hand stalk down and 

you’ve got a two-stage regenerative 

braking system. 

The braking was probably the 

biggest departure from combustion 

engine normality when first driving 

this truck, as it pulls up with 

phenomenal force. 

Beyond seldom having to use the 

service brakes, we had to actually 

accelerate up to stop signs and red 

lights downhill, it was that good. 

You’ve got every reason to want 

to use the regenerative braking on 

an electric vehicle, too, as it feeds 

energy back into the batteries 

- which is all displayed on the 

infotainment display and becomes 

quite addictive to watch. 

“Under braking, a diesel doesn’t 

produce more fuel; it disperses 

energy by generating heat. What we 

do with regenerative braking is, if the 

motor is able to produce 1,500Nm of 

torque back into the diff, it’s able to 


produce up to that same torque to slow the 

vehicle down,” Walker said. 

“Instead of generating heat, we generate 

energy back into the batteries to offer 

additional range and it also doesn’t make 

any noise at all. 

“We’ve built a lot of trucks now and we can 

confidently say it extends the brake life by at 

least a factor of three.” 

When discussing the on-road differences 

between the SEA300 and the Hino 300 it’s 

based on, Walker points out the difference is 

all in the powertrain and its aim is to do the 

same job more efficiently. 

“The truck is designed to perform the job 

that any truck does, so we’ve tried to make 

this vehicle perform as well as, if not better, 

than the diesel,” Walker said. 

“We already know they’re quieter, there’s 

less vibration, there’s less fatigue and we 

know the power delivery is much smoother 

than a diesel. 

“We’ve proven they efficiently cart freight, 

all 5 tonnes of it, just like a diesel. And the 

same spritely performance evident at the 

3.1-tonne tare is also evident at the full 

eight-tonne GVM.” 

Arguably the biggest drawcard for 

the SEA300, over conventional diesel 

truck options, is the complete lack 

of noise. 

To think that the absence of noise is 

more of an attraction than braking and 

acceleration surprised us too. Simply put, 

It’s a relaxing place to be and produces no 

noise pollution – two things not traditionally 

associated with running a truck. 

“There’s a lot of curfews placed on certain 

applications, you can’t deliver your freight to 

a suburban facility between certain times of 

night,” Walker said. 

“If it’s being delivered in an EV, there’s 

no reason those curfews can’t change, 

so quite frankly you get a more efficient 

transport task.” 

PERIODIC MAINTENANCE 

At this stage, SEA Electric isn’t willing 

to disclose specific pricing due to the 

countless build specifications being 

delivered, though these trucks are 

unsurprisingly rumoured to come in at 

a higher price-point than the diesel 

equivalents they’re based on. 

SEA Electric offers a three year/150,000km 

warranty period and SEA Assist 24-hour 

roadside assistance for the life of the 

warranty, provided by NTI. 

Servicing is undertaken at intervals in-line 

with those of the Hino 300, although that’s 

more to take care of periodic maintenance of 

brakes, suspension and chassis. 

“Much of our vehicle servicing is 

standard suspension, you can’t avoid 

that,” Walker said. 

“The benefit of the dealer network is it 

makes servicing and support function closer 

to home for our clients.” 

The electric motor and batteries are 

relatively maintenance-free when looking at 

the servicing of these trucks, estimated to 

be good for a decade or more of daily use. 

“An easier question to answer is, ‘how 

much servicing isn’t done’, when compared 

to a diesel,” Walker said. 

“If you start with a diesel, you’ve got 

fluids and filters, oils and the like. You’ve got 

adjustments and belts; you’ve got exhaust 

systems and cooling systems. 

“Apart from checking electrical 

connections and making sure the fluid 

is circulating the motor, there isn’t 

much more to do – you don’t pull it 

apart to replace rings or rebuild one 

of our motors. 

“It’s mainly looking at high and low 

voltage cabling; checking routing and 

connections. And there is a treasure trove 

of data available for our technicians to 

enquire upon.” 


TRUCKS 

Fuso eCanter 

SHORT 

’N SWEET 

It is becoming increasingly apparent 

that electric trucks are the future for 

local delivery work and, right now, 

Fuso’s eCanter is at the forefront of this 

emerging revolution in urban freight 

movement. Still, the onus is entirely 

on suppliers such as Fuso and its 

Daimler masters to prove the worth of 

their electric candidates. That might be 

easier said than done 

WORDS STEVE BROOKS 

Sometimes, things just don’t go the way you 

expect. Like, it was supposed to be a simple, 

short suburban drive of Fuso’s recently released 

electric eCanter in Sydney’s west. A refresh, of sorts, of 

what we’d already experienced in previous stints, first 

in a Japanese prototype on Fuso’s test track and then 

in late 2019, behind the wheel of an early evaluation 

unit through the streets of Melbourne. 

What wasn’t expected, however, was that the Sydney 

stint would be quite so short. 

Someone, apparently, had forgotten to flick the 

switch the night before and, rather than a full charge, 

the dash ‘distance predictor’ said there was only 

58km worth of charge in the batteries rather than the 

reported ‘full charge’ potential of 100km. 

Still, it was at least a worthwhile exercise to some 

extent. Fuso’s claim, for example, is that eCanter’s 

driving range is determined on carrying a full load 

at the vehicle’s gross vehicle mass of 7.5 tonnes. 


“It definitely 

pays to drive 

conservatively to 

maximise range” 

In effect, the 100km range is 

the minimum distance potential 

operating at near or close to full load. 

It’s reasonable to accept Fuso’s 

claim for the simple reason that, as 

a local delivery truck goes about 

its daily workload, it loses weight 

as freight progressively comes off. 

Thus, actual driving range is probably 

greater than 100km. 

As soon revealed, the same 

reasoning can be applied to a 

partially charged range potential of, 

let’s say, 58km. 

SUBURBAN STEER 

From Fuso’s Huntingwood dealership 

in western Sydney, and with gross 

weight at 6.5 tonnes, the demo truck 

was poked into a typical suburban 

slurry of baulking traffic, traffic lights 

and congestion. Nonetheless, all the 

good things we’d come to expect 

of the electric Canter from previous 

drives were again there to be 

appreciated, not least the realisation 

that driving a local delivery truck in 

metro mayhem just doesn’t get any 

easier than this. 

Sure, it takes a little while to come 

to grips with the fact that, other 

than the radio, there’s basically 

no noise apart from the drone of 

rubber on the road. But the big thing 

is the smoothness of a truck with 

no engine and no transmission 

other than an electric motor driving 

into a single-speed diff. At first, 

you’re waiting for gearshifts that 

never come but it doesn’t take 

long to settle into the sensation of 

completely uninterrupted progress 

from go to whoa, and whoa to go. 

What’s more, acceleration is 

stunningly brisk for a light-duty 

truck, while, at the other end of the 

performance spectrum, retardation 

through a two-stage regenerative 

braking system is incredibly strong. 

Like its diesel counterparts, 

though, the more you push the 

‘go’ pedal, the more fuel (battery 

charge) you consume and it 

definitely pays to drive conservatively 

to maximise range. 

Speaking of which, it didn’t take 

long to consume 58km-worth of 

battery charge and, with the trip 

meter showing 57.6km and the 

truck’s range gauge almost on nil, it’s 

fair to suggest the eCanter slid back 

into the Huntingwood site with very 

little left in the tank, so to speak. 

Of course, driving range remains 

eCanter’s Achilles heel but, as 

we’ve commented before, when this 

pushes out to 200km and more, as 

it most surely will, given the pace of 

developments in battery technology 

and electric propulsion – notably 

with the inclusion of hydrogen-based 

fuel cells to increase driving range – 

a whole new level of acceptance and 

appreciation will come into play. 

Likewise, recharging systems 

and infrastructure are key elements 

which will take time and commitment 

from many institutions to reach 

satisfactory levels for commercial 

vehicles. But given the economies of 

scale in the density of major cities, 

demand will drive investment. As it 

always does. 

Critically, though, someone needs 

to remember to flick the switch. 

Top and above: 

Canter’s cab has 

been significantly 

improved over the 

years but in the 

electric version, 

driving ease is 

brilliant. Still, 

it’s worth paying 

attention to the 

dash readout, 

particularly 

regarding 

driving range 


TRUCKS 

Iveco Brisbane 

AIMING 

FOR HIGHER 

GROUND 

WORDS GREG BUSH 

Iveco Brisbane’s move to a new flood-proof 

location has proved to be a boon for both 

customers and the dealership’s team members 

It was with a sense of déjà 

vu that I paid my first visit to 

Iveco’s new dealership in the 

Brisbane suburb of Wacol. 

It wasn’t until climbed the 

stairs to the reception counter 

that, despite the building’s major 

modifications, the realisation 

hit home that I’d been to this 

address before. 

Back in 2018, the site was 

Volvo Commercial Vehicles HQ, 

before its move to its current 

location just over 1km away. 

However, apart from the Iveco 

signage, there were quite a 

number of important changes to 

the facility since the Volvo days. 

Once Volvo had signalled 

its intention to move on, Iveco 

grabbed the opportunity to set 

about vacating its old dealership 

at Rocklea, for a number of 

reasons, not least its close 

proximity to the flood-prone 

Brisbane River. 

Another was that the previous 

premises were, to be put it 

bluntly, passed its use-by date. 

“The old site was built in 1966 

from the International Harvester 

days and it hasn’t had any real 

investment at all, apart from 

updates after the 2011 floods,” 

Brisbane Iveco dealer principal 

Geoff Buswell explained. 

“We just outgrew it.” 

With the end of lease looming 

in 2020, Iveco, like other truck 

dealerships, began to look 

elsewhere with the aim of 

relocating to higher ground 

well away from the flood area. 

Buswell said Daimler Trucks 

is another that’s on the move to 

Darra, opposite the Kenworth 

dealership. And, as far as Iveco 

is concerned, its new site is also 

a more convenient location. 

“We’re a hop, skip and a jump 

to Cummins, and we’re near 

Penske, who do all our Allison 

transmissions,” Buswell said. 

“With this new truck hub at 

Wacol, all the dealerships are 

understanding now to just get 

out of the flood area.” 

ESSENTIAL SERVICE 

Iveco’s refurbishment of the 

old Volvo premises began in 

November 2019, commencing 


It’s about making 

sure that we can 

stay open as an 

essential service 

business at Wacol on Tuesday, 

December 1, 2020. In between 

were Covid lockdowns, with 

Buswell and his team continuing 

with hygiene and social 

distancing protocols that 

are still in place today. 

Indeed, apart from customers 

picking up spare parts, visitors 

must scan a QR code when 

entering the building. And there 

are definitely no handshakes 

on offer. 

While it might be assumed that 

this caution could have come 

via Iveco parent company CNH 

Industrial being headquartered 

in Italy, one of Europe’s most 

Covid-affected countries, 

Buswell said Iveco Australia 

adopted specific measures from 

day one. 

“It’s not about being a 

germophobe; it’s about making 

sure that we can stay open as 

an essential service,” Buswell 

explained. 

“We have a lot of interstate 

truck drivers coming in. If we 

get one case of Covid, we could 

shut down. So, from a customer 

point of view, we’re not going 

to able to service vehicles and 

supply parts. 

“We only had one day’s 

downtime last year. From an 

essential service point of view, 

we had to provide the service for 

the garbage trucks, transport 

workers, concrete trucks and 

water trucks.” 

In addition, every vehicle that 

enters the workshop is sterilised 

Above: Plenty of 

social distancing 

space in the 

parts and service 

showroom 

Opposite below: 

Iveco Brisbane 

dealer principal 

Geoff Buswell 


You still get guys 

coming in with 

the old ACCOs 

Top: The Daily 

customer lounge 

Above: The facility 

includes a 20- bay fully 

refurbished workshop 

Below right: 

Queensland Police 

are among Iveco’s 

customer base 

Opposite from top: 

Iveco’s parts 

warehouse – “There’s 

no-one in the Iveco 

network that holds 

more parts than 

we do,” said Geoff 

Buswell; The workshop 

boasts the latest 

diagnostic tools 

and the steering wheel wrapped. 

The pandemic also played its 

part when it came to updating 

the premises, with Buswell 

playing a hands-on design role. 

The social distancing angle 

became apparent for customers 

entering the vast parts and 

service showroom. 

In fact, parts take up much 

of the building’s ground floor, 

from the awning outside the 

showroom way back through to 

the extensive warehouse. 

In between are the one-way 

windows separating the 

showroom from the team’s 

lunchroom, making sure 

customers are not left waiting. 

“The whole area here was 

completely revamped, so when 

a customer walks in all our 

guys can see them,” Buswell 

explained. 

“The windows at the back are 

like a mirror and we can see 

them but they can’t see us. 

“There’s no-one in the Iveco 

network that holds more parts 

than we do.” 

The dealership also 

maintains parts and service 

for the International brand, 

stretching back decades, 

as well as catering for older 

model Ivecos with an eye on 

the growing interest in vehicle 

restoration. Under the spare 

parts counter sat a variety of 

well-worn catalogues from up to 

50 years ago and requests are 

filled where possible. 

“You still get guys coming in 

with the old ACCOs,” Buswell 

said. 

For service customers 

prepared to wait it out, there 

are two well-appointed lounges 

– one for Daily customers and 

the other for truck drivers. 

Both come equipped with 

toilets, coffee machine, books, 


free Wi-Fi and TV with Netflix. For 

truckies, there’s the welcome addition 

of showers plus washing machine 

and drying facilities. There’s also a 

separate room equipped with four 

beds for long haul drivers. 

“We had a guy in from Adelaide 

who slept for around five hours while 

he was waiting to get a radiator 

changed,” Buswell pointed out. 

“From a retail customer experience, 

that’s the key. Whether you’ve only 

got one truck or 100 trucks, they all 

deserve the same level of respect. 

That’s my motto.” 

As far as servicing is concerned, 

the facility includes a 20-bay 

workshop, fully refurbished, 

including two drive-through 

B-double service pits. 

“We can drive a B-double truck 

here without unhooking it,” Buswell 

said, adding that it’s an area of the 

business that he’s keen to grow. 

As well as the latest diagnostic 

tools, the workshop boasts brake 

roller testing with shaker for Iveco’s 

range of commercial vehicles. 

EMPLOYEE WELLBEING 

As well as customer comfort, the 

Wacol premises have also been 

designed with employees in mind. 

For the showroom’s exterior, 

including the customer drop-off 

area, awnings have been added or, 

in the case of the workshop bays, 

lengthened out to nine metres. No 

more being on the receiving end of 

the elements. 

In addition, LED lighting is standard 

across the Wacol facility, a welcome 

inclusion for technicians whose 

visibility was hampered by shadows 

from the old lighting at Rocklea. 

“We took a long time in planning it,” 

Buswell said. 

“Did I get it all right? Probably not, 

but I think I got 90 per cent of it right.” 

Buswell believes the move out of 

dusty old Rocklea to Wacol has also 

provided extra motivation for his team, 

which is a mix of new apprentices 

through to some who have been with 

Brisbane Iveco for around 20 years 

or more. 

“By giving them a nice facility it’s put 

a smile on their faces,” he said. 


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High-end Utes 

DUAL CAB DUEL 

The five most 

popular high-end 

dual cab utes 

in Australia are 

put through their 

paces 

Welcome to a clash of the titans – the 

five most popular utes on the market 

today! In 2020, five models of ute 

– the Ford Ranger, Isuzu D-Max, Mitsubishi 

Triton, Nissan Navara and Toyota HiLux – 

accounted for 13 per cent of the overall new 

car market. 

And that’s just the 4x4 versions. Add the less 

popular 4x2 variants and they account for 

15.8% of the market; this means that one in 

six new cars sold in Australia is one of these 

five models. 

So, we have put each one to the test, 

including straight-line performance, 

load-carrying and towing capability, on- and 

off-road dynamics, infotainment and comfort 

WORDS SCOTT NEWMAN, 

BYRON MATHIOUDAKIS, TOM 

FRASER, LOUIS CARDONY AND 

EVAN SPENCE 

IMAGES ELLEN DEWAR, 

ALASTAIR BROOK AND CRISTIAN 

BRUNELLI 


and convenience, all at the ex-GM 

Lang Lang proving ground outside of 

Melbourne. 

We have lined up our quintet as 

closely as possible within the realms 

of manufacturer press fleet availability, 

so, in alphabetical order, we will start 

with the Ford Ranger XLT fitted with the 

optional two-litre bi-turbo engine and 

10-speed automatic. 

While its regular recommended retail 

price (RRP) is $60,940, at the time of 

writing the current offer is a tempting 

$58,990 driveaway. This lines it up very 

nicely with our next contender, the Isuzu 

D-Max X-Terrain, which is currently on 

offer for $59,990 driveaway – a handy 

saving over its regular $62,900 RRP. 

The Mitsubishi Triton GLS significantly 

undercuts both at a very sharp 

$48,290 driveaway. We requested a 

range-topping GSR for price parity but 

it was sadly unavailable. However, the 

GLS is still very representative of the 

Triton offering. 

Our newest contender is the freshly 

facelifted Navara, here in its $58,270 

RRP ST-X guise. Last, but not least, 

is the Toyota HiLux SR5 – our most 

expensive entrant at $59,920 RRP, 

though that figure is lifted by a further 

$3,804.50 for the optional steel tray for a 

total of $63,724.50. All vehicles are fitted 

with automatic transmissions. 

So, the question is: if you have around 

$60,000 to spend on a dual-cab ute – 

and the sales figures suggest plenty 

of Australians do – which one should 

you buy? 

If you have around $60,000 to spend on a 

dual-cab ute, which one should you buy? 


STRAIGHT-UP PERFORMANCE 

If straight-line performance is 

important to you, there is really only 

one option. The Ford Ranger XLT is 

definitely the sprinting star of our 

assembled group, taking just 8.93 

seconds to hit 100km/h and five 

seconds to shoot from 60–100km/h. 

Its engine may offer just two litres 

but a pair of turbos help produce a 

healthy 157kW and 500Nm. It makes 

a reasonably sporty noise as far as 

diesels go and there is an impressive 

spread of torque, but the star of 

the show has to be the 10-speed 

automatic, which always keeps the 

engine on song. 

The figures prove the efficacy of 

this approach and the transmission, 

in general, does a good job of figuring 

out which of its myriad ratios it wants 

at any given moment. 

Sadly, the Ranger blots its copybook 

with sub-standard braking. It wears 

similar all-terrain tyres to its rivals – 

in this case Dunlop Grandtreks – but 

takes more than 42m to come to a 

stop from 100km/h. 

That figure blows out to almost 

64m on a wet surface (averaged over 

three runs to account for any surface 

variation) – a poor performance that 

prevents the Ranger XLT from being 

the clear performance leader. 

Nevertheless, its grunt pays 

dividends when hauling a load, 

taking 3.6 seconds to accelerate 

from 20–60km/h with a 500kg pallet 

aboard and six seconds when towing 

our Turbo Taxi Falcon: both figures 

easily the class of the field. 

The D-Max shoots off the line 

eagerly, even chirping its tyres. This 

enthusiasm doesn’t last, however, 

with acceleration tailing off as 

speeds increase. But, the three-litre 

four-cylinder turbo-diesel offers 

respectable mid-range muscle, taking 

10.1 seconds to reach 100km/h and 

six seconds from 60–100km/h for 

second place. 

It would benefit from more gears 

than its current six to exploit the 

engine’s relatively narrow power band. 

The noise is also a definite reminder 

of the Isuzu’s workhorse roots, with 

plenty of diesel clatter at all revs. 

The impressive grunt helps it 

with a load aboard, though. Laden 

acceleration is a respectable four 

seconds from 20–60km/h and 6.9 

seconds when towing. 

Dry braking performance is 

impressive for a vehicle like this, with 

a consistent and confidence-inspiring 

sub-40m stop. Wet braking is quite 

poor, however, at more than 57m 

and, on the final stop, some steering 

correction was required to keep the 

D-Max straight despite all electronic 

stability programs being activated. 

The Toyota HiLux’s upgraded 

engine serves it well. The 2.8-litre 

four-cylinder diesel now produces 

150kW/500Nm (as an automatic; the 

manual is limited to 420Nm) and it 

Above: Ford 

Ranger XLT 

Top left: Nissan 

Navara ST-X; 

Mitsubishi 

Triton GLS 

Below: Toyota 

HiLux SR5 

Opposite right: 

Izuzu D-Max 

X-Terrain 

Happy news for the tens 

of thousands of Aussies 

that bought a HiLux last 

year: it is a good ’un 


feels every bit of it, pulling strongly through 

the rev range, accompanied by an intense 

growl. 

Not that this seat-of-the-pants sensation 

is backed up by the data, with a 0–100km/h 

time of 11.1 seconds and a 60–100km/h 

effort of six seconds. This particular SR5’s 

accelerative efforts are hampered somewhat 

by the weight of the steel tray, which adds a 

whopping 290kg. 

Braking is an SR5 strong suit, with 

a sub-40m dry stop backed up by an 

impressive wet performance of just over 

50m – the best of the field. It is unfazed 

by heavy loads, too; its 20–60km/h times 

of 4.5 seconds and 7.2 seconds might not 

be too impressive but at no point does it 

feel strained. 

Nissan’s Navara feels better than the 

numbers suggest, which is a kind way 

of saying that it is very slow. Certainly, 

0–100km/h in 11.32 seconds and 6.4 

seconds from 60–100km/h are nothing 

to crow about. The 2.3-litre twin-turbo 

four-cylinder diesel is not overly powerful 

at 140kW/450Nm but the seven-speed 

automatic does make the most of it. 

The engine revs keenly to almost 

4,500rpm, making the Navara feel really 

quite sprightly and its lacklustre figures 

all the more surprising. Still, it’s quite a 

pleasant experience, but is that preferable to 

a more rugged engine that is more powerful? 

Probably not if you are lugging heavy stuff 

about, though the Navara shaved a tenth 

from the HiLux’s 20–60km/h effort (4.4 

seconds) with a 500kg pallet in the back, but 

struggled when towing, taking 7.8 seconds 

to complete the same increment. 

Braking is quite poor, taking well over 

40m to stop in the dry, though its mid-50m 

effort in the wet is more competitive. It is an 

unusual case, the Navara: the data is quite 

damning but from behind the wheel it is 

much more impressive. 

Last, and also least, is the Mitsubishi. 

The Triton also struggled massively during 

wet braking, its first stop taking more than 

76m, which goes to show that, in very poor 

conditions, even our tested wet figures can 

extend considerably. 

This run is an anomaly and ignored, but 

the Triton’s fortunes don’t improve much, 

taking an average of almost 63m to stop in 

the wet. It wears the same Dunlop Grandtrek 

tyres as the Ranger – coincidence? Its dry 

deceleration is much more respectable at 

less than 40m, but acceleration is not a 

Triton strength, taking 11.36 seconds to 

reach 100km/h from rest and six seconds to 

accelerate from 60–100km/h. 

Outputs of 133kW/430Nm from its 

comparatively small 2.4-litre four-cylinder 

diesel result in leisurely straight-line 

performance. The engine doesn’t struggle to 

haul the Triton’s bulk but it is happy to take 

its time doing so. 

Its roll-on acceleration is more 

competitive but it makes plenty of noise 

in the process, especially higher in the rev 

range. Laden acceleration is quite good at 

4.2 seconds from 20–60km/h, but attaching 

the Turbo Taxi exposes its lack of power 

again, with an 8.2-second result. This is a 

substantial 2.2 seconds (or 36.7 per cent) 

slower than the Ranger. 

It is not all sunshine and roses for the 

Ford, though. Its poor braking is alarming, 

taking a massive 11.02m longer to stop in 

the wet than the benchmark HiLux. To put it 

another way, at the point the HiLux stops the 

Ranger is still travelling at 41.6km/h. 

That figure assumes constant 

deceleration so should not be taken as 

gospel but, even allowing for a significant 

margin of error, it is clear that the accident 

the Toyota avoids will be a fairly serious one 

in the Ford (and Mitsubishi). 


A decade on, 

the Ranger still 

shows them all 

how it is done 

and can hold its 

head up high 

HANDLING 

This poor wet surface performance is a shame, 

as the Ranger XLT is otherwise very impressive, 

dynamically; clearly the most car-like of our 

assembled quintet. Like most trucks, the 

2,197kg XLT wears leaf springs rather than the 

coils of its Raptor big brother. 

Yet, even with a seemingly primitive 

rear-end spec, the former’s sophistication is 

palpable, providing beautifully fluent handling, 

outstanding body control and a downright 

sumptuous and isolated ride, backed up by an 

outstandingly subtle, yet effective, electronic 

speed controller (ESC) calibration at speed 

over gravel. 

Light and easy to manoeuvre, the XLT 

remains the dual-cab pick-up high-water mark 

for driver enjoyment and passenger comfort 

alike. A decade on, the Ranger still shows them 

all how it is done and, even in its final year, can 

hold its head up high. 

The Ranger is also a stand-out for laden 

composure. Its steering does lighten with 500kg 

in the tray but the chassis remains responsive 

in tight corners and sails over undulations with 

encouraging poise. It is a similar story when 

towing, with the vehicle retaining its stability 

through corners and corrugations – you can tell 

the Ranger was tuned for Australian conditions. 

At the other end of the spectrum is the HiLux. 

It offers easy, eager and responsive steering 

and surprisingly sure-footed handling but a 

denture-rattling ride on roads that the others 

managed with measurably greater finesse. 

It has much more mechanical and tyre-noise 

intrusion and the stability control remains on 

high alert on bitumen or gravel. Happily, the 

situation doesn’t deteriorate when hauling; the 

HiLux offering stability and confidence-inspiring 

poise when towing or loaded. 

Our other three contestants lie somewhere 

in the middle. The third-gen D-Max is a huge 

step above its predecessor and few drivers will 

complain about the effortless steering that is 

nicely weighted for around-town commuting 

and agile enough for tight-spot parking 

manoeuvres. 

It cannot match the Ranger for bump 

absorption or isolation, but Isuzu’s engineers 

should be lauded for quelling road and tyre 

noise while offering a pleasingly soft ride on 

normal roads. The steering lightens when 

loaded, though that’s partially a consequence 

of our 500kg pallet not fitting squarely in the tub 

thanks to the tonneau’s storage cartridge. With 

the Turbo Taxi attached, the ride, if anything, 

improves and the steering feels well balanced. 

Ever since the D23-series Navara surfaced 


in 2014, it has struggled to fulfil the 

promise of its costly coil-sprung rear 

end, providing neither the expected 

agility nor comfort. Happily, the 

MY21 facelift makes progress, with a 

wide and planted feel. It is quite easy 

to park, too. 

The steering remains numb but 

is well-weighted for more positive 

handling and roadholding and there 

is a newfound plushness to the 

suspension rather than the lumpy, 

thumpy ride of old. It does not bother 

the Ranger, but the Navara is at last 

sorted. 

This softness counts against 

it when towing, though, with a 

doughy steering feel and jelly-like 

suspension, and significant 

sag when loaded. Aftermarket 

suspension upgrades would be well 

worth considering if you are using 

your Navara for heavy-duty work. 

Mitsubishi’s Triton is getting on 

in years compared to the latest 

offerings but the basic recipe still 

works okay: consistent competence 

with just enough engineering nous to 

keep from falling too far behind. 

A tight turning circle and light 

controls make it relatively agile at 

slow speeds and it almost seems 

to shrink around the driver at speed, 

with confident steering and ample 

grip, though it is noisy. 

The suspension is proficient 

enough at dealing with rougher 

roads and the ESC intervenes gently 

when required, but the ride can be 

quite bouncy. The Triton performs 

well when loaded and absorbs most 

bumps but the short wheelbase 

hampers it when towing, pitching 

into a see-saw motion that is 

slightly off-putting. 

This shorter wheelbase is of 

benefit off-road, making the Triton 

feel very nimble. It is also packed 

with clever features, such as Super 

Select, which allows you to run in 

high-range 4x4 on bitumen with the 

centre differential unlocked. 

It takes a few goes to get the 4x4 

system to engage but, once it does, 

there are various terrain modes for 

rock, gravel, mud/snow and sand, 

and the combination of a rear diff 

lock and traction control means the 

Triton is a fairly capable unit. 

Isuzu’s D-Max is similarly good 

but not great. The rear diff lock 

is a huge advantage compared 

to the previous generation but 

engaging it unfortunately cancels 

the traction control. Wheel travel is 

decent and the engine is great, with 

plenty of low-down torque, and 4x4 

engagement is a piece of cake. 

Soft suspension might have 

hindered the Navara ST-X when 

lugging loads but it works a treat 

off-road. It is nice and flexible and 

the gearing is also sensational, 

allowing the Nissan to crawl down 

steep slopes at a snail’s pace. 

The heavy steering is a letdown, 

however, and the 4x4 system 

required a few attempts to engage 

in low range, but with a couple 

of tweaks the Navara would be a 

handy off-road performer. 

The Ranger is basically a set of 

tyres away from excellence. The 

two-litre twin-turbo engine is not 

quite as good as the older 3.2-litre 

five-cylinder off-road, but there 

is still plenty of torque and the 

10-speed automatic has a gear for 

every occasion. 

Compliant suspension, excellent 

steering and impressive traction 

control allows the Ranger to tackle 

most off-road obstacles with ease, 

though the side steps can catch 

on them. 

Just as the Ford dominates 

on-road, the Toyota is the king 

off-road. The HiLux has firmer 

suspension and heavier steering 

than the Ranger but its trump card is 

its traction control, which is nothing 

short of amazing. 

The second it feels a tyre slip it 

sends drive to a wheel that can use 

it. Combine this with sensational 

gearing, plenty of engine power, 

great engine braking and super 

slick 4x4 engagement and you have 

a brilliantly effective 4x4, even in 

stock trim. 

From top: Izuzu 

D-Max X-Terrain; 

Nissan Navara 

ST-X; Toyota 

HiLux SR5 

Opposite top 

and bottom: 

Ford Ranger 

XLT; Mitsubishi 

Triton GLS 


THE INSIDE TAKE 

TOYOTA HILUX SR5 

Inside, the HiLux cabin presents a neat and relatively fresh-looking workstation. Clearly 

designated areas for controls improve functionality while the front seats, which Toyota calls 

high-grade bucket items, fare okay for comfort and support. 

Legroom up front is a touch smaller than rivals. Meanwhile, outward visibility is on par 

with the class average – except smaller rear windows penalise your over-shoulder view on 

the left side. 

The SR5 comes with single-zone climate control, power windows with an auto function 

on the driver’s side, keyless entry and start, side steps, heated side mirrors and auto LED 

headlights but misses out on auto wipers. 

The Australasian New Car Assessment Program (ANCAP) awarded the HiLux with a five-star 

crash safety rating in 2019. Equipped with seven airbags, it sports active safety features 

like adaptive cruise control, lane-keep assist and autonomous emergency braking (AEB) but 

forgoes blind-spot monitoring and rear-cross traffic alert. 

Meanwhile, out back, occupants must deal with hard and flat seats. These can be hoisted 

up against the backrests for extra load space and split 60/40. Legroom is on the shorter side 

compared to rivals. Cup holders in the centre armrest and doors accommodate large bottles. 

Both the USB-A and dual 12-volt outlets are situated in the front, leaving rear occupants 

with air vents, plastic floor mats and 4kg luggage hooks, though there is also a handy 220v 

outlet. There are also ISOFIX anchorages on both outboard seats. Infotainment in the mid-spec 

HiLux SR5 is provided through an eight-inch (20cm) central touchscreen display and a 

4.2-inch (10.7cm) driver info screen within the instrument cluster. 

Unlike higher-grade HiLuxes, the SR5 misses out on digital radio and does not equip native 

satellite navigation, though smartphone mirroring somewhat makes up for that. Functionally, 

the HiLux’s infotainment is a breeze to use and it is easy to switch between separate screens, 

while there is also a home screen that displays key information. The four-speaker stereo 

is very basic in its ability but the Bluetooth is a quick system to set up and subsequently 

reconnect to. 

Top: The HiLux’s infotainment is a breeze to use and it is easy to switch between separate screens 

Above and left: Upfront legroom in the HiLux is smaller than rivals and rear occupants must deal 

with hard and flat seats 


Isuzu’s after-sales 

offering is impressive, 

with a six year/150,000km 

warranty 

ISUZU D-MAX X-TERRAIN 

The Isuzu D-Max X-Terrain cabin is dominated by piano black inserts 

and features more plastic in general. Leather accenting adorns the 

steering wheel, gear lever, seats and centre console armrest. 

Its centre stack layout is clean and functional, while the cluster and 

steering wheel controls are concise and easy to read. Ultimately, though, 

the interior looks utilitarian and short on comfort. The seats, both front 

and back, feel flat. 

Outward visibility is average. ANCAP rated the D-Max five stars 

for crash safety in 2020, explaining why the X-Terrain ticks off every 

active safety feature under the sun, from adaptive cruise control to rear 

cross-traffic alert and a rearview camera. 

Other equipment is plentiful and includes keyless entry, remote start, 

auto locking, an eight-way adjustable electric driver’s seat, auto wipers, 

auto LED headlights with auto high beam, auto driver’s window and 

dual-zone climate control. 

In the back, there are two vents and a single USB port to complement 

the one up front. Rear occupants also score two large cupholders in the 

doors, two coat hooks and a 4kg bag hook behind the front seat. 

X-Terrain on test stocks a nine-inch (22.9cm) infotainment screen, 

which runs Apple CarPlay and Android Auto, and features a smaller 

digital read-out nestled within the instrument cluster to provide key 

vehicle information. 

Front-seat passengers can connect using one USB-A port or charge 

up using a single 12-volt outlet, though, the omission of wireless 

charging while allowing for wireless smartphone mirroring is a bit of 

a miss. 

Switching between the native Bluetooth connection and Apple 

CarPlay is at least straightforward, and the stock eight-speaker sound 

system is surprisingly decent with crisp and clear audio. The centre 

screen is prone to some glare but it is otherwise a simple unit to use 

thanks to shortcuts along the bottom of the screen. 

NISSAN NAVARA ST-X 

Although the Navara cabin is starting to look old, the ST-X steps it up for 

luxury over lower-grade variants with part-leather seats. They are comfy 

but lack under-thigh support and the footwell is spacious but omits a 

dead pedal. 

The ST-X has keyless entry and keyless start, dual-zone climate 

control, rear parking sensors, heated door mirrors, auto wipers, leather 

accents on the steering and gear lever, quad-LED headlights and a tyre 

pressure monitoring system. 

ANCAP rated the Navara five stars for crash safety back in 2015. This 

updated version includes a full suite of active safety gear that should 

satisfy the test’s stringent requirements on such technology today. The 

Navara also packs seven airbags. 

The rear bench sits unusually high on firm cushioning and legroom 

is seriously compromised – important considerations if you are 

planning on ferrying around full-size adults. Meanwhile, four cup 

holders feature, split between the doors and centre armrest. None, 

however, fit a large bottle. 

Convenience-wise, rear occupants are treated to two air vents 

and a single USB port. There are floor mats complemented by an 

opening flap in the rear windscreen and ISOFIX child seat anchors 

on the outboard positions. 

A large eight-inch (20.3cm) touchscreen infotainment and seveninch 

(17.8cm) digital display between the instrument dials help lift the 

interior for a more contemporary feel. The Navara’s native infotainment 

software is fairly simple in functionality and design, though wired 

smartphone mirroring is available for both Apple and Android users 

who want more options. 

Charge ports are very well catered for; front-row occupants get a 

choice between two USB-A ports, one USB-C port and two separate 

12-volt outlets for charging. 

The Bluetooth functionality is simple to tee up initially, and the car will 

reconnect to your phone within seconds of re-entering the Navara. The 

touchscreen is also very responsive and FM, AM and digital radio bands 

are all available. 

Off-road information is available through the central display and 

repurposes the 360-degree surround-view cameras to show various 

views of the vehicle when off-roading, at up to 10km/h. It is a useful 

feature and a clever use of existing hardware. 

Top and above, L to R: The D-Max’s centre stack layout is clean and functional, and the 

controls are concise and easy to read; The D-Max’s seats, both front and back, feel flat; A 9” 

screen runs both CarPlay and Android Auto 

Below and bottom: A large 8” infotainment display and 7” display between instrument dials 

in the Nissan Navara ST-X give a contemporary feel; Part-leather seats are comfy but lack 

support up the front and the rear bench sits unusually high with little legroom 


MITSUBISHI TRITON GLS 

The Triton’s utilitarian character is underlined by its basic cabin. Cloth 

on the front and rear seats feels cheap to the touch and looks drab, but 

they are well cushioned and surprisingly supportive. 

With GLS trim comes keyless entry and start, an automatic 

driver’s side window, parking sensors front and rear with a rear-view 

camera, dual-zone climate control, automatic headlights and 

rain-sensing wipers. 

Visibility out of the Triton is better than most of its rivals, especially 

over the right shoulder. However, the upswept glasshouse can pinch 

vision on the left side. 

ANCAP rated the Mitsubishi Triton five stars for safety back in 

2015 and the GLS carries seven airbags. Its active safety list includes 

everything from AEB to rear-cross traffic alert, but it cannot be 

equipped with adaptive cruise control. 

Rear occupant comfort suffers from the short thigh supports 

and firm back cushioning. There is good lumbar support, though. 

Floor mats feature in the rear along with two sets of ISOFIX and top 

tether anchors. 

From a practical point of view, the rear doors feature cup holders 

that hold a large bottle, while the centre armrest has two smaller cup 

holders, two USB ports and ceiling-mounted air vents. 

Mitsubishi’s seven-inch (17.8cm) infotainment screen is servicable 

in the Triton GLS and features both wired Apple CarPlay and Android 

Auto capability. Interestingly, it doesn’t have its own satellite navigation 

system but will serve up GPS coordinates if you do ever get stuck in the 

middle of nowhere. 

It has radio and features two 12-volt outlets, two USB-A inputs 

and an HDMI port. While the driver can change audio volume on the 

steering wheel, touch-sensitive controls on the screen itself will no 

doubt annoy passengers. 

The six-speaker stereo system does not impress, sounding tinny 

and unrefined. On the plus side, there’s a dedicated ‘Apps’ button that 

effectively acts as a smartphone mirroring switch. 

The Ranger is basically a set of 

tyres away from excellence 

Top: Visibility out of 

the Triton is better 

than most of its 

rivals; The Triton 

has surprisingly 

supportive but 

cheap-feeling seats 

and rear comfort 

suffers from short 

thigh support 

Above: The Ranger 

scored a five star 

ANCAP rating 

but misses out 

on systems such 

as blind-spot 

monitoring. Interior 

shots were not 

available as of 

going to press 

FORD RANGER XLT 

Overall, the Ranger XLT presents a functional workstation that is ergonomically sound. The seats are more comfortable than some other Ford 

commercial vehicles, such as the Transit, but they are still average. It is worse up back, though, where the rear seats lack contouring and 

support on firm cushions. 

Legroom is class-leading for rear occupants. The front footwells are also generously sized. Features-wise, the XLT makes do with manual 

seat adjustment but has cloth seats, carpet floor coverings, auto headlights and wipers, a leather steering wheel, dual-zone climate control, 

one-touch power window on the driver’s side and keyless entry. 

The Ranger scored five stars in ANCAP crash testing back in 2015, but its equipment list in this area is far from comprehensive. The XLT 

misses out on blind-spot monitoring, rear cross-traffic alert and adaptive cruise control. It features six airbags and forward visibility is okay, 

supported by over-shoulder visibility on both sides. 

Practicality is improved for rear occupants by large cup holders in the doors. But the absence of USB ports or ventilation back there is 

redeemed by a 12-volt power supply, 230-volt inverter and a centre armrest with two small cup holders. For child seats there are also two sets 

of ISOFIX and upper anchorage points. 

Ford’s SYNC3 infotainment system is viewed through the same eight-inch (20.3cm) touchscreen. That means app access, but also a 

swathe of FordPass features that control items like remote air-conditioning priming, remote unlock and a vehicle locator function. 

Slow-to-respond SYNC3 systems are a known problem, but it seems to be luck of the draw whether an individual car is affected and this 

test car has no issues. 

In addition to the main screen, the Ranger also features two multi-function TFT displays within the instrument cluster that can provide 

handy access to various systems. 

This level of customisation is a unique feature that few dual-cab ute rivals can match. Also unique to the Ranger is a USB port near the 

rearview mirror for dashcam connectivity. 


SPECIFICATIONS 

Ford Ranger XLT 2.0 Bi-Turbo 

Isuzu D-Max X-Terrain 

Mitsubishi Triton GLS 

Nissan Navara ST-X 

Toyota Hilux SR5 

BODY 

Rour-door, five-seat ute 

BODY 

Four-door, five-seat ute 

BODY 


BODY 


BODY 


DRIVE 

Rear-/all-wheel 

DRIVE 


DRIVE 


DRIVE 


DRIVE 

Rear/all-wheel 

ENGINE 

1,996cc inline-four-cylinder 

diesel, DOHC, 16v, turbo 

BORE/STROKE 

84 x 90mm 

COMPRESSION 

16:1 

POWER 

157kW @ 3,750rpm 

TORQUE 

500Nm @ 1,750–2,000prm 

FUEL ECONOMY 

7.4L/100km (combined/ 

claimed) 

0–100KM/H 

8.93 seconds (tested) 

WEIGHT 

2,197kg 

POWER/WEIGHT 

72kW/tonne 

TRANSMISSION 

10-speed automatic 

TOWING 

750kg (unbraked); 3,500kg 

(braked) 

PAYLOAD 

954kg 

SUSPENSION 

Struts, A-arms, coil springs, 

anti-roll bar (f); leaf springs, 

anti-roll bar (r) 

L/W/H 

5,446/1,867/1,821mm 

WHEELBASE 

3,220mm 

TRACKS 

1,560mm (f/r) 

STEERING 

Electrically assisted rackand-pinion 

BRAKES 

310mm ventilated discs, 

single-piston calipers (f); 

295mm drums 

WHEELS 

17 x 7.5-inch (f/r) 

TYRES 

265/65R17 112T (f/r) Dunlop 

Grandtrek AT 

PRICE 

$58,990 driveaway ($60,490 

RRP) 

ENGINE 



POWER 

140kW @ 3,600rpm 

TORQUE 

450Nm @ 1,600–2,600rpm 

FUEL ECONOMY 


claimed) 

0–100KM/H 


WEIGHT 

2,130kg 

POWER/WEIGHT 

66kW/tonne 

TRANSMISSION 

six-speed automatic 

TOWING 

750kg (unbraked), 3,500kg 

(braked) 

PAYLOAD 

970kg 

L/W/H 

5,280/1,880/1,811mm 

WHEELBASE 

3,125mm 

TRACKS 

1,570mm (f/r) 

FUEL TANK 

76 litres 

FUEL ECONOMY 

9.7L/100km (as tested) 

SUSPENSION 


anti-roll bar (f); leaf springs, 

dampers, anti-roll bar (r) 

STEERING 


TURNING CIRCLE 

12.5m (3.8 turns lock-tolock) 

BRAKES 

320mm ventilated discs (f); 

295mm rear drums 

WHEELS 

18 x eight-inch (f/r) 

TYRES 

265/60 R18 110T (f/r) 

Bridgestone Dueler H/T 684II 

PRICE 

$59,990 driveaway ($62,900 

RRP) 

ENGINE 


diesel, 16v, DOHC, turbo 

BORE/STROKE 

86.0 x 105.1mm 

COMPRESSION 

15.5:1 

POWER 

133kW @ 3,500rpm 

TORQUE 

430Nm @ 2,500rpm 

FUEL ECONOMY 

8.6L/100km (claimed/ 

combined) 

0–100KM/H 

11.36 seconds 

WEIGHT 

1,990kg 

POWER/WEIGHT 

69kW/tonne 

TRANSMISSION 

Six-speed automatic 

TOWING 

750kg (unbraked) 3,100kg 

(braked) 

PAYLOAD 

910kg 

SUSPENSION 

Double-wishbones, coil 

springs, anti-roll bar (f), leaf 

spring (r) 

L/W/H 

5,305/1,815/1,795mm 

WHEELBASE 

3,000mm 

TRACKS 

N/A 

STEERING 


BRAKES 


single-piston calipers (f), 

295mm drums (r) 

WHEELS 

18 x 7.5-inch (f/r) 

TYRES 

265/60 R18 110H Dunlop 

Grandtrek 

PRICE 

$47,640 

ENGINE 


diesel, DOHC, 16v, twin-turbo 

BORE/STROKE 

85 x 101.3mm 

COMPRESSION 

15.4:1 

POWER 

140kW @ 3,750rpm 

TORQUE 

450Nm @ 1,500–2,500rpm 

FUEL ECONOMY 


combined) 

0–100KM/H 

11.32 seconds 

WEIGHT 

2,134kg 

POWER/WEIGHT 

66kW/tonne 

TRANSMISSION 

Seven-speed automatic 

TOWING 

750kg (unbraked) 3,500kg 

(with brakes) 

PAYLOAD 

1,000kg 

SUSPENSION 

Double wishbones, coil 

springs, anti-roll bar (f), 

multilinks, coil springs (r) 

L/W/H 

5,311/1,850/1,830mm 

WHEELBASE 

3,150mm 

TRACKS 

1,570mm (f/r) 

STEERING 


BRAKES 

Ventilated discs (f), drums (r) 

WHEELS 

18 x seven-inch (f/r) 

TYRES 

255/60 R18 108H Toyo Open 

Country 

PRICE 

$58,270 

ENGINE 



BORE/STROKE 

95 x 95mm 

COMPRESSION 

15.6:1 

POWER 

150kW @ 3,400rpm 

TORQUE 

500Nm @ 1,600–2,800rpm 

FUEL ECONOMY 

7.8L/100km (Claimed/ 

combined) 

0–100KM/H 


WEIGHT 

2,383kg 

POWER/WEIGHT 

63kW/tonne 

TRANSMISSION 


TOWING 


(braked) 

PAYLOAD 

995kg 

SUSPENSION 


springs, anti-roll bar (f); leaf 

springs (r) 

L/W/H 

5,330/1,800/1,815mm 

WHEELBASE 

3,085mm 

TRACKS 

1,510mm (f/r) 

STEERING 

Hydraulically assisted rackand-pinion 

BRAKES 




WHEELS 

18 x 7.5-inch (f/r) 

TYRES 

265/60 R18 110H (f/r) 

Bridgestone Dueler H/T 684 

PRICE 

$59,920 (as tested 

$63,724.50) 


From top: Mitsubishi Triton GLS produces 157kW@3,750rpm; Nissan Navara ST-X produces 

140kW@3,750rpm; Toyota HiLux SR5 produces 150kW@3,400rpm; Isuzu D-Max produces 

140kW@3,600rpm 

SERVICING AND WARRANTY 

Servicing for the Ranger XLT is capped at $299 for the 

first four services before getting more expensive for the 

remaining eight 15,000km intervals. In order to receive 

seven years of roadside assistance benefits, Rangers 

must be maintained at participating Ford service centres, 

where each consecutive visit will award a further 12-month 

membership of the brand’s program. 

The Ford Ranger XLT is covered by a five-year/ 

unlimited-kilometre warranty and, according to Glass’ 

Guide data, after three years a Ranger XLT will retain 56% of 

its purchase price. 

If there is one thing we know about the Toyota HiLux, it is 

that you will fare comparatively well when it comes time to 

sell. Like the Ranger, the HiLux SR5 is said to retain 56% of 

its value after three years. 

Every part, panel and factory-fitted accessory of the 

Toyota HiLux SR is warrantied for five years/unlimited 

kilometres. Servicing can be arranged through the 

myToyota smartphone application. 

Each of the first four visits to Toyota’s service centres 

will set you back $250. As a bonus, if you stick to Toyota’s 

10,000km/six-month service intervals, Toyota will include 

an extra two years of driveline warranty. Pricing for Toyota’s 

roadside assistance program begins at $89 per year. 

The Navara ST-X is covered for five years/unlimited 

kilometres under Nissan’s warranty program and roadside 

assistance is also provided for the first five years of 

ownership. Nissan caps the cost of the first six services, 

which occur at 20,000km intervals. After three years from 

the date of first delivery, the Nissan Navara is expected to 

retain 53 per cent of its initial value. 

Isuzu’s aftersales offering is impressive, with a sixyear/150,000km 

warranty, seven years of roadside 

assistance and seven years of capped price servicing, 

which includes a complimentary three-month or 

3,000km inspection. 

Each subsequent service will occur at 12-month or 

15,000km intervals – whichever comes first. Both the 

capped price servicing and warranty are transferrable to 

subsequent owners and X-Terrain is expected to retain 

49% of its value after the first three years. 

No other manufacturer can touch Mitsubishi when 

it comes to warranty cover, however. Its generous 10- 

year/200,000km warranty applies to its Triton GLS, though 

you must service through the Mitsubishi-approved service 

network throughout the vehicle’s life. 

That is not such a bad thing, as Mitsubishi offers 10- 

year/150,000km capped price servicing to match, but 

note that servicing schedule falls 50,000km short of its 

200,000km warranty, meaning owners will have to front-up 

to full price for the final 50,000km-worth of servicing to 

maintain their warranty. 

For owners who go elsewhere for their Triton servicing 

during the first decade of ownership, the warranty will halve 

to a five-year/100,000km warranty. Roadside assistance is 

included as a courtesy for the first four years as long as the 

Triton is serviced through Mitsubishi’s network. While the 

Triton is by far the cheapest ute here, its resale is also the 

worst, with an expected retained value of 47% after the first 

three years. 


The Ford Ranger 

XLT is definitely the 

sprinting star of our 

assembled group 

FINAL THOUGHTS 

In the final reckoning it is the Mitsubishi 

Triton that brings up the rear in this 

comparison, but it is not quite that simple. As 

many dual-cab utes have increased in price 

and specification, it has allowed the Triton 

to carve out a value-for-money niche, sitting 

above challenger brands like the Ssangyong 

Musso and GWM Ute but below more 

expensive rivals like those here. 

With that in mind, we recommend that 

you forget about the upper reaches of the 

Triton range and stick to a GLX ADAS or 

GLX+, which will leave you with a capable and 

affordable no-frills dual-cab with the peace 

of mind of Mitsubishi’s industry-leading 

warranty. If you are on a more modest budget, 

it is easy to recommend. 

Next in line is the Navara ST-X. Kudos goes 

to Nissan for undergoing a constant process 

of improvement in an effort to rectify the 

shortcomings of the most recent generation, 

particularly in the area of suspension. 

It is a solid performer in all areas, bar 

perhaps its ability to carry loads, without 

being a standout in any specific category. It 

is not a bad ute by any means, but there are 

better offerings. 

Happy news for the tens of thousands 

of Aussies that bought a HiLux last year: it 

is a good ’un. The upgraded powertrain is 

impressive and, while it still trails the best 

in terms of on-road dynamics, it is brilliant 

off-road, unfazed by towing or heavy loads, 

is competitive in terms of running costs and 

drives well enough. 

Then there is the kicker. Not only does a 

HiLux offer top-notch resale, there is still the 

Toyota factor of, wherever you go in this wide, 

brown land, you are likely to find parts and 

support. It is a tough thing to measure in a 

comparison, but it matters to buyers. 

Well done, Isuzu, it is the most improved 

award for you. From coming bottom in our 

last dual-cab megatest, the D-Max is now 

a real player. It is now the industry leader 

in terms of safety equipment, continues its 

reputation of offering a grunty, dependable 

drivetrain along with vastly enhanced 

dynamics and has a much nicer interior. 

There is still room to improve off-road and 

we are not sure the range-topping X-Terrain 

is the sweet spot of the range, but it is an 

excellent dual-cab offering. 

Finally, all hail the king, the Ford Ranger XLT 

Bi-Turbo. The only real blot on its copybook 

is its terrible braking performance, which is 

unacceptable for a vehicle that is increasingly 

being used as family transportation. 

Nevertheless, Ford’s evergreen ute still 

leads the pack in terms of performance and 

on-road dynamics (and it is not particularly 

close), it is excellent off-road and when 

carrying loads, has cutting-edge (for this 

segment) infotainment, great resale and 

decent aftersales support. 

The interior is feeling its age but then the 

Ranger has been around a long time now. 

And that should be the scary thing for its 

competitors, for the all-new Ranger is less 

than a year away. 

THE VERDICT 

1st 

FORD RANGER XLT BI-TURBO 

Likes: benchmark driving experience; 

impressive in all areas 

Dislikes: dreadful braking performance; 

ageing interior 

Score: 8/10 

2nd 

ISUZU D-MAX X-TERRAIN 

Likes: safety kit; grunty engine; much 

improved dynamics 

Dislikes: low-range performance; enough of 

a leap forward? 

Score: 7.5/10 

3rd 


Likes: strong engine; brilliant off-road; 

towing performance 

Dislikes: could be better dynamically; lacks 

some equipment 

Score: 7.5/10 

4th 


Likes: Smooth engine; improved 

suspension; capable off-road 

Dislikes: needs more grunt; suspension still 

struggles with loads 

Score: 7/10 

5th 


Likes: good value; benchmark warranty; 

solid in all areas 

Dislikes: no standout talents; lacks engine 

performance 

Score: 7/10 



Budget Utes 

BUDGET BUYS 

The GWM Ute 

Cannon-L goes 

up against the 

Ssangyong Musso 

XLV Ultimate in the 

budget dual-cab 

ute category 

WORDS SCOTT NEWMAN, 

BYRON MATHIOUDAKIS, 

TOM FRASER, LOUIS CORDONY, 

EVAN SPENCE 

IMAGES ELLEN DEWAR, 

ALASTAIR BROOK AND CRISTIAN 

BRUNELLI 

Dual-cab utes are a bit expensive these 

days, aren’t they? But they do not need 

to be. While, no doubt, we would all 

love to have $70,000 or more to splash on a 

jacked-up trayback, those who have a more 

limited budget need no longer miss out thanks 

to these two – the GWM Ute Cannon-L and 

Ssangyong Musso XLV Ultimate. 

You can drive away in either of these for 

around $40,000, including on-roads. The GWM, 

which stands for Great Wall Motors, costs 

$37,990 driveaway for the mid-spec Cannon-L 

variant we have here, while the Ssangyong, 

even in long-wheelbase XLV guise, lists at 

$41,790 driveaway, which currently includes 

three years of free servicing. 

Do not think these bargain basement 

prices mean you miss out on kit, though. Both 

are fully loaded, with the Musso Ultimate 

offering powered, heated and ventilated front 

seats, HID headlamps, a 360-degree camera, 

smartphone mirroring, front and rear park 

assist, autonomous emergency braking, lane 

departure warning, blind spot detection, lane 

change assist and rear cross-traffic alert. 

The GWM Ute packs even more in, including 

active cruise control, climate control and a 

220v power outlet, though it lacks the Musso’s 

ventilated seats and reach-adjustable steering 

wheel, which are weirdly limited to the top 

spec Cannon-X. Its cabin presents well, with 

a range of leather surfaces and metal-look 

inserts, while the seats are comfortable, with 

plenty of bolstering. 

The lack of steering wheel reach adjustment 

is an ergonomic demerit, as is the T-bar 

gearshifter that can make choosing the right 

gear confusing, while the dead pedal sits 

unusually close and the wide centre console 

eats into legroom. Visibility is hampered by 

thick A-pillars and the rear sports bar but the 

rear seat is relatively comfortable, with good 

under-thigh support. 

Swap into the Musso and it is a similar 

story, though the fact the centre rear seat uses 

only a lap belt is unacceptable in a modern 


vehicle. Forward visibility is improved by 

the separation between the A-pillars and 

the mirrors, but the hard plastics littered 

throughout the cabin make the Ssangyong 

feel a generation old. 

There is no native sat-nav or digital 

radio but it is pretty easy to switch to 

smartphone mirroring and the Bluetooth 

connects quickly. The GWM’s infotainment 

takes a while to launch after jumping into 

the car and its switchgear feels cheap to 

the touch. What is slightly disconcerting is 

that some messages are still displayed in 

Chinese and others are misspelled, such as 

the system “scaning” for a device. 

Both vehicles offer a seven-year/ 

unlimited-kilometre warranty, though the 

Ssangyong’s even covers commercial 

uses, which is impressive confidence in the 

product. GWM offers a five-year/100,000km 

roadside assistance program, available 

24/7 nationwide, though Ssangyong bests 

that with a seven-year deal. It also has an 

advantage with its capped-price servicing 

program, which equates to $375 every 12 

months/15,000km, whereas GWM has yet 

to establish such a program and servicing 

is required every 12 months/10,000km. 

HANDLING AND OFF-ROAD 

PERFORMANCE 

We did intend to tow test these two, 

but the GWM arrived without a tow bar, 

so it was a short-lived idea. Nevertheless, 

with our Turbo Taxi hooked up, the Musso 

is not particularly happy, with a vocal 

engine that struggles with the weight, 

doughy brakes and soft suspension. The 

biggest issue, however, was a general 

lack of rigidity; on rougher roads, the 

body jiggles substantially like it is trying 

to separate from the chassis and adding 

weight to the back does not improve 

matters. 

Unladen, the Musso feels a little better, 

but only up to a certain (relatively low) 

point. Unexpectedly sharp steering conveys 

a sense of sportiness and the powertrain 

feels spritely enough once on the move, 

but there is precious little communication 

through the steering wheel and the soft 

suspension leads to excessive body roll 

and generally skittish, nervous handling. 

It is superior to the GWM, though. There 

has to be a price to pay for the Ute’s 

cage-rattlingly low price and it is found in 

the driving experience. For starters, why 

is it so sluggish? On the road the engine 

feels lazy and off-the-pace, with tardy 

You can drive away 

in either of these 

for around $40,000, 

including on-roads 

acceleration and laggy throttle response. 

The steering is light and responsive, until 

a quick change of direction is required, at 

which point the power assistance fails to 

keep up and the wheel feels like it is stuck 

in concrete. On rougher roads, there is 

excessive and queasy body shake as well 

as plenty of wind and tyre roar. 

Its fortunes do not improve off-road, 

either. The overcomplicated gear lever was 

a particular annoyance in the rough stuff 

where quick shifts from drive to reverse 

and back are required. There are positives, 

though: the traction control system is 

reasonable and hill descent control worked 

well, especially in conjunction with the rear 

locking diff, but the constant clunks and 

bangs from the rear end in tight cornering 

are a cause for concern. 

Nevertheless, it acquits itself better than 

the Ssangyong, which struggles off-road, 

primarily due to a lack of ground clearance. 

It bottoms out constantly, the automatic rear 

diff lock is not as practical as a manually 

selectable one, low-range gearing is not 

ideal and throttle response isn’t particularly 

smooth, either. 

Above: The GWM Ute is a step forward from previous 

offerings, but still lacking in ride, refinement, 

performance and dynamics 

Opposite below: The Ssangyong Musso performs better 

on-road than the GWM Ute but struggles off-road with a 

lack of ground clearance 

THE VERDICT 

1st 

SSANGYONG MUSSO 

ULTIMATE XLV 

Likes: heaps of space; solid if unspectacular 

performance; strong equipment list 

Dislikes: body rigidity; small payload; 

struggles off-road 

Score: 6/10 

2nd 

GWM UTE CANNON-L 

Likes: clever dual-cab touches; looks good 

inside and out; value 

Dislikes: underwhelming powertrain, 

dynamics, ride; lacks interior polish 

Score: 5.5/10 


SPECS 

Ssangyong Musso 

Ultimate XLV 

BODY 

four-door, five-seat ute 

DRIVE 

rear-/all-wheel drive 

ENGINE 



BORE/STROKE 

86.2 x 92.4mm 

COMPRESSION 

15.5:1 

POWER 

133kW @ 4,000rpm 

TORQUE 

420Nm @ 1,400–2,800rpm 

FUEL ECONOMY 


claimed) 

0-100KM/H 


WEIGHT 

2,260kg 

POWER/WEIGHT 

59kW/tonne 

TRANSMISSION 

six-speed automatic 

TOWING 

3,500kg (braked) 

L/W/H 

5,405/1,950/1,855mm 

WHEELBASE 

3,210mm 

TRACKS 

1,640mm (f/r) 

SUSPENSION 

struts, coil springs (f); leaf 

springs (r) 

STEERING 

electrically-assisted rackand-pinion 

WHEELS 

18 x 7.5-inch (f/r) 

TYRES 

255/60 R18 108 H (f/r) 

Nexen N-Priz 

PRICE 

$41,790 driveaway 

The automatic’s shift mapping means it rarely 

holds the right gear on the move 

BRAKING AND LOAD-BEARING 

On the move, the GWM Ute feels like a big 

vehicle propelled by a small motor, which is 

exactly what it is. The two-litre four-cylinder 

turbodiesel produces just 120kW and 400Nm, 

which is not much to motivate 2,100kg of dual 

cab. The smooth-shifting eight-speed auto 

makes the most of the available grunt, but our 

recorded figures of 0–100km/h in 11.38 seconds 

and 60–100km/h in 6.7 seconds are adequate 

at best. 

Adding a load does not help matters, the 

Ute taking 4.5 seconds to accelerate from 

20–60km/h with a 500kg pallet on board and the 

automatic’s shift mapping means it rarely holds 

the right gear on the move. On the plus side, 

the payload is a commendable 1,005kg and the 

spraylined tub is a good size, while the tailgate 

has soft-open gas struts and a handy step 

ladder that folds out to assist access. 

If it is size you want, the Musso is the ute 

for you, the XLV variant adding a whopping 

310mm to the tub’s length compared to standard 

variants. However, while it’s large the payload 

is rated at just 880kg, a deceptive figure in itself 

as the 2,170kg Musso’s 2,980kg gross vehicle 

mass offers just 810kg to be shared between 

passengers, tow ball download and cargo. 

Laden acceleration is better than the GWM 

at 4.2 seconds from 20–60km/h thanks to the 

Musso’s extra grunt; its 2.2-litre four-cylinder 

turbodiesel producing 133kW and 420Nm. This 

does not translate to unladen acceleration, with 

the Ssangyong taking a leisurely 11.46 seconds 

to hit 100km/h and an identical 6.7 seconds 

from 60–100km/h. 

Its braking is a sub-standard 41.51m in the 

dry (anything over 40m is not ideal, even for a 

dual-cab) and 56.78m in the wet, though it is 

better than the GWM’s, which is an alarming 

43.37m in the dry and 58.65m in the wet. The 


Cannon-L’s straight-line advantage is 

down to the more closely-stacked ratios of 

its eight-speed automatic, as the Musso’s 

engine feels stronger with a wider spread 

of available grunt. 


Let us be clear that the GWM Ute is a 

massive, massive step forward from Great 

Wall’s previous offerings and is now on 

the cusp of competitiveness. It has plenty 

of showroom appeal, thanks to a modern 

exterior and interior styling, plenty of 

features and a strong warranty. 

However, from behind the wheel, the 

compromises inherent in the GWM’s 

eye-popping price quickly become clear; 

in terms of ride, refinement, performance 

and dynamics, it still lags well behind even 

a base Triton, which isn’t a million miles 

away in terms of price. 

The Ssangyong performs better, on-road 

at least. If you need to carry big people 

or big stuff, then the XLV offers heaps of 

metal for the money, but the standardwheelbase 

Musso is perhaps a better 

bet for most, its lighter weight improving 

performance and its coil-sprung rear end 

offering better ride and handling. 

In reality, these two don’t compete 

with the established players in the new 

market but instead with second-hand 

examples. For example, $35,000 gets you 

a six- or seven-year-old Hilux or Ranger 

with almost 200,000km on the clock, and 

while, to be honest, those vehicles are 

probably still objectively superior, there is 

a lot to be said for a brand new car with 

up-to-date safety and technology as well 

as a seven-year warranty. 

If that describes your buying situation, 

grab the Ssangyong. 

Above: The Ute’s traction control system is reasonable and hill descent 

control worked well compared to the Musso 

Opposite: Ssangyong’s seven-year/unlimited-kilometre warranty covers 

even commercial use 

SPECS 

GWM Ute Cannon-L 

BODY 

four-door, five-seat ute 

DRIVE 

all-wheel drive 

ENGINE 



BORE/STROKE 

83.1 x 92mm 

COMPRESSION 

16.2:1 

POWER 

120kW @ 3,600rpm 

TORQUE 

400Nm @ 1,500–2,500rpm 

FUEL ECONOMY 

9.4L/100km 

0-100KM/H 


WEIGHT 

2,045kg 

POWER/WEIGHT 

61kW/tonne 

TRANSMISSION 

eight-speed automatic 

TOWING 


L/W/H 

5,410/1,934/1,886mm 

WHEELBASE 

3,230mm 

TRACKS 

1,580mm (f/r) 

SUSPENSION 

double-wishbone, coil 

springs; leaf springs (r) 

STEERING 

electrically-assisted rackand-pinion 

WHEELS 

18 x 7.5-inch (f/r) 

TYRES 

265/60 R18 108 H (f/r) 

Cooper Discoverer HTS 

PRICE 

$37,990 driveaway 



Lifestyle Utes 

OFF-ROAD 

RIPPERS 

A 

WORDS SCOTT NEWMAN, BYRON MATHIOUDAKIS, LOUIS CARDONY AND EVAN SPENCE 

IMAGES ELLEN DEWAR, ALASTAIR BROOK AND CRISTIAN BRUNELLI 

four-way 

showdown 

between lifestyle 

utes for those who 

like to venture on 

the wild side 

It took dual-cab ute 

manufacturers a while to catch 

on that lot of buyers seem to 

immediately modify their utes but 

they have certainly done so now. 

The end result is the four utes you 

see here: the Ford Ranger Raptor; 

Jeep Gladiator Rubicon; Mazda 

BT-50 Thunder; and Toyota HiLux 

Rugged X. We have dubbed these the 

‘lifestyle’ quartet, primarily because 

they are aimed at buyers who want 

to play just as much as they want to 

work. Arguably more. 

How they look is as important 

as what they can do and it is the 

butch, beefed-up Ford Ranger Raptor 

that has clearly been hitting the 

gym hardest. 

It is a whopping 161mm wider 


than a Ranger XLT and wears chunky 285/70 

BF Goodrich All-Terrains. Don’t think it is 

all style and no substance, though, with a 

bespoke rear end and expensive Fox internal 

bypass shock absorbers. 

Equally focused is the Jeep Gladiator 

Rubicon. Essentially a trayed version of 

the iconic Wrangler, the Rubicon is named 

after an iconic US off-road trail and 

equipped accordingly. 

Like the Ranger Raptor, it scores 

Fox shocks (though not to the same 

specification as the Raptor) and aggressive 

BF Goodrich rubber, as well as a Rock-Trac 

on-demand 4x4 system, ultra-low 77.2:1 

crawl ratio, electronic front sway-bar 

disconnect and Tru-Lok front and rear 

locking differentials. A Toorak Tractor 

this is not. 

The HiLux Rugged X doesn’t take offroad 

adventuring quite so seriously but is 

enhanced with heavy duty front springs, a 

snorkel, recovery points at both ends, rock 

rails (side steps), heavy duty front and rear 

bumpers and a front bash plate. 

This is in addition to cosmetic 

enhancements like the new grille, outboard 

driving lights, including front LED light bar, 

and black guard extensions. 

Our last contender is also the newest. 

The BT-50 Thunder was announced during 

our test, with Mazda kindly providing a 

car ahead of launch. It essentially takes 

the range-topping GT and adds plenty of 

accessories, including a steel bullbar with 

LED lightbar, black 18-inch (45.7cm) wheels, 

guard flares, side steps, a rear sports bar 

and electronic roller tonneau. 

Mazda claims the Thunder includes an 

extra $13,000-worth of value, but then it 

is $10,000 more than the GT on which it is 

based, at $65,990 for the six-speed manual 

and $68,990 for the automatic. 

This still makes it our cheapest contender, 

especially as those prices are currently 

driveaway figures, though are expected to 

revert to recommended retail price (RRP) 

in due course. 

Even so, it will still narrowly undercut the 

auto-only HiLux Rugged X at $69,900 RRP, 

while the $76,450 Gladiator Rubicon and 

$77,190 Ranger Raptor are neck-and-neck. 

THE INSIDE TAKE 

Inside, the Gladiator has a sense of 

adventure to its layout that requires some 

unique ergonomic solutions. For instance, 

the removable doors necessitate the 

repositioning of the window switches 

to the centre console. 

The Rubicon-specific leather seats are 

Jeep’s Gladiator Rubicon is essentially a 

trayed version of the Wrangler 

Aimed at buyers who want to play just as 

much as they want to work 

comfortable enough, though the raised 

centre back rest eats into elbow room in 

the rear. Standard equipment includes 

keyless entry and start, parking sensors 

and rear-view camera, dual-zone climate 

control, heated side mirrors and tyre 

pressure monitoring, but the elephant in the 

room is the Gladiator’s three-star ANCAP 

safety rating. 

Every other contender has a five-star 

safety rating, but there are a couple of 

caveats. The Raptor’s five-star rating is a 

legacy of the Ranger’s 2011 test, which is 

extremely out of date. However, Ford has 

continually updated its popular ute with the 

latest active safety toys like autonomous 

The Ford Ranger Raptor includes a a 

Rock-Trac on-demand 4x4 system 

emergency braking (AEB), adaptive cruise, 

lane keep assist and lane departure warning, 

but rear cross-traffic alert and blind-spot 

monitoring are absent. 

The Ranger’s cabin architecture might be 

ageing but the Raptor shines with simply 

superb front seats – the hard, flat rears are 

less impressive – and the leather-wrapped 

steering wheel with straight-ahead marker 

and long metal paddle shifters. 

Other features include dual-zone climate 

control, auto wipers and headlights, a 230v 

power outlet in the rear (but no vents or USB 

ports) and keyless entry and start. 

The next caveat concerns the Mazda. 

The BT-50 was awarded a five-star safety 


ating in 2020 but the Thunder’s 

modifications prevent it carrying 

over. Nevertheless, it still packs every 

active safety feature under the sun, 

including AEB, active cruise (auto 

only), lane keep assist, lane departure 

warning, blind-spot monitoring and 

rear cross-traffic alert. 

Its leather front seats offer 

excellent bolstering but are a bit 

short on under-thigh support; both 

are heated, but only the driver’s 

has power adjustment. Its GT 

base means it is packed with kit, 

including auto wipers and headlights, 

dual-zone climate, keyless entry and 

start, and LED headlights. 

No asterisks need be applied to 

the Toyota, with the HiLux receiving 

its five-star ANCAP rating in 2019. 

It boasts seven airbags and plenty 

of active safety gear, including 

adaptive cruise, lane-keep assist 

and AEB but also drops the ball in 

terms of equipment compared to its 

competitors. 

There is only single-zone climate 

control, no auto wipers and no 

blind-spot monitoring or rear 

cross-traffic alert. You would hope 

that the flagship HiLux would be 

fully loaded. 

The front seats offer decent 

Voice command is also a genuine helper in 

the Ranger Raptor 

support and legroom but the rears 

are hard and flat with less legroom 

than rivals. 

On the plus side there is plenty 

of leather, heated front seats with 

power operation for the driver as 

well as auto LED headlights and 

keyless entry and start. The most 

recent HiLux facelift addressed 

some infotainment shortfalls and 

we are glad to see the reintroduction 

of volume knobs rather than touch 

controls. 

The eight-inch (20.3cm) screen 

offers smartphone mirroring and 

myToyota app integration, which 

is a handy place to store warranty 

and servicing information while 

also offering owners a 4c/litre fuel 

discount at Ampol service stations. 

Navigating between different 

infotainment functions is simple 

thanks to button shortcuts 

surrounding the screen and the 

instrument cluster now features a 

digital speed readout. 

Connecting to Bluetooth is 

Clockwise from top 

left: Ford’s SYNC3 

infotainment system 

includes a genuine 

helper in the form 

of Voice Command; 

The Mazda packs 

every active feature 

under the sun; 

HiLux’s eight-inch 

(20.3cm) screen 

offers smartphone 

mirroring and 

myToyota app 

integration; The 

Jeep’s 8.4-inch 

(21.3cm) Uconnect 

infotainment 

system features 

a large amount of 

functionality and 

customisation 

Right: Mazda BT-50 

Thunder shares 

its equipment 

specification with 

the GT 

Opposite top: Toyota 

HiLux Rugged X’s 

JBL sound system 

is easily one of the 

better dual-cab 

offerings 

easy initially, though subsequent 

connections take longer, but the 

Rugged X’s JBL sound system is 

easily one of the better dual-cab 

offerings, with good clarity and 

strong bass. 

Jeep’s 8.4-inch (21.3cm) Uconnect 

infotainment system features 

a large amount of functionality 

and customisation. There are 

configurable shortcuts along the 


ottom of the screen, depending on 

what features are used most, while the 

system stocks a swathe of off-road 

displays and accessory gauges for the 

hardcore enthusiast. 

There are two USB-A ports, one USB-C 

socket and one 12-volt outlet for connecting 

your own gear, and there is also space to 

connect auxiliary switches should you wish 

to accessorise. 

The infotainment system caters to Apple 

CarPlay and Android Auto users – albeit 

wired – and will also tune to digital radio. 

The standard satellite navigation offers 

clear, detailed maps and is easy to use. 

Many of the ute’s functions, such as heated 

seats and climate control, are controlled 

using the touchscreen. 

Voice command is quick to understand 

spoken instructions and will engage Apple’s 

Siri if an iPhone is connected, rather than 

rely on the native system. Audio and 

media controls, mounted on the back of 

the steering wheel, take some learning to 

understand which button does what. 

Voice command is also a genuine helper 

in the Ranger Raptor, which uses Ford’s 

ubiquitous SYNC3 infotainment system. 

It displays through an eight-inch (20cm) 

touchscreen and incorporates smartphone 

mirroring and a FordPass app that 

integrates with the infotainment to control 

functions, like remote start, vehicle locator, 

fuel level, vehicle health check and live 

traffic updates. 

Using SYNC3 is straightforward but 

certain vehicles can suffer with input lag. 

This is a known problem that can usually 

be fixed with a system reset. Bluetooth 

connection is quick, the sound system is 

strong, and there are two USB-A inputs and 

a 12-volt outlet up front with a 230v outlet 

on the back of the centre console. 

The BT-50 Thunder shares its equipment 

specification with the GT. This means 

a nine-inch (22.9cm) touchscreen 

infotainment unit borrowed from Isuzu that 

has Apple CarPlay/Android Auto capabilities 

as well as native satellite navigation and 

digital radio. It presents as more of an 

aftermarket solution than we would like 

from Mazda, as its in-house MZD Connect 

system is one of the best in the business. 

That said, all the bases are covered with 

quick-select shortcuts to different functions 

along the bottom of the screen. Annoyingly, 

the screen is prone to catching glare, which 

will no doubt irritate some buyers. 

Smartphone mirroring is wireless, though 

there is no wireless phone charging, so you 

will have to plug in to charge up anyway. 

Smartphone mirroring is simple to connect 

initially and the car will ask if you want 

to continue using it after re-entering. 

Front-row occupants are covered by one 

USB-A port and one 12-volt power outlet. 

There are also dual-zone climate control 

and an eight-speaker stereo system to keep 

passengers happy. 

STRAIGHT LINE PERFORMANCE 

It is not only the infotainment that the BT-50 

shares with the Isuzu D-Max. As we have 

alluded to several times, under the skin, the 

two are nigh-on identical. 

The Thunder is a slight exception as its 

accessories add almost 200kg over a BT-50 

GT and almost 100kg over a range-topping 

D-Max X-Terrain, to the detriment of 

performance and dynamics. 

The three-litre turbo-diesel is a 

strong, torquey unit but it has a lot of 

ute to motivate, taking 10.84 seconds to 

reach 100km/h and 6.3 seconds from 

60–100km/h as an overtaking test. 

The engine becomes vocal, even raucous, 

above 3,500rpm, with quite a narrow 

powerband. The ride isn’t super polished 

and the electronic stability systems are a 

little over-zealous. 

But, it stops impressively for a dual-cab, 

taking 38.82m to stop from 100km/h in the 

dry and an average of 52.74m over three 

runs in the wet; the average used to avoid 

surface inconsistency. 

Under acceleration, the Ranger Raptor 

is virtually identical to the BT-50, being 

a solitary hundredth of a second slower 

to 100km/h (10.85 seconds) but a tenth 

quicker from 60–100km/h, the benefit of 

having 10 gears instead of six. 

Ford’s two-litre twin-turbo diesel is an 

impressive performer in lighter Ranger 

variants but it is out of its depth when 


The Gladiator has a sense of adventure 

to its layout 

tasked with 2,332kg of Raptor. The massive 

BF Goodrich rubber does not help, either, 

and is a genuine liability under brakes, with 

the Ford taking a truly appalling 46.16m 

to stop from 100km/h in the dry and a 

diabolical 61.45m in the wet. 

Yet, it’s not the worst. The Gladiator 

Rubicon, wearing the same rubber as 

the Ranger Raptor, takes a slightly better 

(damning with faint praise) 44.2m to stop 

in the dry but a whopping 66m in the wet. 

It seems to sail across the surface like it 

is coated in Teflon, accompanied by the 

furious yet fruitless attempts of the ABS 

to find grip. 

Of course, tyres make a huge difference 

in these sort of tests and this is the price 

to be paid for off-road prowess. That in 

itself is fine, as long as buyers and drivers 

understand the level of compromise that 

this focused rubber requires. Put it this way: 

at the point at which the BT-50 Thunder 

has stopped in the wet, the Gladiator is still 

traveling 44.8km/h. 

The Jeep is somewhat more alarming 

as it is capable of genuine pace, the grunty 

209kW/347Nm 3.6-litre V6 propelling it 

to 100km/h in 9.18 seconds and from 

60–100km/h in 5.2 seconds, accompanied 

by a howl that is not a million miles away 

from a Nissan 370Z. 

Its heavy off-road focus costs it 

dynamically – there’s a reason no sports 

cars use solid axles at both ends – with 

lifeless steering, ponderous handling and a 

loose, top-heavy feeling through tight turns. 

The on-road ride is poor, but switch 

to gravel and the situation improves; the 

Gladiator shrugging off road imperfections 

and the electronic speed controller (ESC) 

keeping everything pointed in the right 

direction. 

A predilection towards the rough stuff 

does not automatically mean sacrificing 

on-road manners, though. 

Ford’s flagship Raptor is head and 

shoulders above the rest dynamically. Its 

substantial weight and all-terrain tyres cost 

it in terms of outright handling, but its tuning 

instils a sense of confidence combined with 

truly plush ride quality. 

The HiLux is a strong performer, its 

upgraded 150kW/500Nm engine feeling 

enthusiastically grunty. Granted, 0–100km/h 

in 10.7 seconds is not going to set too many 

hearts racing. 

But, with competitive overtaking 

acceleration (60–100km/h in 5.8 seconds), 

it feels stronger than the numbers suggest. 

It struggles to arrest itself as impressively, 

though; its 39.7m dry effort from 100km/h is 

okay but the 57.5m wet result is poor. 

OFF-ROAD RIDE 

Previous versions of Toyota’s best-selling 

ute have seemed incapable of possessing 

both decent dynamics and a comfy ride, but 

the recent facelift’s steering modifications 

make it quite a nimble handler, cornering 

with accuracy and control. You could almost 

call it fun. 

Away from smooth roads, however, the 

stiff suspension results in a jittery ride that 

feels agricultural compared to the far more 

sophisticated Raptor. Road and tyre noise 

are also ever-present and the ESC is far 

too intrusive on loose surfaces. There are 

dual-cabs with worse ride and refinement 

issues, but none that command the elevated 

price tag of the HiLux. 

The script flips completely off-road. No 

vehicle is more of a candidate for larger 

tyres than the Rugged X, but that is its only 

letdown off-road. The HiLux traction control 

is first class, pulling it through everything, 

even on small highway tyres, and 4x4 

activation was quick and easy with excellent 

low-range gearing. 

But even the Toyota’s excellence is no 

match for the Jeep. In terms of pure off-road 

prowess, you would be hard-pressed 

to find a more capable vehicle than the 

Gladiator Rubicon. Front and rear locking 

differentials, tremendous low-range gearing, 

a disconnecting front anti-roll bar and mud 

terrain tyres are a recipe for success. The 

Gladiator is a bit long for some tight tracks, 

but it never appears to even lose traction. 

Engaging 4x4 is simple via an old-school 

lever and the Jeep is only some larger tyres 

and a slight suspension lift away from being 

completely unstoppable off-road. 

Undermining the Raptor’s off-road ability 

is its width. This not only hampers it on 

narrow tracks but it means it will not sit in 

the wheel ruts of other vehicles. 

Apart from this, it makes a strong 

case, with easy 4x4 engagement, various 

traction control modes to play with, those 

fantastic seats and great traction thanks 

to those chunky tyres. While it is not as 

outright capable as the Jeep, it is still very 

accomplished and an absolute hoot to drive, 

eating washouts for breakfast. 

Mazda has pitched the Thunder more 

as a weekender than a hardcore off-roader 

but its D-Max underpinnings mean it is still 

capable. The traction control cannot match 

the HiLux but the rear diff lock gets you out 

of trouble and the engine produces plenty of 

torque down low. Only the firm suspension 

offers room for improvement – something 

easily fixed via the aftermarket. 

Top: The Jeep Gladiator Rubicon rides better off- than 

on-road 

Below: The Ford Ranger Raptor’s stopping distances are 

a letdown 


SPECIFICATIONS 

Ford Ranger Raptor 

Jeep Gladiator Rubicon 

Mazda BT-50 Thunder 

Toyota HiLux Rugged X 

BODY 


BODY 


BODY 


BODY 


DRIVE 

Rear-/all-wheel drive 

ENGINE 

1,995cc four-cylinder diesel, 

DOHC, 16v, twin-turbo 

BORE/STROKE 

84 x 90mm 

COMPRESSION 

16:1 

POWER 

157kW @ 3,750rpm 

TORQUE 

500Nm @1,750–2,000rpm 

FUEL ECONOMY 


combined) 

0-100KM/H 


WEIGHT 

2342kg 

POWER/WEIGHT 

67kW/tonne 

TRANSMISSION 

10-speed automatic 

TOWING 


SUSPENSION 


springs, anti-roll bar (f) 

Watts-link, coil springs (r) 

L/W/H 

5,398/2,028/1,873mm 

WHEELBASE 

3,220mm 

TRACKS 

1,710mm (f/r) 

STEERING 


BRAKES 


two-piston calipers (f); 


single-piston calipers (r) 

WHEELS 

17 x 8.5-inch 

TYRES 

285/70 R17 116/113S 

BFGoodrich All-Terrain 

T/A KO2 

PRICE 

$77,190 

DRIVE 


ENGINE 

3,604cc V6, DOHC, 24v 

BORE/STROKE 

96 x 83mm 

COMPRESSION 

11:3:1 

POWER 

209kW @ 6,400rpm 

TORQUE 

347Nm @ 4,100rpm 

FUEL ECONOMY 


combined) 

0-100KM/H 


WEIGHT 

2,215kg 

POWER/WEIGHT 

94kW/tonne 

TRANSMISSION 

Eight-speed automatic 

TOWING 


(braked) 

SUSPENSION 

Solid axle, link coil, leading 

arms, track bar, coil springs, 

stabiliser bar (f) solid axle, 

link coil, trailing arms, track 

bar, coil springs, stabiliser 

bar (r) 

L/W/H 

5,591/1,894/1,909mm 

WHEELBASE 

3,488mm 

TRACKS 

1,636mm (f/r) 

STEERING 


BRAKES 


two-piston calipers (f); 


single-piston calipers (r) 

WHEELS 

17 x 7.5-inch (f/r) 

TYRES 

255/75 R17 111/1080 

BFGoodrich mud terrain 

T/A KM2 

DRIVE 


ENGINE 

2,999cc inline-four cylinder 


POWER 

140kW @ 3,600rpm 

TORQUE 

450Nm @ 1,600–2,600rpm 

FUEL ECONOMY 

8.0L/100km (auto combined/ 

claimed) 

0–100KM/H 


WEIGHT 

2,213kg 

POWER/WEIGHT 

63kW/tonne 

TRANSMISSION 


TOWING 


(braked) 

PAYLOAD 

887kg 

L/W/H 

5,470/1,880/1,790mm 

WHEELBASE 

3125mm 

TRACKS 

1,570mm (f/r) 

SUSPENSION 


anti-roll bar (f), leaf springs, 

dampers, anti-roll bar (r) 

STEERING 


BRAKES 



295mm rear drums (r) 

WHEELS 

18 x 7.5-inch (f/r) 

TYRES 

265/60 R18 110T (f/r) 

Bridgestone Dueler H/T 684II 

PRICE 

$65,990 (manual); $68,990 

(auto) 

DRIVE 


ENGINE 

2,755cc inline-four cylinder 


BORE/STROKE 

92 x 103.6mm 

COMPRESSION 

15.6:1 

POWER 

150kW @ 3,400rpm 

TORQUE 

500Nm @ 2,800rpm 

FUEL ECONOMY 


combined) 

0-100KM/H 

10.7 second (tested) 

WEIGHT 

2,316kg 

POWER/WEIGHT 

65kW/tonne 

TRANSMISSION 


TOWING 


(unbraked) 

SUSPENSION 


springs, anti-roll bar (f), live 

axle; leaf spring (r) 

L/W/H 

5,350/1,935/1,815mm 

WHEELBASE 

3,085mm 

TRACKS 

1,535/1,550mm (f/r) 

STEERING 


BRAKES 

319mm ventilated disc, 

single-piston calipers (f), 


WHEELS 

18 x 7.5-inch (f/r) 

TYRES 

265/65 R17 112S AT25 

Dunlop Grandtrek 

PRICE 

$69,990 

PRICE 

$76,450 


SERVICE 

The Ranger Raptor might be our most expensive participant but it also resists depreciation the best, with Glass’ Guide suggesting it will retain 58% of its value after three 

years, though that is a figure the HiLux Rugged X matches. Our other two contenders are new enough that resale data does not yet exist, though the 50% estimation for 

the BT-50’s D-Max twin provides some clue. 

Mazda offers a five-year/unlimited-kilometre warranty as well as roadside assistance for the same period. Capped-price servicing covers the first seven services 

at 15,000km intervals, though the pricing varies depending on the exact distance covered – Mazda’s website provides greater detail. Ford likewise offers a five-year/ 

unlimited-kilometre warranty and its roadside assistance program extends up to seven years as long as the Ranger Raptor is serviced at an official Ford dealership. The 

first 12 services are capped in price with work required every 12 months or 15,000km; the first four are $299 and prices increase from there. 

Like these two, Toyota has a five-year/unlimited-kilometre warranty, but as long as you stick to the servicing schedule an extra two years of driveline warranty will be 

tacked on, for a total of seven years. The first four services are capped at $250 each but are required at intervals of six months or 10,000km. Toyota also charges for its 

roadside assistance program, which starts at $89 per year. 

Jeep warranties the Gladiator Rubicon for five years/100,000km and offers a roadside assistance program for the same period, though it will extend this by 12 months 

each time the vehicle is serviced at an official Jeep dealership. The first five services are capped at $399 and occur at intervals of 12,000km or 12 months. 

Added extras 

reduce the 

Thunder’s 

payload 

Top: Both Ford 

(left) and Mazda 

(right) offer a 

five-year/ 

unlimitedkilometre 

warranty 

Above 

clockwise: 

Mazda BT-50 

Thunder, Ford 

Ranger Raptor, 

Jeep Gladiator 

Rubicon and 

Toyota HiLux 

Rugged X. The 

Thunder came 

out best in the 

laden test 

LOADING AND TOWING 

Those added extras reduce the Thunder’s 

payload to 887kg but that is still the best 

here and, while it sports a full plastic tub 

liner, two tie-down points, an LED work light 

and electronic hard tonneau, the latter’s 

storage cartridge cuts load length from 

1,455mm to 1,240mm and prevents the 

tailgate closing when our 500kg payload 

test pallet is loaded. 

The powertrain doesn’t struggle with 

the extra weight, though 4.4 seconds from 

20–60km/h is the slowest on test, but the 

front-end can feel a little nervous. Attach 

a trailer, in this case carrying our Turbo 

Taxi, and the Thunder takes 7.3 seconds to 

accelerate from 20–60km/h. It pulls well, 

even with the extra weight, and the steering 

does not suffer to the same degree as when 

loaded directly. 

Both the HiLux Rugged X and Ranger 

Raptor are big old beasts, weighing in 

2,316kg and 2,342kg respectively. As 

such, their payloads are limited to 734kg 

and 748kg, which means our 500kg pallet 

and a couple of passengers would have 

them very close to their allowable gross 

vehicle masses. 

The Ranger’s tub is well-proportioned 

and wider than the category average, while 

also including a 12-volt power supply, 

spring-loaded tailgate, load area lighting 

and spray-in liner with four tie-down points. 

It accelerates from 20–60km/h in 4.2 

seconds when loaded, the transmission 

shifting well under hard acceleration 

but struggling to retain its composure in 

normal driving. 

The Raptor’s lovely ride quality also 

vanishes when laden and it suffers from 

poor body control. It is a similar story when 

towing; its rear end is not designed for 

heavy loads and sags significantly when a 

trailer is attached, evidenced by its 2,500kg 

towing maximum, though it remains 

relatively brisk with a 6.7 second result from 

20–60km/h. 

The Gladiator should not be the first 

choice for those who need practicality. Its 

tub has heaps of tie-down options (four 

fixed, four adjustable), two work lights and 

a spray-in tub liner, but the space is on 

the shallow side and the gate width is just 

1,260mm. A 620kg payload also hampers 

it and, while the engine’s grunt shrugs off 

the 500kg pallet, taking just 3.4 seconds to 

accelerate from 20–60km/h, its relative lack 

of torque makes it trickier on the move and 

the suspension pitches forward dramatically 

over bumps. 

A trailer does not faze it either, with a 

benchmark 6.3 second 20–60km/h result, 

but the gearbox is a handicap, constantly 

holding the engine at 5,000rpm rather than 

smoothly shifting to the next year. The 

live-axle set-up also does not help, requiring 

constant steering input on the move. One for 

occasional towing duties only. 

When it comes to load lugging, the 

Toyota is the clear winner from this group. 

The tub is about category average with four 

tie-down points and a plastic liner, though 

a soft-drop tailgate would be nice at this 

price point (it is standard on the GWM Ute). 

Acceleration is reasonable with a 4.2 second 

20–60km/h effort, but out on the road it 

feels balanced, the rear barely dipping when 

laden. This excellence continues when 

towing, with impressive manners both under 

acceleration (7.2 seconds from 20–60km/h) 

and in corners. 


Jeep warranties 

the Gladiator 

Rubicon for five 

years/100,000km 

THE VERDICT 


When all said and done, the Toyota 

HiLux Rugged X is the winner of this 

test, but let us start from the bottom. 

The Jeep Gladiator Rubicon scores 

the wooden spoon but then, given 

its focus, this is not surprising. It is 

designed to dominate off-road and 

that is exactly what it does, but just 

be aware that there are sacrifices 

to be made in terms of on-road 

dynamics, practicality and safety. 

Cool thing, though. 

Again, a holistic dual-cab view 

does not play to the Ranger Raptor’s 

strengths. If you want a workhorse, 

you will be much better served with 

a regular Ranger like an XLT or a 

Wildtrak, but if you want a weekender 

to tow a jetski and carry a family, 

then the Raptor is brilliant. It offers 

unparalleled ride comfort, plenty 

of kit, solid on-road dynamics and 

unbeatable high-speed, loose-surface 

behaviour. If only it had a beefier 

engine, but for that we will need to 

wait for next year’s all-new Ranger. 

Best of the rest is the Thunder, 

but this position is more down to 

the fundamental excellence of the 

BT-50 package rather than any 

Thunder-specific attributes. 

In fact, you could argue that 

the Thunder is Mazda’s ute at its 

weakest. The accessories might 

(MIGHT!) add some street-cred 

but they also negatively impact 

performance, dynamics, economy and 

value. We would stick with an XTR or 

GT and add your own accessories. 

This leaves the Toyota HiLux 

Rugged X as the top dog but it is 

not a spot it occupies by default. It 

could, and should, be better in terms 

of dynamics, comfort and equipment, 

but it is brilliant off-road, the new 

engine is a powerful unit, it is unfazed 

by payloads or towing and has 

outstanding resale. The tweaks made 

as part of the recent update have 

elevated it to a level that is worthy 

of its reputation. 

Toyota’s HiLux Rugged X came out top in the comparison 

1st 

TOYOTA HILUX RUGGED X 

Likes: great off-road; powerful engine; 

workhorse ability 

Dislikes: under-specced; on-road dynamics 

Score: 7.5/10 

2nd 

MAZDA BT-50 THUNDER 

Likes: impressive all-rounder 

Dislikes: Thunder additions subtract more 

than they add 

Score: 7.5/10 

3rd 

FORD RANGER RAPTOR 

Likes: ride quality; fun factor; looks 

Dislikes: needs more engine; towing 

payload struggles 

Score: 7.5/10 

4th 

JEEP GLADIATOR RUBICON 

Likes: unbelievable off-road; cool factor; 

grunty engine 

Dislikes: heavily compromised on road; 

safety 

Score: 6.5/10 



Off-road 

OFF-ROAD 

SCORE: 5/10 

GWM UTE CANNON-L 

We were excited to take the GWM Cannon-L off-road, but that excitement didn’t 

last long. The gear selector was a particular annoyance as it is over-complicated 

and not what you want in a 4x4 where quick shifts from drive to reverse are 

required. It was also slow to engage 4x4, which is not ideal. 

On the upside, traction control response seemed adequate and it was able 

to get through our test course, just not as easily as other utes, due to its poor 

ramp-over angle. Hill-descent control worked well and when combined with the 

rear selectable locker, mild off-roading is within the GWM’s reach. 

As a side note, and we are still not sure what happened here, but the Cannon 

was making some awful clunks and bangs from the rear-end when making 

tight turns in our off-road test. The radio also decided it didn’t want to turn off, 

requiring the vehicle to be switched off and back on again. 

SSANGYONG MUSSO 

UNLIMITED XLV 

The Musso struggled in the off-road test, due mainly to a lack of ground 

clearance. It bottomed out more than any other ute and was the only one that 

didn’t make it up our steep test climb at the first attempt. 

Thankfully there are aftermarket suspension lift kits available to fix the ground 

clearance issue, but the Ssangyong’s automatic rear diff lock is not as practical as 

being able to manually activate the locker when required. 

Low-range gearing was also a weak point, having to rely on hill-descent control 

to come back down our steep test hill, though the system worked fairly well. The 

engine feels really peaky too, making smooth progress more difficult than others 

being tested. 

SCORE: 5.5/10 


COMPARISON 

Eleven utes from Ford, GWM, Isuzu, 

Mazda, Mitsubishi, Nissan, Jeep, 

SsangYong and Toyota were put through 

the ultimate off-road comparison test 

WORDS EVAN SPENCE 

Four-wheel drives are meant to be used off-road, so we devised a 

comprehensive off-road test loop to see which dual-cab ute was the 

most capable in low-range 4x4. 

Our test course was made up of mud, steep hill climbs and descents, 

rutted-out wombat holes and a water crossing, as well as some faster 

corrugations, to gain an understanding of how each ute held together over 

traditional Australian off-road terrain. 

This was an accurate representation of what we feel most dual-cab owners 

will be putting their own vehicles through. It is also a back-to-back comparison 

designed to highlight any shortcomings or highlights of each 4x4. 

SCORE: 7/10 

MAZDA BT-50 THUNDER 

The BT-50 Thunder from Mazda is a more lifestyle-oriented ute but when you look 

past the steel bullbar and flares, it is essentially a D-Max. Which is a good thing. 

As per the D-Max, traction control was not top of the field but the rear diff lock 

made up for any shortcomings. 

The revered 4JJ3 three-litre motor produces torque down low where you want 

it, allowing for smooth and easy going when negotiating rough terrain. 

The suspension does feel firm as per the D-Max and is something we would 

personally be upgrading if we were in the market. 4x4 engagement is simple and 

effective, grabbing low-range the first time (as it should). 


The first thing you notice about the Triton off-road is how nimble it is, thanks to 

the shorter wheelbase and narrower dimensions. It is also packed with clever 

off-road features, such as Super Select, which allows you to run in 4x4 high range 

(with the centre differential unlocked) on-road. 

It also has various terrain modes available, including rock, gravel, mud/snow 

and sand. These, combined with the rear differential lock and decent traction 

control system, meant the Triton went everywhere we wanted it to go. 

4x4 engagement did take a few turns to get locked in and the low-hanging rear 

differential vibration damper did touch down on a few occasions. Suspension 

travel in the front end is also limited and the brakes suffered after driving through 

heavy mud. Otherwise, it felt like a little tractor, in a good way. 

SCORE: 7/10 


SCORE: 7/10 


While the suspension in the Navara felt soft when towing, it was at home on our 

off-road test track. Soft and flexible, which is just what you want. The available 

gearing was also sensational, seeing the Navara crawling down steep slopes at a 

snail’s pace. 

At no stage did it bottom out either – and we tried our best to unsettle it. Heavy 

steering was again a letdown, although this is something you would naturally get 

used to. 4x4 activation was not smooth, requiring a few attempts to get it into 

low range but when it was locked in, the Navara performed well off-road with 

a competent traction control system getting power to the ground. We see the 

Navara as a bit of an underdog and feel that, with a suspension upgrade, it would 

be a handy off-road performer. 

ISUZU D-MAX TERRAIN 

The heart of any D-Max is the engine offered and we found the low-down torque 

from Isuzu’s three-litre motor to be perfectly suited to the transmission. While 

the traction control system found in the D-Max is not as good as the HiLux’s, you 

are able to coax every last inch of grip from the tyres by using that low-down lazy 

power to your advantage. 

Like the Triton, the Isuzu feels tractor-like in a good way. The suspension offers 

decent – if not best-in-class – wheel travel and rode firmly over undulations 

when unladen. It was great to see a rear differential lock fitted to the D-Max, as it 

dramatically improves off-road capability over the previous generation. 

4x4 engagement was smooth and really easy via a simple rotary dial and, when 

locked in low range, engine braking was slow and controlled on descents. 

SCORE: 8/10 

SCORE: 7.5/10 


Compared to the Ford Ranger, the SR5 HiLux definitely rode firmer on rough 

terrain. The steering also felt heavier, but not by much. As per the Rugged X, the 

traction control system found in the HiLux is nothing short of amazing off-road. 

The second you feel a tyre slip, it stops it and sends drive to the tyre with 

grip. Gearing is also sensational, providing plenty of pulling power up hills and 

wonderful engine braking down them. 

4x4 engagement was quick and easy, with no real annoyances to mention. 

This platform has been around a few years now and, with this most recent update, 

Toyota has in my opinion created the most capable HiLux yet. It is a brilliantly 

effective 4x4, even in stock trim. 

FORD RANGER XLT BI-TURBO 

First impressions when driving the Ranger XLT off-road are how planted it is. The 

suspension is well-suited to undulations and is compliant when the going gets 

tough. Four-wheel drive engagement was quick and easy. However, we did catch 

the low factory side-steps a few times. 

Steering and brakes felt excellent, and gearing options available from the 

10-speed transmission made it feel like there was a ratio for any situation. The 

motor felt torquey when combined with said gearbox but, from experience, we 

know the older 3.2 offers more low-down grunt off-road. 

Our main gripe is that the traction control is not as good off-road as the HiLux; 

it is good but not HiLux good. And that is being really critical. 

SCORE: 8.5/10 


SCORE: 8.5/10 

FORD RANGER RAPTOR 

The very first thing you notice about the Ranger Raptor is how wide it is. We drove 

the Raptor second-last out of the field and it simply did not want to sit in the 

wheel tracks carved out by 4x4s we had already tested. 

Engaging low-range 4x4 was simple and easy, with various traction control 

modes to play with depending on the terrain you are driving. Special mention must 

go to the seats, with those supporting side bolsters holding you in place no matter 

how rough the going gets. 

Speaking of rough terrain, the Raptor’s suspension went through washouts 

like they weren’t there. This was by far the fastest vehicle through the test course, 

without even trying. Traction was great thanks to the BFG all-terrains but, in terms 

of pure 4x4 ability, it is not the most capable here. It is still very accomplished, 

though, and was great fun to drive. 

TOYOTA HILUX RUGGED X 

We are a fan of the factory accessories fitted to the Rugged X, especially the rock 

sliders that work really well. It must be said, though, I have never seen a vehicle 

that is more of a candidate for larger tyres than the Rugged X. It’s begging for 

them! That is its only letdown off-road. 

As expected, the traction control system found in the HiLux range is first class, 

pulling the HiLux through everything, even on its small highway terrain tyres. 4x4 

activation was quick and easy, with excellent low-range gearing available. 

With a bigger set of tyres and a basic suspension lift, you would have a 

practical ute day-to-day and a capable 4x4 for the weekends. That is all it needs, 

really, thanks to the factory fitted bar work and recovery points. 

SCORE: 8.5/10 

SCORE: 9/10 

We are a fan 

of the factory 

accessories fitted 

to the Rugged X 

JEEP GLADIATOR RUBICON 

In terms of pure off-road prowess, you would be hard-pressed to find a more capable vehicle than the Gladiator. 

Front and rear locking differentials, tremendous low-range gearing, a disconnecting front sway bar and mud 

terrain tyres are a recipe for success. 

And while the Ford Ranger Raptor felt wide on the tracks, the Gladiator felt long. This was its only real issue 

during our testing. Some larger tyres and a bit of suspension lift will fix this. The Gladiator in Rubicon trim did not 

slip a wheel the entire time; traction levels were simply incredible. 

4x4 engagement was via a simple old-school lever, which was great to see, and the interior – while cramped 

– is easy to clean after a day on the tracks. So, while not perfect, with a few simple tweaks the Jeep Gladiator 

Rubicon would be unstoppable off-road. 

CONCLUSION 

Virtually all these utes are capable 

of dealing with the off-road needs 

of most buyers, though it might pay 

to limit your enthusiasm with the 

Ssangyong and GWM. However, of the 

main volume-selling utes, the Toyota 

HiLux is clearly the most capable 

in the rough stuff, thanks primarily 

to its outstanding traction control 

calibration, though each has its 

own strengths. 

For those who like to venture further 

off the beaten track, the Ranger Raptor 

and, in particular, the Jeep Gladiator 

Rubicon, are amazing for standard 

vehicles and would need only a 

couple of aftermarket tweaks to tackle 

anything even the most hardcore 

off-roader could throw at them. 


STRONG CLAIMS FOR RECORD 

TRUCK SALES TERRITORY 

HALF-WAY MARK FOR 2021 THROWS DOWN GAUNTLET TO 2018 PEAK 

NEWS Inside the Industry given 2018’s 121/560 more than a fright. 

Commercial vehicle observers viewing the 

bumper 2018 sales performance could 

have been excused for thinking that was a 

peak that would take a while to surmount. 

But, if the trend revealed in Truck Industry 

Council (TIC) T-Mark statistics says 

anything, it is to confirm that record years 

are now perhaps only three years apart. 

June’s 4,741 units of all sizes make for a 

first half of 19,920 and this compares with 

2018’s 4,231 and 19,970. 

That year ultimately saw a total of 

41,628 vehicles sold, with the second half 

accelerating to 21,658. 

If the impetus behind this June’s 

510-unit lead over June 2018 holds firm, 

the record will be in peril. 

Of the top-sellers, Isuzu gained 1,085 

sales in June for a year to date (YTD) of 

4,768. While that compares very favourably 

indeed with 2018’s 1,059/4,719, the month 

is a touch below last June’s 1,170, even if 

the previous YTD was ‘only’ 4,052. 

Hino is in rare air also, at 761/3,203, 

compared with 2018’s 569/2,660 and last 

year’s 752/2,588. 

So, too, Fuso with 568/2,179 against 

2018’s 414/2,028 and last year’s 450/1,577. 

HEAVY-DUTY 

While it might be noted that this June’s 

heavy-duty totals, at 1,374/5,790, are 

behind those of 2018’s 1,433/6,820 and will 

struggle to surpass them in December, they 

are still holding up very well. 

They are in the ballpark of 2019’s 

1,288/6,422 – a year where the second 

half was marked by a general economic 

slowdown – and better than last year’s 

1,134/4,919. 

In a sign of what might be underlying 

bullishness, segment leader Kenworth’s 

June was better than 2018’s with 325/1,203 

versus 271/1,333. 

Volvo’s doldrums continue, though it 

retains second place at 147/781, below 

2018’s 240/1,009 and last year’s 185/818. 

This leaves it just ahead of a jostling 

pack of three, last month led by 

Mercedes-Benz at 139/596, which has 

"Bulldog fanciers 

will be unnerved by 

Mack’s performance" 

Scania is consolidating in the top five; 

its 122/576 a solid lead over its 2018 of 

101/455. 

Meanwhile, Isuzu’s 118/630 is actually 

not as strong as 2018’s 159/868, though 

close to 2020’s 124/619. 

Looking back at 2018 could be poignant 

recently and historically for lovers of certain 

high-profile makes. 

Western Star’s tribulations are 

well-known and its upgrade can’t come 

fast enough, though die-hard fans kept 

things steady. This June’s 42/162 is at 

least comparable against 2018’s 35/182. 

But bulldog fanciers will be unnerved 

by Mack’s performance, with June’s 

66/294 entirely underwhelming compared 

with 2018’s 110/544 – usually a top five 

performer, it was down to eighth last month. 

Instead, unheralded makes are making a 

play. Witness Fuso’s 88/280 against 2018’s 

61/246 and Hino’s 79/316 against 66/283 – 

DAF, too, with 61/239 against 47/207. 

MEDIUM-DUTY 

While 2018 was the signature year 

for medium-duty truck sales, a 

complicating matter is that 2020 

was excellent and perhaps paved 

Mercedes-Benz had a good June sales-wise 

the way for this year’s healthy situation. 

June comes in at 834/3,537, against 

2018’s bumper 894/4,084 and last year’s 

897/3,265. 

Hino’s local representatives will cheer 

its chart-topping month being another 

highlight in its bid to unseat Isuzu in 

this segment. 

Hino’s 293/1,249 sees it trading punches 

with Isuzu, at 286/1,336, in a fight more 

even than in 2018, when Isuzu scored 

391/1,601. But it is worth recalling that, this 

time last year, Hino was at 334/1,104 to 

Isuzu’s 348/1,320. 

It’s quite a fight. 

LIGHT-DUTY 

Whatever happens elsewhere, Isuzu is 

unassailable in the light-duty segment. 

Hino is the challenger here as well and 

has made inroads on occasion, such as last 

month when it came within nine units of 

winning the month: 241 to 249. 

But, while Hino is nothing if not tenacious, 

the weight division champion is that for a 

reason, with June coming in at 681/2,802 

against Hino’s 389/1,638. 

Compare this with Isuzu’s 2018 figures of 

508/2,250 and Hino’s 271/1,285, along with 

Fuso’s 289/1,286 against 2018’s 226/1,182, 

and the truck-sales impetus is obvious. 

Of the segment totals, June saw 

1,620/6,870 compared with 2018’s 

1,304/6,021 and last year’s 1,583/5,255. 

Another annual segment record looks 

set to fall here. 


HEAVY VEHICLES – MONTHLY SALES 

WESTERN STAR 

42/3.1% 

DAF 

61/4.4% 

DENNIS EAGLE 

30/2.2% 

FREIGHTLINER 

30/2,2% 

SCANIA 

122/8.9% 

UD TRUCKS 

56/4.1% 

VOLVO 

146/10.6% 

June 

MARKET 

SHARE 

FUSO 

88/6.4% 

ISUZU 

118/8.6% 

HINO 

79/5.7% 

HYUNDAI 

1/0.1% 

INTERNATIONAL 

4/0.3% 

MERCEDES-BENZ 

139/10.1% 

MAN 

24/1.7% 

MACK 

66/4.8% 

KENWORTH 

325/23.7% 

IVECO 

43/3.1% 

MEDIUM VEHICLES – MONTHLY SALES 

IVECO 

8/1% 

MERCEDES-BENZ 

15/1.8% 

MAN 

14/1.7% 

UD TRUCKS 

12/1.4% 

VOLVO 

6/0.7% 

DAF 

8/1% 

ISUZU 

286/34.3% 

FUSO 

182/21.8% 

June 

MARKET 

SHARE 

HYUNDAI 

10/2.1% 

HINO 

293/35.1% 

LIGHT VEHICLES – MONTHLY SALES 

RENAULT 

18/1.1% 

MERCEDES-BENZ 

44/2.7% 

IVECO 

132/8.1% 

VW 

3/0.2% 

FIAT 

10/0.6% 

FORD 

25/1.5% 

FUSO 

298/18.4% 

June 

MARKET 

SHARE 

ISUZU 

681/42% 

HINO 

389/24% 

HYUNDAI 

20/1.2% 


HEAVY VEHICLES – YEAR TO DATE 

UD TRUCKS 

229/4% 

SCANIA 

576/9.9% 

WESTERN STAR 

162/2.8% 

VOLVO 

718/12.4% 

DAF 

239/4.1% 

YEAR TO DATE 

MARKET 

SHARE 

DENNIS EAGLE 

78/1.3% 

FREIGHTLINER 

172/3% 

FUSO 

280/4.8% 

ISUZU 

639/10.9% 

HINO 

316/5.5% 

HYUNDAI 

5/0.1% 

INTERNATIONAL 

19/0.3% 

MERCEDES-BENZ 

596/10.3% 

MAN 

102/1.8% 

MACK 

294/5.1% 

KENWORTH 

1203/20.8% 

IVECO 

171/3% 

MEDIUM VEHICLES – YEAR TO DATE 

IVECO 

58/1.6% 

UD TRUCKS VOLVO 

63/1.8% 22/0.6% 

MERCEDES-BENZ 

DAF 

33/0.9% 

18/0.5% 

MAN 

37/1% 

FUSO 

693/19.6% 

ISUZU 

1336/37.8% 

YEAR TO DATE 

MARKET 

SHARE 

HYUNDAI 

27/0.8% 

HINO 

1249/35.3% 

LIGHT VEHICLES – YEAR TO DATE 

IVECO 

429/6.2% 

MERCEDES-BENZ 

RENAULT 

82/1.2% 

244/3.6% 

VW 

21/0.3% 

FIAT 

252/3.7% 

FORD 

102/1.5% 

FUSO 

1206/17.6% 

YEAR TO DATE 

MARKET 

SHARE 

ISUZU 

2802/40.8% 

HINO 

1638/23.8% 

HYUNDAI 

94/1.4% 


FLIR Night vision 

MAKING DRIVING 

AT NIGHT SAFER 

FLIR Night vision enables you to see 

ahead 800m to 1km - spot livestock 

and potential road hazards 

• Reduces driver stress and fatigue. 

• Increased response time = better decision making, 

eliminating a potential incident or fatality. 

• Less likelihood of hitting an animal causing damage, 

asset downtime due to repair and lost revenue. 

• Key edge as a Safety marketing tool to your 

customer base. 

• Long term proven results within your business can 

reduce insurance premiums. 

Pete Hellemons 0417 678 259 

sales@avantgardegroup.com.au 

Avantgarde Distribution | 

www.flirthermal.com.au

See page 3 

O 

AUSTRALIAN 

See page 3 

THE PARTS YOU NEED 

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