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Corey Randall summed it up magnificently.

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He just turns up and does it, eh. Fridge and warmer, sleeper remote control, climate air with ioniser, infotainment centre, remote locking. F The rapidly approaching Cascadia. This is no local test regime, this is part of something that will have an impact on the pace of heavy truck development regionally If you wanted to pinpoint the moment in time when life got challenging for the US cabover engine truck, you can. It was in with the Federal Highways Administration FHWA Surface Transportation Assistance Act, and its imposition of not just maximum allowable weights and dimensions that states must sanction, but minimum as well.

It also decreed the network to which the new Act applied, prohibiting states from denying reasonable access. It was designed to eliminate once and for all boutique compliance irritations that existed in some individual states, things like overall length. That national truck was not constricted by overall length.

Sadly, by the time the Freightliner Argosy arrived in , the swing away from cabovers as a premium tool on Class 8 OTR over the road applications was well under way. An already aging operator base now chose the unpenalised safety flat floor, ease of access, and ride as afforded by the conventional truck. Being a cabover nation, we ogled over the brand new golden Argosy released here at Transport , a truck that heralded a new era in room and safety for an American cabover.

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Last year the inevitable happened however, and we got the news that the Argosy story was about to end here also; the last majestic cheese-grater grille would reach a loyal customer base sometime in At the same time the rumour mill was abuzz with chatter about its replacement being a conventional truck, the Cascadia. In our minute corner of the world that made no sense at all and it got the burners going, the tarpots out, and chickens running for their lives. Argosy in New Zealand has been an icon, a truck that gave operators a real three-way choice when considering the purchase of a US-style cabover truck.

In our travels we rarely hear a bad.

Waltzing Matilda and Hoki Mai are now very much on the company play list, and that has huge ramifications. Obviously, we all know that the manufacturing and assembly quality around certain elements of the cab trim and fixtures in particular has over the years left a bit to be desired.

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Although the last incarnation was the best Argosy ever, those issues certainly. The Argosy has been a loyal toiler for New Zealand operators but its place in history is now just that. The shuddering many are going. Cascadia has been through the US Class 8 truck market like a dose of salts since it appeared over a decade ago. Genuine L2 autonomous trucks. The truth is, the Argosy ended and the Cascadia is on its way; two separate events. But wait!

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Hold the tar and feathers. He comes in peace. Now the story gets better…way better. Historically a place we wanted to bring our best, and now we have the chance to do that. CEO Daimler Australia. There are no second-tier customers. In short, a lot.

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Sure the Argosy being axed probably resulted in a beer at a couple of residential addresses in New Zealand, say one in Wiri and the other in Mt Maunganui. Count the. Daimler has now gone on a similar route. Some things are sacred you say? The lesson here is even the funkiest of uncles grow old.

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Who owns the second largest fleet of trucks in Oregon? Answer: Daimler Trucks North America. At the huge DTNA headquarters at Swan Island in Portland, Oregon, there are trucks being shaken, crushed, bent, cooked, frozen, and blown on in labs and wind tunnels. Then there are the competitor trucks DTNA bought to destroy also. There are trucks in other parts of North and South America as well as the new family members down here, now 18 months into their punishing existence.

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At least one of those evaluation trucks may have a long and tortuous life ahead down here. The cost of keeping it here may be high, but the potential benefit is much higher. Only big wallets can do that. Has that strategy been successful for them? Freightliner today own Next month, a closer look at that golden child. Hiding behind a stand of unassuming pine trees on the outskirts of Wanaka is a sight to behold for any bulldog fan.

With Central Machine Hire just down the road with their fleet of Macks, Maungatua Contracting across town with their Kenworths, and Upper Clutha Transport with their Volvos, Wanaka leaves you spoilt for places to visit. Craig Jolly is a self-confessed Mack fan. His fleet of five beautifully presented Mack trucks support his odd pieces of earthmoving plant, mostly on civil works in the form of subdivisions, drainage, and bulk earthworks in and around the greater Wanaka area.

He bought a new digger on the advice of a friend who went halves with him in the new venture. At least with a new digger they knew what they had. Things quickly progressed to the point that it was time to buy their own truck. Jolly Earthworks was using external contractors to cart in and out of sites, so the decision was a relatively easy one. A new truck was out of. NZ the question at this time, so they purchased a secondhand CH Mack. It was an ex Allied Fuels truck with , kms on the clock. Craig had it shortened, painted it the now standard silver, and fitted a clip-on body.

Going out on his own was a good decision. The building boom was gathering pace and Jolly Earthworks was moving along with it. In another truck entered the fleet to help cope with the growing demand. This time they decided to go new. A Mack Trident became the second Mack to wear the silver colours. It was fitted with a swap body and pulled around a 4-axle trailer carting in and out of sites. A 3-axle low-loader joined the company in the same year and the Trident pulled that around when required, again negating the reliance on outside contractors to move his big gear about.

As Jolly Earthworks got busier and the plant numbers slowly increased, the decision was made to buy a tractor unit to pull around the low-loader. Craig loves this truck. It also had ,s kms on it but I was confident as Jurgens had looked after it. But Craig admits that these days the LT leads a fairly pampered life.

A lot of the plant is tied up on subdivision work so it tends to stay onsite for a long time.