It's what we had at the time and the Cummins, Detroit, CAT engines coupled to a Road ranger or Eaton Trans towing triples opened up the country and moved massive amounts of freight in tough terrains, I'm not saying todays drivers are spoilt and it would have been nice to have creature comforts when I was driving but we did what we had to do with what we had. Technology plays a big part in driver comfort and fatigue but give credit where it is due.
Mate I've been looking for this footage for a while watched it a few years back been wanting to show my missus shes doing the woodie woodie mine run based at headland for Qube bulk
The hood looks like a Kenworth to me. Ralf Fingal (the uploader of the video) says its the same as the one in this video th-cam.com/video/IhydaAWsHPI/w-d-xo.html
nice vid, pity 'bout your accent, worked klc logging in the 60's Cummins Pacific 400 bhp spicer boxes n diffs, pushing off the skids with aid d7 dozer, triple log trailers .thats hard work for C15 OR ANY 15l engine, IMO you need 'bout 20 litres, using that much torque for long pulls, well that's hard on any drive train Question, will the box not change unless you clutch?Built on the same platform as the 550 hp C15, the new engine rating provides 2,050 lb-ft torque at 1,200 rpm and a constant torque output all the way up to 1,700 rpm. In the 600 hp version, the C15 offers torque of 1,850 lb ft.
Desperately underpowered,block (skip) changing two three gears down the box into grandma that poor Kenny is really working hard. fan cutting in and out, coolant is on the verge of boiling off. No substitute for a big snorting slow revving lump, a Cummins QRSK 19 Litres and 900 of Clessie Cummin,s best ponies, find a good diesel specialist to soup up the QRSK and 1,000 ponies on tap.
For that weight, the Kenny,s thrashed to an inch of its life, 6x4 drive 620 Cummin,s ponies in need of the vet,18 speed eaton auto manual,a recipe for disaster, . My ideal tractor to handle 170-250 ton quad trailer trains with decent hill climbing performance.and not flog the guts out of the engine and ,box. Is a five axle Western Star ,19 litre Cummins QRSK bored out to 20 litres, juiced up to ,1,100hp twirling an eight speed Clark Power-Shift, a tried tested gearbox used in the Timber and Oil Field industries. Three speed Spicer auxilliary ,box to three SISU hub reduction drive axles, thus reducing stress on the half shafts . The QRSK tweeked for maximum torque delivery between 900 and 1800 rpm , making for a very drivable engine ,and not constantly changing gear, reducing stress , shock in the transmission. Two ZF Hydraulic Retarders driven of the Spicer aux box, able to hold a 200plus ton road train at a constant 25 kmh down hill . A Third ZF retarder clutched in and driven off the bogie of the third trailer,on a single engined road train.
So many experts, so little knowledge. There are only a few people here who really know what they are talking about. Some AMT's are great, some not so great, but they all need a little help from the driver at some stage.
That is maybe your opinion, to prevent 'the bloody thing cooking,'as you politely said. fit short ratio diffs,a shorter low range, lose bit of top end speed ,but easily rectified with a tall overdrive off top gear in high range. Fit the biggest radiator and oil cooler you can under the bonnet with two or more fans to obtain maximum airflow . Run the engine at a lower rpm ,find the 'sweet spot' where she will run happily for hours on end . Last thing you want is the engine going bang in the middle of nowhere .
We make Kenworths here for our conditions. I think we know what we're doing when it comes to cooling in 45deg C+ heat on road train service without input from a TH-cam commenter - although there is a small possibility you know more about Kenworth products, roadtrain service, truck cooling systems including but not limited to radiators/water pumps/Horton engine fans/fan shrouds/heat exchangers of the air to air and liquid to air varieties/oil coolers/boost control/drive systems, diff ratios, Eaton Fuller transmissions etc etc etc than Kenworth themselves know! Perhaps you could submit this comment to Kenworth and they might find they got it all wrong and pay you a royalty per truck. Could be a nice little earner for you. I might have a character flaw (or something) but personally I find it amazing anything was ever achieved in humanity before TH-cam commenters.
@@ThePaulv12 That is maybe so, but i would to love to work for the'Bulldog' company building wagons(trucks) that will make your hair stand on end,. for there is no substitute for a really big engine working below its rated capacity,using all of what you said, regarding cooling and heat exchanging. There is a limit to what a normal heavy duty dry plate clutch can handle ,even one controlled by a geek box. Buy the biggest draft horse you can find and work him well below his limits for long working life, reliability and reduced running costs. As Luke Hobbs senior engineer workingin the 1940,s for United Aircraft Pratt&Whittney once said 'there is no replacement for displacement' Have been designing heavy wagons since i was twelve.
Every AMT I've driven has been useless af when it comes to hitting steep hills, except the ishift. In fact there's one particular hill if I hit it loaded and leave the transmission in auto it'll stall, because the hill hits so fast the computer can't understand what's going and doesn't drop enough gears on the changes and comes to a stop.
Don't you believe it. We have a fleet of Scanias and Volvos hauling Triple and Quad Roadtrains with similar weights and they can't change down quick enough with really heavy loads on steep jump ups and grades. I've had to teach all the newbies how to manually change auto boxes to avoid stalling. You've gotta get into it quickly and watch your rev counter or your toast!
No mate, he is operating that truck within it's parameters. I'm amazed at todays horsepower. 50 years back, 200hp Mack twin stick, had to drop more than two gears at a time to keep it moving on steep hills.
If that truck was powered by steam you would all be in the pub by this.
That was great Ralf. Tonnes of grunt imagine doing that with the old 350 Cummins trucks of the late 70’s haha. Well done
It's what we had at the time and the Cummins, Detroit, CAT engines coupled to a Road ranger or Eaton Trans towing triples opened up the country and moved massive amounts of freight in tough terrains, I'm not saying todays drivers are spoilt and it would have been nice to have creature comforts when I was driving but we did what we had to do with what we had. Technology plays a big part in driver comfort and fatigue but give credit where it is due.
Uh. Pulling hard. Good show. Thanks for sharing
G'day bloody enjoyed that interesting how she switches to auto what seemed like half gears thanks John
Hummin Cummins I Prosume 600hp bloody pulls like a train bravo old Son you done well keep on Trucking 👍👍💪💪💪💪💪💪😁😁😎✌️
He says at the start it's a cat motor
He says in the video it's a cat motor
I like the engine cooling fan engage and disengage during video... !
Pulling what my grandfather's would call "real fuckn weight!" haha beautiful!
Though I'd lost this one, but found it at last.....one of the best but it would be nice to see the rig to get an idea
It's the same as this one th-cam.com/video/IhydaAWsHPI/w-d-xo.html
40 kph at the top of the Toowoomba range in my 1982 Toyota HiAce campervan with a 2.2 litre motor and four speed old deisel are slow 😊
Mate I've been looking for this footage for a while watched it a few years back been wanting to show my missus shes doing the woodie woodie mine run based at headland for Qube bulk
I don't know how you put up with that hectic traffic all day .
🤣🤣
nothing better than a big cat under the hood.
Get the sack for doing that now. Good clip.👍
legend !! cheers for that.(uk)
So that’s 15.2 litres plus 50psi of boost, awesome! Puts my turbo car into perspective. Great video.
Probably an acert, so most of the boost is wasted
he said in the video its 625 cat
Thanks Ralph good commentary
the turnout at the top is a great place to watch the trucks go by.
from crawl to stall in nothing flat. ....God I love trucks. 😮 did you say 3000 revs ??? you'd blow the motor taking that high on revs here in the usa
Love this. Do more please
I've been looking for this for years. Thanks for sharing. Who was the original post from?
Kevin Taylor I have been looking for it too
Got her neck in collar up there Ralph pull well good pics
Pulling like a school boy!
Well done driver.........
C15 s got balls unlike some other 's
Yeah right gutless as fuck
Yeah right keep up with your shit red motor and more reliable
@@gjn71 working in the Pilbara. 195 tonne trains. If we can get 9 months from a poxy cummins its considered a win. They are just a shit box.
@@gjn71 out pull your shit red motor over rated shit
Like a couple of people I have spent some time looking for this video, I think it was posted by kiwitruckerman, wonder what happened to him.
I met kiwitruckerman a few weeks ago at Karratha. He said his account was hacked and it disappeared.
thanks for that
@@gm16v149 If you see him again tell him I want a run in his truck :D No seriously..............
Hey I’m still up Port Hedland carting fuel. Haven’t seen my video since I got hacked. Got a surprise when it popped up on my feed
that is alot of weight .you know how to work that diesel
What truck is this? kenworth?
The hood looks like a Kenworth to me. Ralf Fingal (the uploader of the video) says its the same as the one in this video th-cam.com/video/IhydaAWsHPI/w-d-xo.html
The shape of the bonnet reminds me of a t904
No it's a long nose hino
Great stuff!
Had to drive it in manual cause there is now way a computer is smarter than a kiwi....................said no one ever!
Whereabouts in NZ was this filmed?
Pilbara.
Thats in aussie land
The west Island
Looks like Little Everest on the road from Hedland to Woodie Woodie and Telfer mines.
That's professional driving for ya!???
nice vid, pity 'bout your accent, worked klc logging in the 60's Cummins Pacific 400 bhp spicer boxes n diffs, pushing off the skids with aid d7 dozer, triple log trailers .thats hard work for C15 OR ANY 15l engine, IMO you need 'bout 20 litres, using that much torque for long pulls, well that's hard on any drive train Question, will the box not change unless you clutch?Built on the same platform as the 550 hp C15, the new engine rating provides 2,050 lb-ft torque at 1,200 rpm and a constant torque output all the way up to 1,700 rpm. In the 600 hp version, the C15 offers torque of 1,850 lb ft.
Desperately underpowered,block (skip) changing two three gears down the box into grandma that poor Kenny is really working hard. fan cutting in and out, coolant is on the verge of boiling off.
No substitute for a big snorting slow revving lump, a Cummins QRSK 19 Litres and 900 of Clessie Cummin,s best ponies, find a good diesel specialist to soup up the QRSK and 1,000 ponies on tap.
agree,
Bloody thing would cook
I have been looking for this for ages! Are you the driver?
I'm afraid not just something I thought I'd share as it seems to be unavailable elsewhere on TH-cam now
@@ralffingal608 GLAD YOU shared it, hope you are well paid
For that weight, the Kenny,s thrashed to an inch of its life, 6x4 drive 620 Cummin,s ponies in need of the vet,18 speed eaton auto manual,a recipe for disaster, . My ideal tractor to handle 170-250 ton quad trailer trains with decent hill climbing performance.and not flog the guts out of the engine and ,box. Is a five axle Western Star ,19 litre Cummins QRSK bored out to 20 litres, juiced up to ,1,100hp twirling an eight speed Clark Power-Shift, a tried tested gearbox used in the Timber and Oil Field industries. Three speed Spicer auxilliary ,box to three SISU hub reduction drive axles, thus reducing stress on the half shafts . The QRSK tweeked for maximum torque delivery between 900 and 1800 rpm , making for a very drivable engine ,and not constantly changing gear, reducing stress , shock in the transmission. Two ZF Hydraulic Retarders driven of the Spicer aux box, able to hold a 200plus ton road train at a constant 25 kmh down hill . A Third ZF retarder clutched in and driven off the bogie of the third trailer,on a single engined road train.
So many experts, so little knowledge. There are only a few people here who really know what they are talking about. Some AMT's are great, some not so great, but they all need a little help from the driver at some stage.
Kiwi trucker
Annoying Chip in the Screen Old Mate . Or is it the Remnants of a Bug .
Southside of the Bombays was a band wasn't it.
That is maybe your opinion, to prevent 'the bloody thing cooking,'as you politely said. fit short ratio diffs,a shorter low range, lose bit of top end speed ,but easily rectified with a tall overdrive off top gear in high range. Fit the biggest radiator and oil cooler you can under the bonnet with two or more fans to obtain maximum airflow . Run the engine at a lower rpm ,find the 'sweet spot' where she will run happily for hours on end . Last thing you want is the engine going bang in the middle of nowhere .
We make Kenworths here for our conditions.
I think we know what we're doing when it comes to cooling in 45deg C+ heat on road train service without input from a TH-cam commenter - although there is a small possibility you know more about Kenworth products, roadtrain service, truck cooling systems including but not limited to radiators/water pumps/Horton engine fans/fan shrouds/heat exchangers of the air to air and liquid to air varieties/oil coolers/boost control/drive systems, diff ratios, Eaton Fuller transmissions etc etc etc than Kenworth themselves know!
Perhaps you could submit this comment to Kenworth and they might find they got it all wrong and pay you a royalty per truck. Could be a nice little earner for you.
I might have a character flaw (or something) but personally I find it amazing anything was ever achieved in humanity before TH-cam commenters.
@@ThePaulv12 That is maybe so, but i would to love to work for the'Bulldog' company building wagons(trucks) that will make your hair stand on end,. for there is no substitute for a really big engine working below its rated capacity,using all of what you said, regarding cooling and heat exchanging. There is a limit to what a normal heavy duty dry plate clutch can handle ,even one controlled by a geek box. Buy the biggest draft horse you can find and work him well below his limits for long working life, reliability and reduced running costs. As Luke Hobbs senior engineer workingin the 1940,s for United Aircraft Pratt&Whittney once said 'there is no replacement for displacement'
Have been designing heavy wagons since i was twelve.
Impressive hillclimb...thought 125t we're Max.for Standard Multi combination road Trains?
on those tippers out of woody woody quads =2b tlrs plus a b-double but now they have full 4 tlrs over 200 ton rated pmover n 90 ks speed limited
Mules Pack Horse
What about salary in that work ?
Have to shift in manual.....................................cause a truck driver is better than an ECM. yeah right!!!
Every AMT I've driven has been useless af when it comes to hitting steep hills, except the ishift. In fact there's one particular hill if I hit it loaded and leave the transmission in auto it'll stall, because the hill hits so fast the computer can't understand what's going and doesn't drop enough gears on the changes and comes to a stop.
Exactly.
power train
No
Is that auto. Thats cheating!
horsepower ??
I’m sure he said 625.
nada way
Heard they blown this part of the road since the collapsing last year.
They want to bring train there now. Chinese will pay for it.
Automatic
No its an AMT shift = automated manual transmission
Did I just watch a video where a man changes gears in an automatic climbing a hill? Rather pointless
So you've never driven heavy truck with a semi automated gear box.
@@peterpenberthy2918 that’s correct. 18 speed only
Don't you believe it. We have a fleet of Scanias and Volvos hauling Triple and Quad Roadtrains with similar weights and they can't change down quick enough with really heavy loads on steep jump ups and grades. I've had to teach all the newbies how to manually change auto boxes to avoid stalling. You've gotta get into it quickly and watch your rev counter or your toast!
what so great about it all he doing is steering it
No mate, he is operating that truck within it's parameters. I'm amazed at todays horsepower. 50 years back, 200hp Mack twin stick, had to drop more than two gears at a time to keep it moving on steep hills.
You de Man