Cum­mins X-clu­sive

Deals on Wheels - - Contents -

Steve Brooks looks at the yet-to-be-re­leased Cum­mins X12 en­gine

“Some trucks run long dis­tances with grain and fer­tiliser, oth­ers spend most of their time do­ing quarry and con­struc­tion work along the coast, some run into and out of farms, oth­ers do hot mix and bi­tu­men seal­ing, and then there’s four ag­i­ta­tors as well.

“There’s a lot of di­ver­sity in the work we do and the trucks re­flect that. I guess the en­gine’s do, too,” he adds. “I fig­ured a long time ago that it doesn’t pay to have all your eggs in one bas­ket.”

And it shows. Ken­worth and Cum­mins are the pre­ferred com­bi­na­tion for a num­ber of rea­sons but none more than ser­vice, es­sen­tially through the lo­cal Brown & Hur­ley deal­er­ship.

Still, no one model reigns supreme and you don’t have to look hard to find ex­am­ples; a T480 with an M11, T408s and 409s with 15-litre ISX and Pac­car MX en­gines, and T3s with the 8.9-litre ISL. Still do­ing an hon­est day’s work, there’s even an old K-se­ries with its orig­i­nal 14-litre Big Cam un­der­neath.

As for the rel­a­tively new in­stal­la­tion of the X12 in an eight-year-old and ex­tremely well pre­served T408, John Cramp­ton is sur­pris­ingly quiet for a mo­ment. “That’s some­thing you prob­a­bly need to ask Chook,” he says with a shrewd grin. “But I do know he was keen to get you up here to drive it.”

Funny thing though, I think Crampo was keen to get a sec­ond opin­ion as well.

‘Chook’ is Mike Fowler, Cum­mins direc­tor of en­gine busi­ness and I’d talk to him soon enough. For now, and with a bit of urg­ing, Crampo was at least will­ing to pro­vide some back­ground be­hind the rea­sons for re­plac­ing the truck’s orig­i­nal 15-litre ISX EGR en­gine with its 12-litre sib­ling.

The short ver­sion of the story is that Chook and Crampo have known each other for a good while and with Cum­mins want­ing to add an­other di­men­sion to its long-run­ning X12 trial pro­gram, and Crampo more than will­ing to op­er­ate an en­gine which even on pa­per ap­peared to tick a lot of boxes, ar­range­ments were promptly put in place.

Es­sen­tially, the truck went to the pi­lot cen­tre at Cum­mins head­quar­ters in Mel­bourne, the 550hp 15-litre ISX which had notched more than 17,500 hours pulling dog trail­ers through the hills and hol­lows of north­ern NSW was re­moved, and over the next few months a highly de­tailed trans­plant was per­formed.

It wasn’t just the en­gine, though. With John Cramp­ton firmly con­vinced that time and tech­nol­ogy are now right, the Ea­ton 18-speed man­ual gear­box was re­placed with its au­to­mated Ul­trashift-Plus coun­ter­part. The au­to­mated Ea­ton is, in fact, now the Crampo stan­dard.

“You have to keep mov­ing for­ward,” he com­ments, “and from what I see, they’ve ab­so­lutely got the auto box right.”

In­deed they have. In fact, it took lit­tle time be­hind the wheel to form the firm opin­ion that the re­la­tion­ship be­tween en­gine and trans­mis­sion in this in­stal­la­tion is with­out doubt the best I’ve ever found in US equip­ment, and that in­cludes the for­mi­da­ble en­gine and au­to­mated trans­mis­sion pair­ing in var­i­ous Mack mod­els.

What­ever shift pro­gram Ea­ton wrote for this par­tic­u­lar truck with this par­tic­u­lar en­gine in this par­tic­u­lar ap­pli­ca­tion, it should be set in stone. It was that good, with lev­els of in­tu­ition and shift qual­ity sim­ply sec­ond to none.

The trans­mis­sion’s ca­pac­ity for mak­ing huge skip-shifts and the en­gine’s will­ing­ness to pull away with­out moan or groan from as low as 1000 rpm was noth­ing short of ex­tra­or­di­nary. This truly is a big en­gine in a small pack­age.

What’s more, this trans­mis­sion also fea­tured a ‘dual mode’ func­tion, read­ing sus­pen­sion air pres­sure to in­stantly ad­just shift se­quences be­tween loaded and un­loaded con­di­tions. Clever!


Now, with more than 10,000km un­der its belt since the truck’s re­turn to Coffs Har­bour, there are no re­grets. None at all, and it’s a se­ri­ous

They’ve ab­so­lutely got the auto box right

Crampo who ex­plains, “Look, truck com­bi­na­tions in Aus­tralia are for the most part con­strained by di­men­sions, so for a high gross ap­pli­ca­tion like a PBS truck and quad dog, you need a truck with a short BBC (bumper-to-back-of-cab) like the SAR.

“But with a big bore en­gine, a short BBC puts re­stric­tions on space and weight, so there’s a neg­a­tive im­pact on pay­load.

“That’s where an en­gine like the X12 is such a vi­able al­ter­na­tive if it can de­liver the right lev­els of per­for­mance and fuel econ­omy.

“And as far as I’m con­cerned, it’s de­liv­er­ing both.

“It’s def­i­nitely not shy when it comes to work. It might be a small en­gine but there’s noth­ing small about the way it pulls.

“Like I said, it ticks a lot of boxes for this sort of work.”

Ar­guably the big­gest tick of all though is in the box marked ‘tare weight’. With a dry weight of just 860kg in its cur­rent Euro 5 form, the X12 is around 540kg lighter than its 15-litre brother. How­ever, the big news in the Crampo in­stal­la­tion is that along with a num­ber of sig­nif­i­cant changes to the cool­ing sys­tem and front sus­pen­sion, Cum­mins has stripped more than 820kg off the weight over the front axle com­pared to the 15-litre lay­out.

For the record, the stan­dard multi-leaf front sus­pen­sion was re­placed with par­a­bolic springs while the orig­i­nal cop­per and brass ra­di­a­tor made way for an alu­minium as­sem­bly based on the cool­ing pack­age used with Pac­car’s MX en­gine and in Ken­worth’s new T610 range.

The pay­load im­prove­ment is ob­vi­ously sig­nif­i­cant but ac­cord­ing to John Cramp­ton, there’s still more work needed to max­imise the en­gine’s full pay­load po­ten­tial.

At the mo­ment, the truck strug­gles to reach six tonnes over the steer but as Mike Fowler would ex­plain, there are ways and means of in­creas­ing weight over the front axle. Like, the X12 is an ex­tremely com­pact pack­age – in fact, it’s now also be­ing tri­alled un­der the short snout of a Ken­worth T359 in a weight-sen­si­tive fuel haulage ap­pli­ca­tion – and sim­ply lo­cat­ing the en­gine fur­ther for­ward will re­sult in a no­table in­crease over the steer which, in turn, will al­low more pay­load over the drive axles.

As for fuel, the av­er­age is 1.93 km/litre, or 5.5 mpg in the old scale, mea­sured over the en­gine’s first 4,000 km since re­turn­ing to Coffs Har­bour. AdBlue con­sump­tion is typ­i­cally around 3.5 per­cent of fuel con­sump­tion.

John Cramp­ton ad­mits to be­ing sat­is­fied with the early fig­ures. As he is quick to point out, the en­gine is still new, the hills are many in and around Coffs, and loaded weight is al­ways around 56 tonnes.

“Any­one who reck­ons that’s not rea­son­able fuel con­sump­tion for a new en­gine hasn’t spent much time pulling quad dogs around here,” he says abruptly. “Be­sides, it’ll only get bet­ter as it goes along.”

Still, there’s one box the en­gine doesn’t tick. At least, not yet. Given its mod­est dis­place­ment, en­gine brake per­for­mance of the X12 is mar­ginal at best, an opin­ion no doubt ac­cen­tu­ated by the for­mi­da­ble brak­ing power of the 15-litre en­gine it re­placed.

And there’s the thing: Cum­mins set the bar ex­cep­tion­ally high with its 15-litre en­gine dis­pens­ing up to 600 brak­ing horse­power, so given the X12’s peak brak­ing out­put around 375hp, it’s easy to be dis­ap­pointed in a high weight ap­pli­ca­tion run­ning over steep hills. Even un­loaded it’s sur­pris­ingly unim­pres­sive, strug­gling to pull road speed back when run­ning from, say, an 80 km/h zone into 60. It needs to be bet­ter.

For­tu­nately, Mike Fowler says there are sev­eral ways to im­prove the 12 litre’s brak­ing per­for­mance but again given its rel­a­tively mod­est dis­place­ment, im­prove­ments may be sim­i­larly mod­est.

Mean­time, back be­hind the wheel, ev­ery­thing Crampo was say­ing was quickly be­com­ing

Given its mod­est dis­place­ment, en­gine brake per­for­mance of the X12 is mar­ginal at best

ob­vi­ous and in terms of pulling power, the X12 was full of sur­prises. There’s a deep rum­ble rem­i­nis­cent of its big­ger brother as it digs to­wards a torque peak of 1,700 lb ft at 1,100rpm, matched by a level of gritty de­ter­mi­na­tion across the rev range be­ly­ing the en­gine’s hum­ble 11.8-litre dis­place­ment. Again though, in this in­stance it’s a per­for­mance un­equiv­o­cally en­hanced by a su­perb affin­ity with the Ea­ton shifter.

Yet marry this in­her­ent tenac­ity with a level of throt­tle re­sponse which I’m pre­pared to sug­gest is un­matched in any in­stal­la­tion of sim­i­lar pro­por­tions, and you can be quickly left won­der­ing about the vast ar­ray of work­loads ap­pli­ca­ble to some­thing so light yet of­fer­ing such solid per­for­mance.

As John Cramp­ton put it, “It’s al­ways horses for cour­ses and I prob­a­bly wouldn’t use it for pulling a five-axle dog but other than that, I can’t see why it wouldn’t han­dle most other jobs. I ex­pected it to be a rea­son­ably good thing but it’s def­i­nitely bet­ter than I thought it’d be.

“Like, think about the pay­load you’d get if it was in a T350 pulling a three-axle or even four-axle dog. That’d be awe­some, I reckon.”

Crampo paused for a mo­ment. “There’s never re­ally been any en­gine like this since Cat’s C12 and C13.”

He’s right, but the dif­fer­ence is the X12 does it with con­sid­er­ably more grunt. Then again, the Cum­mins cur­rently lacks some­thing the Cats didn’t. A truck to call home!


They may not like to ad­mit it, but it’s a fair bet Cum­mins in­sid­ers have long known it wouldn’t be easy find­ing a home for the X12.

Sim­ply ex­plained, the gi­ant diesel en­gine spe­cial­ist missed the boat badly al­most a decade ago when it found it­self largely empty-handed in the wake of Cat’s 2008 de­par­ture from the on­high­way en­gine busi­ness.

Sure, Cum­mins had its 15-litre Sig­na­ture en­gine to sup­plant the yel­low com­pany’s C15 but what it didn’t have was some­thing to step into the void left by the sud­den de­par­ture of Cat’s su­per­suc­cess­ful C12 and its C13 suc­ces­sor.

It’s no se­cret, of course, that in our part of the world Cat’s lit­tle big boys carved a huge fol­low­ing, never more than in Ken­worth’s T4 range. Be­fore then, Cum­mins had rea­son­able suc­cess with its M11 and ISM en­gines but as

Mike Fowler ad­mits, “Once the C12 ar­rived, we were out of the pic­ture be­tween 400 and 450hp.

“The C12 kicked a lot of goals and Ken­worth was quick to cap­i­talise with the T4, par­tic­u­larly as 50-tonne truck and dogs en­tered the mar­ket.”

Of course, Cat’s de­par­ture also cre­ated a mas­sive void at Ken­worth. It, too, had noth­ing to fill the hole and it would take a long and te­dious devel­op­ment pro­gram be­fore the Pac­car MX-13 was ready to start life un­der the snout of a T4. How­ever, with the MX now on stream, why would Ken­worth con­sider adding the X12 to the port­fo­lio and po­ten­tially risk sales of Pac­car’s own en­gine?

An an­swer de­pends on who you talk to. Like, ask some Ken­worth deal­ers and sales­men, and they will qui­etly and very un­of­fi­cially ad­mit they’d like the X12 be­cause the Cum­mins rep­u­ta­tion for ser­vice is sec­ond to none and re­ports about the en­gine’s at­tributes are start­ing to fil­ter deep into cus­tomer ranks.

Fair enough, but what Ken­worth’s cor­po­rate masters in Seat­tle would have to say about the X12’s in­clu­sion is open to spec­u­la­tion. From the out­side look­ing in, it won’t be an easy sell.

Then again, Ken­worth and Cum­mins are both ex­cep­tion­ally good at keep­ing the cus­tomer sat­is­fied. Like­wise, it’d be a brave in­di­vid­ual who’d sug­gest that Volvo Group would al­low Mack to add the X12 to a fam­ily sta­ble al­ready en­dowed with a hugely pop­u­lar 13-litre en­gine.

Sim­ply put, there’s a bet­ter chance of win­ning Lotto.

… along with a num­ber of sig­nif­i­cant changes to the cool­ing sys­tem and front sus­pen­sion, Cum­mins has stripped more than 820 kg off the weight over the front axle com­pared to the 15-litre lay­out

Maybe Freight­liner! Maybe so, ex­cept that Freight­liner is part of Daim­ler. So, too, is

Detroit Diesel and it has an en­gine of sim­i­lar dis­place­ment called a DD13. Sure, DD13 in Aus­tralia sells lit­tle bet­ter than square mar­bles but nonethe­less, it’s still part of a large and pow­er­ful cor­po­rate col­lec­tive with its own agen­das.

Then again, cor­po­ra­tions can be strange crea­tures at times and the re­cent ap­pear­ance at a ma­jor US com­mer­cial ve­hi­cle show of a Freight­liner with an X12 un­der the snout did not go un­no­ticed.

Make of that what you will but it cer­tainly fires the thought that Daim­ler’s other de­pen­dant, West­ern Star, could also be a can­di­date for an X12. It’s a big ‘may be’ though, par­tic­u­larly in our neck of the woods where West­ern Star and Detroit Diesel both op­er­ate un­der the Penske ban­ner and the con­sis­tent feed­back from the mogul’s men is that X12 and Star won’t be co­hab­it­ing any­time soon.

How­ever, as you’ll read soon enough, X12 is al­ready on trial in a cou­ple of West­ern Stars and from all re­ports, do­ing a great job.

Mean­while, what about In­ter­na­tional’s ProS­tar? With no vi­able al­ter­na­tive to the X12 from within its own ranks, surely ProS­tar’s ap­peal for short-haul truck and dog ap­pli­ca­tions would be en­hanced by adding the light and lively 12-litre Cum­mins to a port­fo­lio al­ready equipped with the X15 en­gine. Be­sides, it’d cer­tainly be some­thing of a coup to be first to of­fer an en­gine with so much ap­par­ent po­ten­tial.

But don’t hold your breath. Given the de­lays in bring­ing ProS­tar to mar­ket, you’re prob­a­bly bet­ter go­ing for an­other Lotto win than wait for any­thing re­sem­bling an In­ter­na­tional ini­tia­tive.

Look­ing out­side the square, per­haps X12 could be a can­di­date for a na­tion­al­ity other than Amer­i­can. Ja­panese, for in­stance. Mar­ket leader Isuzu doesn’t lack for much ex­cept an ef­fec­tive prime mover model and it’s no great se­cret that some of its lo­cal lead­ers would dearly like a strong, ef­fi­cient, ad­vanced en­gine around the 12 or 13 litre size for its flag­ship Giga.

Again though, it’s hard to see a way through the cor­po­rate com­plex­i­ties.

On all th­ese sce­nar­ios and sug­ges­tions, Mike Fowler just shrugs and says, “We’ll keep do­ing what we’ve been do­ing, and that’s building a case for the X12 by show­ing the mar­ket what it’s ca­pa­ble of.

“We al­ready know it’s ca­pa­ble of so much and so do a lot of oth­ers. Word is get­ting around.”


On a quiet Satur­day af­ter­noon in the lat­ter part of 2012 I was given an un­of­fi­cial and def­i­nitely ‘off the record’ steer of a Ken­worth T609 in the in­dus­trial back­blocks of south-east Mel­bourne. Un­der­neath the droop­ing snout was a Cum­mins 13-litre en­gine, se­cretly in­stalled at the com­pany’s Scoresby pi­lot cen­tre.

Yep, that’s right, 13 litres! The en­gine was a test unit built at a state-of-the-art Cum­mins man­u­fac­tur­ing plant in China and with Aus­tralia be­com­ing a global field test site for Cum­mins, it was sent here for a two-year trial to val­i­date re­li­a­bil­ity, per­for­mance and fuel econ­omy in a B-dou­ble shuttle oper­a­tion. Horse­power was said to be ‘some­thing above 500hp’.

Known in­ter­nally as the ISZ13, the en­gine was es­sen­tially built for the bur­geon­ing Chi­nese mar­ket where Cum­mins has es­tab­lished large op­er­a­tions in joint ven­tures with the mas­sive Dong Feng and Foton brands.

In this case, the 13 litre was part of the Dong Feng busi­ness and for Cum­mins South Pa­cific it was an ideal op­por­tu­nity to as­sess its mer­its for the Aus­tralian mar­ket. Af­ter all, there re­mained a yawn­ing gap in the Cum­mins prod­uct range be­tween the 11-litre ISM and the 15-litre ISX.

How­ever, lit­tle more than a year later, in Septem­ber 2013, some­thing oc­curred which would take the lo­cal focus off the 13 litre and shove it square in the face of an en­tirely new en­gine project called the G-se­ries. Not to be con­fused with the ex­ist­ing ISX12 en­gine de­signed and built in the US for the US, the G-se­ries would come in 10.5- and 11.8-litre dis­place­ments with the big­ger of the two known as the ISG12.

While de­sign and devel­op­ment would be led by a team in the US, the G-se­ries was cre­ated in a joint ven­ture with Foton – the Bei­jing Foton Cum­mins En­gine Co – and would be built in China in a high-tech plant de­scribed as the show­piece of Cum­mins man­u­fac­tur­ing fa­cil­i­ties around the world.

In­deed, at the an­nounce­ment of the new en­gine fam­ily its im­por­tance was ideally de­scribed by Cum­mins vice-pres­i­dent and chair­man of Cum­mins China, Steve Chap­man, when he said, “The G-se­ries global de­sign ap­proach is a vivid demon­stra­tion of how Cum­mins is trans­form­ing from a multi-na­tional to a truly global com­pany.”

Af­ter that, noth­ing much was heard of the ISG12 in our neck of the woods un­til its ap­pear­ance at the 2015 Bris­bane Truck Show, ac­com­pa­nied by a press re­lease an­nounc­ing the start of Aus­tralian field tri­als.

Cum­mins was ex­cited, and rightly so. Fi­nally, here was an en­gine with the ap­par­ent at­tributes to fill a seem­ingly in­ter­minable void in the Cum­mins cat­a­logue. What’s more, Cum­mins was quick to point out that ‘the field test pro­gram is solely a Cum­mins project, with en­gine in­stal­la­tion car­ried out at the brand’s Scoresby pi­lot cen­tre.’ In other words, it was to­tally a Cum­mins ini­tia­tive.

Still, look­ing small and spindly along­side its 15-litre brother at the Bris­bane Truck Show, and with no im­me­di­ate sign of an ea­ger truck part­ner, the fu­ture was un­de­ni­ably un­cer­tain.

Nonethe­less, Cum­mins was de­ter­mined to push for­ward, cit­ing a long list of fea­tures start­ing with the ‘in­no­va­tive ar­chi­tec­ture’ of a sculp­tured block de­sign and ex­ten­sive use of com­pos­ite ma­te­ri­als to bring the en­gine’s dry weight down to just

Peter ‘Pe­dro’ Fol­well runs Mel­bourne-based Primo Haulage, how­ever back in the 1970s Pe­dro was run­ning around Mel­bourne in a GM-pow­ered but­ter box ACCO. He’s not ex­actly en­am­oured with how the in­dus­try has changed over the years.

“We went from hav­ing a lot of fun to po­lit­i­cal mad­ness.” Th­ese days the com­pany runs nine trucks which he says suits his life­style.

For Port Lincoln-based Hay­den Hore, truck­ing be­gan as a fam­ily af­fair on the Eyre Penin­sula. “I started out driv­ing tip­pers for my un­cle,” he re­calls. “But I did a bit of ev­ery­thing.” Hay­den ended up sub­by­ing to Eyre Trans­porters and hauled gen­eral freight to Ade­laide.

“I bought my first Volvo, a G88 in 1976, I’ve been a Volvo man ever since.”

Hay­den re­tired six years ago, his last truck was an F10 Volvo tip­pers. Look­ing back how­ever, he reck­ons the best time for him be­hind the wheel was pulling road-train fuel tankers across the Nullar­bor. “It was a lot of fun, a lot of good mem­o­ries.”

In 1968, Lind­say Knight scored his first driv­ing job in an F700 Ford. And 12 months later he went and bought his own.

Lind­say was based in the South Aus­tralian River­land and racked up quite a few miles as a long-haul op­er­a­tor. In the late 1990s he de­fied ad­vice from friends and fam­ily and teamed up with his wife, driv­ing their truck two-up from Ade­laide to Cairns run­ning wine and pro­duce. “That was the best time,” he says.

Now Lind­say stays closer to home as an em­ployee driver do­ing lo­cal tanker work for Booths.


Tragedy bought San­dra Lit­tle to Alice Springs this year. Her daugh­ter Gayle who died in a truck ac­ci­dent last year was in­ducted at this year’s event. Truck­ing has played a huge part in her fam­ily with three of her chil­dren and her ex­hus­band driv­ing trucks at one stage.

Look­ing back at the pres­ence truck­ing has had in her life San­dra reck­ons its ca­ma­raderie that she misses the most, many of her friends had fam­ily mem­bers who were away on the road.

“We were a fam­ily,” she says.

Neville Mur­phy has the bear­ing of a bloke who’s done more than his fair share of hard yards. Grow­ing up the ru­ral ham­let of Tara in Queens­land’s West­ern Downs re­gion, Neville started out as a de­liv­ery boy. As a grownup he hauled a lot of tim­ber for lo­cal com­pany Har­wood Trans­port.

Mar­riage and fam­ily saw him move to Bris­bane and give away the long-haul life. Con­tainer work and bulk ce­ment work kept him busy enough af­ter that. Work­ing for Queens­land Ce­ment and Lime was a high­light of his ca­reer. “The peo­ple were great, as was the manager at the time, Terry Le­ween, the best bloke I ever worked for.”

Heavy haul vet­eran and Mack afi­cionado Paul Harrison of Cardiff NSW was in­ducted as an ‘Icon of the In­dus­try’.

The tales con­tin­ued. Phill James of Bro­ken

Hill, for ex­am­ple, was too caught up haul­ing live­stock to at­tend. Bunny Brown, known for his in­volve­ment in the Tar­cutta Truck and Farm­ing Mu­seum as well as ALDODA (Aus­tralian Long Dis­tance Owner Driver’s As­so­ci­a­tion) is now also a part of the Shell Rim­ula Hall of Fame.

Ev­ery five years there’s a big shindig at the

Road Trans­port Hall of Fame. How­ever, while the sight and spec­ta­cle of all the trucks in town is a sight to be­hold, there’s some­thing about the at­mos­phere of th­ese smaller gath­er­ings. The sto­ries don’t get lost in the crowd.

There are few events that cel­e­brate the con­tri­bu­tions that truck­ing and the peo­ple that make up the ta­pes­try of the in­dus­try. And no doubt there will be more sto­ries to tell next year.

1. A new home for the Ken­worth 900 Leg­end

2. An­other new ad­di­tion for the Ken­worth pav­il­ion at the Road Trans­port Hall of Fame

3. This year the event had a re­laxed and al­most in­ti­mate at­mos­phere

1. Hay­den Horne was joined by his grand­kids Chelsea and Max Shep­pard. A Volvo man at heart, Hay­den spent the bulk of his life haul­ing out of Port Lincoln 2. Heavy haulage vet­eran Paul Harrison was in­ducted as an ‘Icon of the In­dus­try’

3. Lind­say Knight’s best mem­o­ries of be­ing on the road are from the years when he and his wife used to drive two-up from Ade­laide to Cairns haul­ing pro­duce 4. Neville Mur­phy started out as a small town de­liv­ery boy in Queens­land’s West­ern Downs. He ended up de­vot­ing many years to driv­ing ce­ment tankers around south-east­ern Queens­land

5. Pe­dro still owns nine trucks on in­ter­state fridge work. It’s a far cry from slog­ging around town in a but­ter box ACCO

6. San­dra Lit­tle made the long jour­ney to Alice from Shep­par­ton to see her daugh­ter Gayle in­ducted. Gayle was trag­i­cally killed in a truck ac­ci­dent last year. San­dra’s fam­ily has al­ways had close ties to truck­ing and the ca­ma­raderie of truck­ing fam­i­lies is some­thing she has al­ways val­ued

7. Eighty new names were added to the Hall of Fame this year

Left: John ‘Crampo’ Cramp­ton. Cum­mins X12 ticks a lot of boxes. The en­gine’s har­mony with Ea­ton’s Ul­trashift-Plus shifter is ex­cep­tional

1. Cum­mins-pow­ered Ken­worths dom­i­nate the Crampo’s Tip­pers oper­a­tion Cum­mins en­gine chief

Mike Fowler and John Cramp­ton. X12 in­stal­la­tion in a well pre­served T408 was a good move for both. Per­for­mance of the 12-litre is sur­pris­ingly strong Cramp­ton is a big be­liever in ‘horses for cour­ses’ and MX-pow­ered DAF CF does a good job in a par­tic­u­lar ap­pli­ca­tion

Cum­mins in­sid­ers have long known it wouldn’t be easy find­ing a home for the X12

Cum­mins Sig­na­ture 500. 565hp, low km/low hours, from 98 Iveco 7500 • QLD 07 3073 8122

Cum­mins Big Cam 400 II. New head gas­kets, heads checked, bores good • NSW 02 6171 3474

Cum­mins iSX. Re­build wgen parts full out of chas­sie kit and re­con head • VIC 03 8373 7124

Cum­mins Sig­na­ture. Range from 500hp to 620hp in stock now • VIC 03 5831 1191

Cum­mins M11 Plus. Bot­tom end checked, new bear­ings, runs well • VIC 03 8373 7124

Right: Road Trans­port Hall Of Fame CEO Liz Martin kicks off pro­ceed­ings










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