FTE 28 Pallet Split Quad Review
The quiet integration of a proven PBS workhorse into mainstream Australian freight
Split quad trailers are not new. They have been quietly proving themselves on Australia’s PBS network for years. What is changing now is their integration into everyday fleet operations, as more operators recognise their ability to deliver higher payloads, superior manoeuvrability, and genuine operational efficiency without the complexity of multi trailer combinations. This story looks beyond the concept and examines how the FTE 28 pallet split quad is transitioning from a specialist PBS solution into a practical and increasingly familiar freight workhorse.
In Australia’s highly competitive freight environment, the pressure to move more freight with fewer trips has never been greater. Rising fuel costs, tightening margins, labour shortages, and increasing regulatory requirements are forcing operators to rethink productivity. The challenge is no longer simply about moving freight, but about doing so in a way that maximises efficiency while maintaining safety, compliance, and operational simplicity.
For trailer manufacturers, this has required a careful reassessment of traditional design principles. The question is not how to build larger trailers, but how to distribute weight more effectively within existing regulatory frameworks.
For FTE, the answer lies in the split quad configuration.
Side profile of FTE split quad refrigerated trailer showing belly axle and tri axle configuration Australia
At its core, the FTE 28 pallet van combines a centrally mounted belly axle with a conventional rear tri axle group. This configuration allows operators to unlock greater payload potential within PBS limits while retaining the familiar handling characteristics of a single trailer.
As FTE National Sales Director Jason Cunningham explains, achieving this outcome required careful engineering rather than simply adding another axle.
“The split quad concept is strictly a PBS vehicle,” Jason says. “Split quads can only operate on the PBS network, so the payload advantages an operator achieves above a conventional tri axle trailer depends on the PBS routes they operate.
“Beyond payload, they offer real operational advantages. They are particularly well suited to metropolitan work, especially in cities like Sydney where manoeuvrability is critical. Compared to a B-Double, there is no need to unhook trailers to complete deliveries, and drivers appreciate the simplicity of operating a single trailer.”
A Different Approach to Weight Distribution
The defining characteristic of the split quad lies in its axle arrangement.
“The simplest way to understand it is as two separate axle groups,” Jason explains. “There is the centrally mounted belly axle, and the conventional tri axle group at the rear.”
Under PBS guidelines, the rear tri axle group can carry up to 22.5 tonnes, while the centrally mounted belly axle can support a further nine tonnes. In theory, this allows a total of 31.5 tonnes across the trailer axle groups. The final allowable mass depends on the PBS permit and route classification, but the configuration provides a clear productivity advantage compared with a conventional quad axle group, which is typically limited to 27 tonnes.
The BPW belly axle is fitted with its own height control valve, allowing it to raise automatically when the trailer is empty, reducing tyre wear and rolling resistance. As load is applied, the axle lowers and shares the weight accordingly.
The axle is also self-steering.
As the trailer enters a corner, the wheels naturally align with the direction of travel. A compression spring within the steering knuckle ensures the wheels return to centre during forward movement, while wave pressure thrust washers allow controlled articulation under load. The system operates entirely mechanically, without electronic intervention or hydraulic assistance.
This allows the trailer to maintain stability and composure while improving manoeuvrability and reducing tyre scrub, particularly in tight urban environments.
Kenworth T610SAR prime mover hauling split quad refrigerated trailer Australia
Proven in Service at Nolan’s Interstate Transport
For Nolan’s Interstate Transport, the decision to adopt split quad trailers was driven by operational requirements rather than experimentation.
“We’ve got a dozen of them now,” says Adrian Nolan. “They primarily run from our Gatton and Brisbane depots into Sydney.”
According to Nolan, the advantages became apparent quickly.
“They’ve got a clear manoeuvrability advantage over B Doubles in tight city environments. Turnaround times have improved significantly, and there is no need to unhook trailers to complete deliveries.”
The operational simplicity has delivered measurable efficiency gains.
“They’ve allowed us to eliminate many of our B-Double movements within Sydney while maintaining payload and productivity,” he says. “We still use B Doubles and road trains for longer interstate work, but the split quads have become extremely effective for metropolitan freight.”
The trailers have also delivered an unexpected benefit in driver retention.
“One of the biggest advantages is driver acceptance,” Nolan explains. “Some of our older drivers prefer towing a single trailer rather than managing multiple combinations. It makes the job less physically demanding and allows experienced drivers to remain in the workforce longer.”
In an industry facing ongoing driver shortages, that benefit carries considerable importance.
BPW Steering axle mechanism
The Prime Mover. Kenworth T610SAR
Hauling the FTE split quad is a Kenworth T610SAR, a prime mover well suited to the demands of PBS operations.
Its set forward front axle improves weight distribution, allowing operators to maximise payload while maintaining stability and compliance. Combined with Kenworth’s eight bag air suspension, the vehicle delivers a stable and predictable ride even under substantial load.
Power is provided by the Cummins X15 engine, producing 600 horsepower and 2050 lb ft of torque. This is paired with Eaton’s Ultrashift Plus automated transmission as part of the SmartAdvantage integrated drivetrain.
The system is designed to optimise fuel efficiency while maintaining performance across a wide range of operating conditions.
Of particular importance in urban freight work is the Ultrashift Plus low speed control capability.
The Blended Pedal system allows precise control of clutch engagement during low-speed manoeuvres, providing smooth and predictable vehicle movement when positioning trailers in confined loading areas. Where earlier automated transmissions could feel abrupt at low speeds, the Ultrashift Plus allows drivers to maintain steady and controlled movement.
Rated up to 90 tonnes gross combination mass, the T610SAR retains the flexibility to perform B Double and road train duties when required, making it a versatile asset within Nolan’s fleet.
Safety systems include Kenworth’s Electronic Brake Safety System, incorporating anti-lock braking, traction control, drag torque control, and electronic stability control, all calibrated specifically for Australian conditions and PBS compliance.
The BPW self steer belly axle automatically lowers under load and aligns naturally through corners, improving manoeuvrability while reducing tyre wear.
A Rolling Tribute
Beyond its operational role, this particular combination carries a deeper meaning.
Finished in a distinctive fuchsia nebula livery, the trailer serves as a mobile tribute to the Icon Cancer Foundation.
The Nolan family’s connection to the foundation is deeply personal. Founder Terry Nolan battled renal cell cancer for seven years before his passing in 2014. During his treatment, he experienced firsthand the care provided by the Icon Cancer Centre.
Today, his sons Darren and Adrian continue supporting the foundation in his memory.
“As a family, we wanted to give back to an organisation that helped Terry,” Nolan says. “He never felt like just another number. The care and support he received made a lasting impression on all of us.”
The Icon Cancer Foundation continues to fund vital cancer research through its network of clinicians and healthcare professionals across Australia.
Split quad trailers have become an increasingly common sight on PBS approved freight corridors across Australia.
A Mature Solution for a Demanding Industry
In an industry shaped by practical experience, the significance of the split quad lies not in novelty, but in its proven performance and growing acceptance.
What began as a PBS specific engineering solution has matured into a dependable and practical tool that integrates seamlessly into modern fleet operations. It allows operators to improve productivity while maintaining operational simplicity and driver familiarity.
For fleets such as Nolan’s, the FTE 28 pallet split quad has established itself as a valuable addition to the transport task. It complements existing combinations by providing an efficient and manoeuvrable solution for metropolitan freight while allowing larger combinations to remain focused on long distance work.
Paired with a capable prime mover such as the Kenworth T610SAR, the combination reflects a thoughtful and balanced approach to freight transport. Its success is the result of careful engineering, operational suitability, and consistent performance under real world conditions.
In doing so, it has earned the confidence of operators and drivers alike, and secured its place as a capable and increasingly familiar presence within Australia’s evolving freight fleet.
FTE Split Quad Trailer Specs
Body Length: 16.7 meters
Capacity: 28- Pallets
Refrigeration: Thermo King Advancer A-500
Fridge Fuel: 190 litres (Polished)
Suspension Group: Split Quad
Front Axle: BPW (120mm SQ) Self Steering with lift
Tri-Axles: BPW (120mm SQ)
Brakes: Drum with auto slacks
Safety System: Wabco EBS with Optilink
Weight Gauge: Airtec-Smart OBM dual Sensor AXS
Wheels: Alcoa Durabrite 285-PCD
Landing Legs: Jost MODUL
Toolbox: 1200mm
Bar Box: Rear mount
Water Tank: 60-litre stainless steel
Spare tyre rack: Single, Double stack kerbside mount
Kenworth T610SAR Specs
Model: Kenworth T610SAR
Engine: Cummins X15 ADEPT Integrated Power
Horsepower: 600 HP (447kw) @ 1900RPM
Torque: 2050 lb/ft (2779Nm) @ 1000 – 1450RPM
Transmission: Eaton FO-20E318A-MXP UltraShift
Engine Brake HP: 600HP (447kW) @ 1900RPM
Front Axle: Dana E1462I
Front Suspension: Parabolic
Rear Axle: Dana D46-170
Rear Axle Ratio: 4.30:1
Rear Suspension: Kenworth A/G460
Wheels: Alcoa Alloy 10-stud
Safety Package: ACB, TRM, ESP, and Fusion
Bumper: Polished Alloy
Exhaust: Twin vertical
