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PROFILE

With earlier experience in the transport


industry gained from working in cement
distribution, the concept of a 10x4 rigid
concrete agitator was a well-proven way
of delivering bulk concrete. Dales first entry
into the rigid tipper sector was with a 6x4
Sterling, but before long he looked at how
he could gain additional load volume without
increasing costs by moving to the more
expensive capital investment that occurs when
towing tipping trailers.
After discussion with Lloyd Moran of
Kenworth truck sales at Gilbert & Roach,
Huntingwood, Dale worked through an ideal
specification that would enable him to operate
in the rigid tipper market with a twin-steer,
10x4 rigid tipper, fitted with a lifting lazy axle
ahead of the bogie-drive tandem.

We

see a great divergence in the


earthmoving business, with prime
movers hauling end-over tippers giving
way to rigid truck and dog trailers, or
quad dog and even six-axle tipping
trailers. What we dont commonly see is a great trend
towards 8x4 or 10x4 rigid tippers.
Dale Price of DCP Haulage of Kellyville is a permanent
subcontractor to Benedict Sand and Gravel, suppliers
of quarried and recycled products, landscaping and civil
construction materials.

Dales choice was to go with Kenworth T359A,


a design with a wide range of applications from
4x2, 6x4, 8x4 and 10x4 to suit prime mover
or rigid truck configurations. In twin-steer
application the front axles are by DANA
with the rear tandem drive and lazy
axle option also by DANA.
The lazy pusher axle
was fitted by Gilbert
& Roach. The GCM
for 10x4 application is 33 tonnes, and the rear suspension
choice is the Kenworth Airglide 600.
Kenworths T359A has been engineered to include
the full suite of safety features contained in the optional
Electronic Brake Safety Systems (EBSS). This Bendix/
Knorr-Bremse system provides full rollover mitigation
systems, with Kenworth being the first North American
truck maker to offer this important safety feature in the
Australian market. In line with this focus on advanced
safety systems the T359 is also optionally available with
air-operated disc brakes.

Dale Price finds that profitability comes from having the right truck for the right job

Practical

Ability
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PRACTICAL ABILITY
The standard engine fitment in the T359A is the
Cummins ISLe5. This is an 8.9-litre, six-cylinder, in-line
mid-range engine that is turbocharged and charge air
cooled, and uses SCR (Selective Catalytic Reduction)
technology to comply with Euro 5/ADR80/03 emissions
requirements. The engine may be rated from 280 to 400 hp
(208-298 kW) and can be electronically uprated without
hardware changes to suit specific applications.

I wanted the bin mounted as far forward as possible


to minimise wasted space on the chassis. This positions
the bin within a very short distance from the back of the
cab. As you will see, the exhaust is routed through under
the truck rather than between the cab and the body.
There were a few issues initially in routing the exhaust
system to avoid the second steering axle and the lift axle,
but that was subsequently easily accomplished.

This engine uses high-pressure, common-rail fuel


injection with electronic injectors, and its heavy-duty
design features targeted piston cooling, roller cam
followers and steel top pistons for improved reliability/
durability. Being an electronically controlled engine it
provides the standard Cummins diagnostic features with
data downloading, PTO control, maintenance monitoring
and engine protection. The compression engine brake
fitted to the ISLe5 produces a retardation effect of 250 hp
(186 Nm).

I had done some research and found that having the


lazy axle in front of the drive is preferable as it enables the
truck to turn better. The positioning of the weight over the
axles is better and the truck doesnt tend to sit back as
some can do when the lazy axle is at the rear behind the
tandem. Its easier to come in and out of sites to tip with
the lazy axle ahead of the drive tandem. If you reverse
with a rear-mounted lazy axle mounted behind the
tandem it can pick up the drive axles and cause wheel
spin, said Dale.

A performance uprating was applied by Cummins to


the engine in Dales truck during the warranty period,
increasing the power output from standard horsepower
of 380 up to 400 hp (283-298 kW). At 400 hp (298 kW)
the torque output is 1,255 lb-ft (1700 Nm) from 1300 to
1400 rpm with a clutch engagement of 575 lb-ft (780 Nm).

Dale has been operating the Kenworth T359A for two


and a half years. This is Dales first experience with an
AdBlue/DEF engine.

I chose Borcat for the tipping body and found them


very easy to work with when it came to providing the exact
specifications I needed, said Dale.
The Borcat tipping body is obviously of greater length
than that possible with a standard 6x4, a result of the
extended wheelbase of 5900 mm and total frame length
of 8895 mm.

I normally get two weeks out of a 70-litre AdBlue tank


and I use 400 litres of fuel every two days. At 400 hp I am
happy with the available power, it holds its own well.
I stayed with a manual Eaton RTLO 14918B
transmission. I find it better to be able to pick the gear
you want for a hill. An Allison full automatic is probably
better for short haul work in work like the concrete
industry, said Dale.
The body was built by Borcat, and as Borcats
managing director, John Thompson, explained, this
configuration is attracting increasing attention from
members of the tipper industry.

PowerTorque ISSUE 63

23

PROFILE
I prefer the layout of the T359A. Although its a
short bonnet I like the driving position. About the only
thing I would change in the spec would be to replace
the KAB seat supplied by Kenworth with an ISRI unit.
In a replacement truck I might also look at the larger
11-litre engine, but that might increase the tare weight
and reduce the profitability of the higher load volume.
I would have to look closely at that.
In terms of unusual items on the truck it is very much
a standard vehicle, except for the powered cargo cover
above the load on the tipper body. I also have a fullyautomated system that lowers the lazy axle as the weight
comes on the tandem axles when loading. It also has a
manual override.
We have now supplied five units of this configuration
to Benedicts and have just supplied another to an
independent operator. The dimensions of the bin are 6.4 m
in length with a width of 2.5 m and a height of 1.5 m.
That gives a total volume of 24 cubic metres, said John.
We fitted 5.0 mm rock sheets on the sides and a
tailgate with an electric waterproof rollover cover supplied
by Powertarp of Wetherill Park in Sydney. The hoist is by
Edbro, added John.

Kenworth fitted aftermarket diff breathers. We have


drum brakes all round with automatic slack adjusters and
I handle all the service requirements such as greasing and
oil drains myself. Tyre wear is good with the second set
of steer tyres just fitted at 250,000 km. The second set of
drives has also just been fitted.
The stainless trims and other additional marker lights
were fabricated by Damian Grima and his father Charlie,
who also has nine trucks of his own working in the
Benedicts fleet, said Dale.

Borcat has been good to work with. They designed


all the back section for additional lights to suit our
requirements as a one-off design. They have boxed in
the rear section for lights and this contains a rear-vision
camera. The interior of the body has reinforced sides and
sheeting with an 8.0 mm floor to prevent damage that can
occur from carrying rocks, said Dale.
I had the bin fitted as far forwards as possible in order
to get the best volume, but also the best weight distribution
over the front axle. We achieved this objective with a very
narrow gap between the front of the body and the rear of
the day cab, added Dale.
The 10x4 is only about one foot longer than a Kenworth
eight-wheeler, and the turning circle is quite good on them.
You get an extra four tonnes payload on the 10x4 over
a standard eight-wheeler, and when you get paid by the
tonne it makes sense.
While a rigid truck and dog has a 32-tonne payload,
that specific combination requires the extra investment in
equipment plus the extra running costs, tyres, rego etc.
If you are working in the same environment as rigid and
dog trailer operators, by the time they load the truck and
the dog you are already tipped off in the 10x4 unit and get
away within a shorter timeframe before them.
There are a few subbies now that are starting to get
10x4 units and this has resulted in a further four units
joining the fleet. All are Kenworth and each of the four is
pretty similar. One has a Cummins 315 engine with a
ten-speed auto transmission; the others are all the same
spec with the ISLe5 and 18-speed manual gearboxes.
I would certainly look at the idea of putting on a second
truck with a driver in the future.

24 PowerTorque ISSUE 63

Power comes from a Cummins ISLe5 engine at 400 hp matched


to an Eaton RTLO 14918B manual transmission.
(Below) Dale Price, managing director of DCP Haulage.