Truck show showdown
The 50th anniversary Brisbane Truck Show cements its status as THE showcase for the Aussie trucking industry
SO HERE IT IS. IT’S DONE – THE BATTLE’S WON. THE ARM-WRESTLE, that is, to decide which Aussie truck show will reign supreme. After years of competition between the Brisbane and Melbourne truck shows, this year’s Brizzy show surely settles it: Following the disappointment of last year’s Melbourne expo, the longrunning Queensland contender (which celebrated its 50th anniversary this year) comes up trumps (no, not Trump….trumps).
Just as the new truck industry in New Zealand decided a while back that a Kiwi show once every four years was all our economy and market could sustain, the Aussies have wanted one premium industry exhibition every second year….not the Melbourne show one year, a Brisbane show the next that’s been on the schedule since 2008.
Last year in Melbourne, just two truckmakers took stands at the International Truck, Trailer & Equipment Show – and even then, their focus was squarely on the waste collection industry.
It gives May’s Brisbane Truck Show the opportunity to deliver the knockout punch in the contest – and it doesn’t miss its mark. With the support of most Australian truckmakers (with the notable exception of Penske Commercial Vehicles and its Western Star and MAN makes), Brisbane comes up with a good, solid, practical, no-frills show. Low on BS, high on quality.
There isn’t one wild (but ultimately meaningless) show special – no groovy concept truck, nor any out-there hotrod-style customer trucks to steal the limelight.
And yet the Brisbane Convention & Exhibition Centre is jam-packed with interesting stuff: There’s the surprise launch of a new flagship for one mainstream make, an unexpected preview of the latest European Truck of the Year, some serious bling in the form of a new limitededition Kenworth, and the second phase of the launch of the New Generation Mercedes-Benz Actros and Arocs….
Plus lots of revisions and upgrades to existing models. And the Aussie launch of a more powerful DAF CF85 and the reveal of a Czechbuilt tough truck that’s been a real sleeper on the Aussie market: It’s sold hundreds of trucks in Australia….but who knew!
And now the hard-case Aussie entrepreneur behind it is making plans to bring the truck to NZ.
The unexpected reveal at Brisbane comes in the form of the stylish new UD TRUCKS Quon – launched in Japan in April. It’s not just unveiled here in Brisbane – it’s actually launched onto the Australasian market, with sales to begin in NZ and Australia by the end of the year.
And yes, it comes with some very good news for UD Trucks’ customers here: The new model WILL come in an 8x4 version as well as a 6x4 – and it will have the extra power that operators (and dealers) have been crying out for. Namely 460-horsepower/343kW – up from the current model’s 420hp/308kW maximum.
The new-generation UD, the Volvo Group reckons, “redefines the Japanese heavy-duty truck,” with world-class technology and refinement “never before seen on Japanese trucks in this part of the world.”
It is the first full update of the brand’s flagship in 13 years – designed to focus on “five essential areas that drive smart logistics,” says UD Trucks Global senior VP of brand, communication and product Nobuhiko Kishi. That is: “Drivability, fuel efficiency (a claimed improvement of ‘at least 5%’) and respect for the environment, safety, productivity and uptime.”
The truckmaker says that every element of the new Quon, right down to the instrument cluster and the dashboard, has been completely redesigned – with a “people-first approach, with technological innovation.”
The 460hp rating will be as powerful as it gets, says UD Trucks Australia’s Mark Strambi: “No, 460 is us. That’s it – because we think that’s our niche.” In Australia, the Quon will be rated to a 60-tonne
GCM – higher on application. That will see it fit nicely into return-to-base B-double work.
UD’s Volvo Group sibling makes, MACK and VOLVO, together announce at Brisbane that they’re putting their money (well, some of it, at least) where their mouth is when it comes to delivering maximum uptime.
They’re launching an “eight-hour uptime promise,” which essentially means that they’re guaranteeing to put Macks or Volvos that are on top-level service agreements, and have experienced an unplanned stop, back on the road within eight hours. If they fail, they’ll compensate the customer to the tune of $AUS375 for the first day and $500 for every subsequent day that the trucks spend in the workshop.
Both makes are also doubling the warranty period for genuine parts fitted in an authorised workshop – to 24 months.
Volvo Group Australia president Peter Voorhoeve says that what it comes down to is, “with so many people relying on our customers, they need to be able to rely on us.
“That their uptime is of utmost importance to us is the commitment we make to our customers.
“Our customers don’t put limits on their business, so we don’t put limits on their service.”
In an important development for Aussie linehaul customers, Volvo uses show week to unveil an FH XXL concept cab – 200mm longer than the current range-topping XL Globetrotter cab.
It’s a response, says Volvo Trucks Australia VP Mitch Peden, to “a strong and clear demand for this product” – and “it signals our intention to bring this project to commercial reality.”
At the show itself, the Volvo Trucks theme is “The power of knowledge,” which Peden explains, is “the power of innovation, the power of being a global player – to take in all that knowledge and innovation and really serve our customers in a way to solve their needs and help them drive that longterm competitive advantage in the market.”
The stars on the stand are a couple of trucks that dip heavily into Volvo’s extensive suite of high-tech innovations – two bright Swedish blue and yellow Performance Edition models. It’s a limited edition launched in Europe a couple of years ago to showcase the likes of Volvo Dynamic Steering, the I-Shift dual clutch, adaptive cruise control and more. The FM 500, for instance, has I-Shift with crawler gears.
It sits alongside an FH 700 – providing, as Peden says, “a high safety level and high image level.”
Mack too focuses on a mix of looks and Volvo Group technology – showcasing its Super-Liner on the stand – “a true Mack legend”… descended from “a strong Australian bloodline, with decades of proven durability,” as Mack Trucks Australia VP Dean Bestwick puts it.
“Given the Super-Liner’s proven track record, market acceptance and customer feedback, we are recognising this model as one of the greats, which current owners and operators will reflect on in years to come,” he reckons.
Mixed with its Aussie history, of course, is the current Super-Liner’s Volvo Group driveline – a 685hp MP10 engine and the MDRIVE AMT.
It’s the first public showing of KENWORTH’s recently-launched flagship T610 and T610 SAR models, which it rates “our best truck yet”
The new trucks are, as Kenworth Australia says, “all about the cab,” which is 300mm wider and with much-improved quality and solidity. So the show’s a great opportunity to let lots of people see that for themselves (and they do, with big crowds lining up to take a look).
But here, remarkably, Kenworth is happy to upstage the wide-cab 610s. Kenworth general sales manager David Harmsworth sums up the way it is when he introduces the T610: “Very, very proud to showcase that,” he says, and adds: “Many of you will have seen this truck already – it’s had plenty of exposure…”
Moving right along then to the “star of the stand” – another new model. One that’s the antithesis of the big-selling, mainstream 610s. Yep, a limited edition – the second of Kenworth Australia’s Legend series.
The Legend 900 is a modern take on a classic T900 – an Americanstyle, long-bonneted truck introduced in 1991, with hints of the muchloved W900AR in its design.
Like 2015’s instant sellout Legend 950, this one mixes the latest technology, safety and efficiency with “iconic design features that help many enduring memories live on,” as Kenworth puts it.
PACCAR Australia director of sales and marketing Brad May says the Legend 900 not only symbolises the Kenworth spirit, “it celebrates the long history of manufacturing in Australia and some of the legends that have been along for the ride.
“Aside from the significance of the 900 in Australian history, the truck represents not only our heritage in this country, but also recognises the people behind the trucks – the owners, drivers, dealers and suppliers, and many others who have helped make Australian-made Kenworths an integral part of Australia’s road transport landscape.”
As for what you get in the Legend 900, as Harmsworth says: “It’s pretty hard to know where to start and stop with that…”
Many of the limited edition features have been specifically manufactured and in some cases handmade.
The T909-based classic conventional’s heritage features include a dovetail roof air deflector on the sleeper cab, a flat, two-piece windscreen (with chrome trim), a two-piece stainless sunvisor, bullet style marker lights, dual round air horns and traditional doors and doorhandles.
Period Kenworth and Cummins badges feature on the bonnet, with a traditional KW “bug” sitting above a vertical-bar grille. The Cummins
X15 engine is specially painted in red and black to commemorate the Cummins N14 that was fitted to many of the original T900s.
Side-mounted exhausts include a wraparound cover and seven-inch curved pipes, while traditional extruded aluminium steps run the length of round fuel tanks. Two 16-inch air filters are fitted with stainless caps and chrome bowls, while stainless rear guards and tail-light bars are standard.
Inside there’s a four-spoke leather steering wheel, leather seats and diamond-pleat trim, with Legend 900 branding embroidered on the leather, embossed on the trim and featuring on a wooden plaque identifying the truck’s build number. Legends fitted with Roadrangers get handmade wooden gear knobs carrying the original Eaton Fuller logo.
A traditional flat dash layout houses a full suite of handmade heritage-style chrome-bezelled and white-faced gauges.
The Legend 950 was limited to just 75 trucks and, Harmsworth says: “We were over-subscribed – it was hard to turn people away.”
This time the production run will extend to however many Legend 900s are ordered in 24-hours (with orders going online at midnight on June 26).
DAF too has a new model launched here – but it really can’t compete with the Legend 900. In fact, the hundreds of Kiwis at the show aren’t much interested at all.
That’s simply because it’s the Aussie launch of a model we’ve had in NZ for a long time – the 510hp PACCAR MX13-engined DAF CF85.
Until now DAF Trucks Australia hasn’t gone to the MX13’s maximum rating, but at Brisbane it’s launched in the form of an 8x4 and a 6x4 prime-mover, with a ZF AS Tronic AMT. It can be rated up to a 70t GCM, says DAF Trucks Australia GM Rob Griffin, if it’s specced with the full suite of available safety systems.
Also previewed at the show is a 6x2 DAF LF with a liftup pusher axle – more efficient, more manoeuvrable and more traction, sums up Griffin. It has a 280hp PACCAR engine, a nine-speed ZF trans and has EBS brake systems with ABS and ASR on ECAS air.
On the neighbouring DAIMLER TRUCKS stands, you get “the world’s best European, world’s best Japanese and the world’s best American truck.” Well that, at least, is the way that Daimler Truck & Bus Australia MD Daniel Whitehead sees things.
But, he’s quick to add, the Australian launch of Elite Support – a joint initiative between Daimler and its dealer network to “deliver a new level of service” – is “a massively important thing for us...the single biggest thing outside of our new truck product that will help us and our dealers reach the point in Australia that Daimler deservedly should be at.”
The aim of Elite Support is to maximise vehicle uptime with rapid diagnosis, quality work, consistent communication and optimised parts availability, as well as a premium in-dealership experience – dealers needing to satisfy more than 120 criteria to gain certification. Express assessment, for instance, will see a dealer communicate a preliminary diagnosis on a customer’s truck within two hours of its arrival – so the customer can make an informed business decision.
MERCEDES-BENZ continues the staged launch of its new-generation Actros and Arocs models: Following on from last October’s Aussie launch of the tractor units, the on-highway rigids are unveiled here.
Merc director Michael May sums up: “Just like the prime mover models that are impressing current Mercedes-Benz customers and wowing those who are new to the brand, the rigid models bring a suite of new technology including Euro 6 emission ratings, fuel economy savings, reduced ADBLUE consumption, advanced safety technology and new levels of comfort and refinement.”
“We have had some fantastic feedback from customers of our new generation prime movers who are extremely pleased with the performance and economy they are delivering,” May says.
In fact, he concedes, “we’ve outdone ourselves in a way and we haven’t got enough trucks for the demand that it’s created. We think we’ve really hit the sweet spot with the new Mercedes-Benz product…. We need to, somehow or other, get more supply out of Germany and meet demand – and we’re working on that.”
Like the tractor units, the rigids have been part of a local testing programme that May says has seen 20 trucks clock up over 1.8million kilometres – and the trucks have been refined by customer feedback from the programme, with a wide range of application-specific models, “configured to get the job done.
“Great care has been taken,” says May, “to first get it right for the market.”
The rigid range extends from a 12t city distribution unit through to a 32t 8x4 model targeting palletised freight, equipment haulage or waste applications.
The Euro 6 engine choices are primarily an eight-litre delivering 299-354hp, or a 394-455hp 11-litre. More powerful 13-litre and 16-litre engines are also available for individual builds.
Fully-automated eight-speed or 12-speed transmissions are standard across the range, offering faster shifting and a new creeper gear for lowspeed manoeuvring.
M-B says it has developed three new cab variants and purposebuilt chassis for the rigid range, delivering better stability and roadholding as well as improved refinement and comfort.
The rigids come with electronic braking system standard, with key models incorporating stability control assist, hill hold assist and traction control. For models 18t and above options include Active Brake Assist 4, able to automatically apply emergency braking for most obstacles and initiate partial braking for pedestrians.
FUSO focuses on image and virtual reality on its stand – with the traditional sumo branding returning… with a vengeance: It’s THE dominant feature of the stand.
On the other hand, there are eight virtual reality pods, where visitors are invited to go inside virtual Fuso trucks, tour a virtual Fuso showroom, configure their own virtual truck in a workshop and take a ride in a virtual Fuso.
Fuso Truck and Bus Director Justin Whitford says that the brand is “heading through an unprecedented period of change” and reckons that VR could well be part of truck showrooms of the future.
While the only new product on the stand is a low-roof Canter 515 City Super Low model, which stands just 2.01m tall – making it the shortest Japanese truck on the Australian market – Whitford says that behind the scenes Fuso has “undertaken huge work” to enhance and develop its service structure.
“We needed to refine our business and ensure that what we offer the market is unique and different and provides points of difference unique to our brand and our products.”
The fruits of this, he says will be seen in the next 18 months – when “we will deliver the most exciting period in product change that we’ve had in many, many years.”
Fuso says at the show that it has increased its standard manufacturer’s warranty to five years on all new trucks – a first for a Japanese truck manufacturer in Australia, it reckons.
A cabover claims pride of place on the FREIGHTLINER stand. But it’s not an Argosy. It’s not exactly new either.
In fact, it’s a 67-year-old 6x4 – a rare A64-800 Bubblenose model that was one of the first 116 trucks built, in 1950, for Freightliner’s owner, Consolidated Freightways.
It was discovered in 1994 in an Oregon logging yard and has since been fully restored by the truckmaker as a valuable piece of its history and heritage and is here to mark the make’s 75th year in business.
It has a Cummins NHB 22.0 engine that, in the 1950s, replaced its original Buda 844 engine. Cummins sourced parts for the rebuild, while Eaton rebuilt the original Fuller main gearbox and Brownie second gearbox.
The cabover next-door has a Cummins as well – the Argosy now coming with a Cummins X15 option in addition to the existing Detroit DD15 unit.
This, says director Stephen Downes, makes Freightliner Australia’s “only truck manufacturer to offer a choice of 15-litre engines from two manufacturers for a heavy-hauling B-double truck.”
The Argosy has the X15 at ratings from 485hp to 600hp, with Cummins’ X15 ADEPT technology linking with Eaton’s UltraShift Plus AMT to optimise fuel economy.
The show truck is a mid-roof model featuring a cavernous 110-inch sleeper cab with refinements including an Aussie inner-sprung double mattress and a soft-touch dash (now standard on all Argosys).
The same refinements appear in a flagship Coronado 122 – along with the new option of dual-stack exhausts, freeing-up more room behind the cab to allow for longer trailers.
The show truck has a 58-inch sleeper cab, an 18-speed Roadranger manual (an Eaton SMARTSHIFT is optional) and a 560hp DD15 engine. It’s rated for a 140t GCM.
SCANIA pulls a neat surprise on its stand – a sneak preview of the S 500, the Euros’ International Truck of the Year 2017.
It’s a truck that stands out in the crowd – with sharp, sculpted, clean lines… enhanced by the 6x2 United Kingdom tractor unit’s pure white livery.
Scania Australia MD Roger McCarthy is at pains to make it clear that “this is not a launch.” It is, he says, “an early indication of what Scania may bring to Australia in the future.”
It’s actually the first time the S 500 has been seen in the Southern Hemisphere, nine months after its global launch in Europe. But it will be going back to the UK straight after the show and the Australian launch of the New Truck Generation is, says McCarthy, “still some considerable way off.”
The flat-floor S 500 has the most powerful version of Scania’s Euro 6 13-litre SCR inline six engine, producing 500hp/373 KW and 1880 lb ft/2550Nm, with an Opticruise automated gearbox. Scania reckons that it makes changes in around 0.4s, 45% quicker than its predecessor.
It has the latest, high-output retarder, plus an exhaust brake. It also bristles with safety features including ABS/EBS with advanced emergency braking, electronic stability control, adaptive cruise control, lane departure warning and the world’s first driver’s side-window curtain airbag, as well as a frontal impact airbag.
Of course, showing off something so stunning risks throwing the rest of the trucks on the stand into its shadow – but McCarthy reckons that the PGR range delivers “possibly the best Scania ever built – reliable, durable and renowned for its low whole-of-life operating costs and whole operating economy.”
To refocus on them, Scania comes up with “something almost completely different” – namely the latest example of its pre-built trucks range…. an 8x2 Scania P 310 rigid tautliner delivery truck, which
Above: Beauties and the beast: Hino hostesses and the new 300 Series 817 4x4 Right – both pictures: e show is busy over each of its four days
McCarthy says can take 14 pallets.
Its 8x2 configuration allows it to carry 5t more payload than a traditional 6x4 (for a total of 13.9t) – thus dramatically improving productivity. It also makes for easier management of the weight distribution of diminishing loads.
It’s been a long, drawn-out process, but finally INTERNATIONAL is getting its Australian relaunch here.
Funny thing is, it was meant to be a done deal when the PROSTAR was shown off with a big fuss at the last Brizzy show – two years ago!
Then, Inter’s Aussie distribution was still in the hands of Navistar Auspac, which also imported Cat trucks – the two sharing the PROSTAR base…. and sharing a stand. Now Cat’s disappeared from view…. and Iveco Australia is the appointed distributor. Hence the PROSTAR’s presence at Brisbane on a stand shared with the full Iveco range.
Iveco says it believes that there’s been a niche in the Aussie market for a truck like the PROSTAR for some time, paving the way for a mutually beneficial collaboration between the two brands. It uses the line that “good things come to those who wait.”
International engineering manager Adrian Wright, says the PROSTAR has “a proven drivetrain package and strong underpinnings to handle Australia’s tough geographic and climatic conditions. The commonality and widespread availability of its drivetrain componentry allows for easy serviceability and maintenance, leading to reduced operating costs.
“When combined with the latest engine technology from Cummins and class-leading aerodynamics, you get the best of both worlds.”
Aussies, he reckons, are still “passionate about the International brand and what it stands for – an efficient, tough, no-nonsense brand that gets the job done without fanfare.”
On show are PROSTARS in day-cab, sleeper and extended cab versions – all running E5 Cummins X15 SCR engines producing 550hp/410kW. The trucks are offered in Australia with an 18-speed Roadranger manual or the Eaton UltraShift Plus AMT and Meritor diffs on Hendrickson PrimaaxEX air suspension.
On the IVECO side, there’s the first Aussie showing of the E6 Eurocargo 2016 European Truck of the Year (which was unveiled in NZ at March’s Transport & Heavy Equipment Expo).
Iveco says that the new truck “raises the safety benchmark in the medium-duty truck market with a range of innovative safety features not normally seen in this segment, especially amongst its Japanese competitors.”
That includes disc brakes all around and ABS, anti-slip regulator (ASR), electronic stability programme (ESP), advanced emergency braking system (AEBS), a hill hold function, driver’s SRS airbag and daytime running lights. Optional additions include adaptive cruise control and lane departure warning.
The Eurocargos have Iveco’s new 6.7-litre Tector 7 engine, which achieves Euro 6 compliance with its HI-SCR single aftertreatment system, featuring a passive DPF. It comes with either a 250hp/185kW or a 280hp/206kW rating and the choice of a nine-speed ZF manual or an Allison S3000 automatic.
An E6 Stralis ATI is on show here as a taster of what’s to come from Iveco once it completes a local test and validation programme, with prototypes currently embedded in customer fleets.
The show truck has an 11-litre Cursor commonrail engine in place of the current model’s 10-litre, with unit injection – and is reckoned to offer improved fuel efficiency and a less-stressed duty cycle. It also has the HI-SCR system, which Iveco says provides “many benefits” compared to EGR and SCR equivalents, including reduced fuel consumption and weight and up to a 30% improvement in engine braking.
Iveco ANZ product manager Marco Quaranta says that operator feedback in the trial “has been very positive – the power, torque and drivability of the vehicles has impressed the users, while returning excellent fuel figures, and of course lower emissions.”
HINO shows off a prototype version of the 300 Series 817 4x4, which has been developed specifically for the Australian market in response to customer demand.
Now, after almost three years of testing by customers “in some of the country’s most rugged operating conditions,” the 4x4 will be going on sale late this year, it announces at the show.
The test vehicles, says Hino Australia’s Daniel Petrovski, “have operated flawlessly.”
The model is “particularly significant as it will allow Hino to enter into new segments of the market that we’ve not had access to before,” he says.
Hino also uses the show to give its recently-launched medium-duty 500 Series Wide Cab its first major display, with four of the 50 variants on show.
New additions to the range include a Wide Crew Cab FG with the option of either a Hino six-speed manual transmission or an Allison 3000 auto – the only Japanese-made crew cab in its sector offering the factory-fitted auto option.
It also introduces an Allison 2500 series auto for its GT single cab model, an option already on its GT crew cab.
Also to the fore is an example of Hino’s Built To Go range – a 150hp/110kW 300 Series 616 IFS tipper, with what Hino says are classleading safety features as standard spec, including stability control, dual SRS airbags, ABS and anti-slip regulator.
ISUZU, the longtime No. 1 in the overall Australian and New Zealand truck markets, has a heavy emphasis here on its Ready to Work offering – adding a new AMT-equipped Vanpack, purposebuilt for urban deliveries.
It joins a turnkey range of 4.5-t GVM models with trays, service bodies, van and tipper bodies… and an FRR 107-210 tipper.
The newcomer to the Ready to Work range, which already boasts 16 tipper variants, is an NNR 45-150 AMT Vanpack – “a truck built to take the compromise out of last-mile freight transport.”
It has a 4.5t GVM, with an Isuzu four-cylinder engine producing 147hp/110kW, and an Isuzu AMT. It has a locally designed and built 18.5-cubic-metre body.
Isuzu Australia’s Simon Humphries says that the truck is designed to cater for the growing demand for freight to be delivered to customers’ doors.
The Vanpack “means operators won’t have to compromise when they’re looking for a vehicle that can carry a lot, but is nimble enough to navigate narrow, metropolitan streets.”
Driver-focused features include the AMT, a reversing camera, a digital audio-visual unit and satellite navigation as standard – along with safety features including electronic stability control, anti-skid regulator and ABS.
Also getting its first public airing here is another in the turnkey
range – an NLR 55/45-150 Tri-Tipper, with a 4.5-5.5t GVM and a twocubic-metre steel tipper body with drop-sides, able to tip to either side, or to the rear.
The Tri-Tipper, says Humphries, “is all about offering even greater levels of versatility and convenience for operators looking to carry loads to urban sites, be it for construction, landscaping or council works.”
It has the same engine as the Vanpack – and offers the same standard-spec safety features.
“We’re serious about providing a tipper that suits every job, and every driver,” says Humphries.
Isuzu director, sales and marketing Andrew Harbison says that the Tri-Tipper is attracting landscapers, builders, bulk supply yard operators and council staff – “because they know they can rely on the brand and having a tipper body that tips to the left, right and rear is going to make life a lot easier.”
One of the surprises at the show is the appearance of an 8x8
TATRA – a tough offroad truck, built in the Czech Republic, using a unique central backbone tube chassis, with swinging half-axles and independent suspension.
Australasian distributor Offroad Trucks Australia’s Larry Gill reveals one surprising fact after another – firstly, that there’s already about 500 Tatras in operation in Australia.
They’re all in the mining and drilling industry – sold by his business over the last 20 years. Ninety-five percent of them are 8x8s.
Until now, the Tatras have been powered by an aircooled V8 engine – “a battleship motor,” as Gill calls it, but incapable of achieving the Euro 6 emissions standard.
That prompted a deal for the Czech offroad trucks to use a DAF cab, a 460hp or 510hp PACCAR MX engine and ZF AS Tronic transmission in what’s become its Euro 6-compliant Phoenix model.
That compliance and new, heavier front axle ratings in Australia and NZ are behind the next surprise: Gill is now aiming the Tatra at on and off-highway applications like logging, specialist tipper, agriculture and heavy concrete agitator work. And – last surprise – he’s planning to launch it in NZ as well, next year.
The Tatras are not, he stresses, highway trucks: “These are purposebuilt offroad trucks…. we’re one to 1.5-tonnes heavier than your conventional truck.
“But what it can do now, is it can go offroad – and then you just flick the switch and you can mosey down the road at 100ks an hour the same as every other truck.”
The Phoenix comes in 4x4, 6x6, 8x8, 10x10 or 12x12 formats, with high GVMs. T&D