A Look Back at “American” Innovation, the Ford (HN80) New Aeromax and Louisville

In February 1997, Ford Motor Company bizarrely told its dealers that it was getting out of the heavy truck business after just having spent some US$500 million to develop and launch the all-new cutting edge HN80 platform for the 1996 model year.

Freightliner (Daimler AG) purchased Ford's technology, tooling, and assembly equipment for the all-new "Louisville" and "New AeroMax" models for an estimated US$200 million.

In picking up Ford’s huge $500 million investment in the HN80 program for just $200 million, Daimler got a bargain price.

Combining Freightliner and Ford’s heavy truck unit gave Daimler nearly 40% of the US truck market.

The irony of Ford Motor Company’s decision is, from the HN80’s introduction in 1996 until production ended at Louisville in December 1997, Ford saw rising heavy truck sales.

After Ford agreed to sell its truck unit to Freightliner, though being a lame duck, Ford's heavy truck unit with the all-new cutting edge HN80 showed it still packed some punch.

Although Ford had a modest 9 percent market share in 1996, the HN80 allowed Ford dealers to rally in the first quarter of 1997.

Ford sold 3,777 Class 8 trucks in the first 3 months of 1997, up 8.2% over the first quarter a year before.

Ford sales rose 50.2 percent in March 1997, compared to the same month a year before.

Although 1997 first quarter Class 8 overall sales of 39,102 trucks were off 5.7% from the previous year, the HN80 caused Ford's 1997 first quarter Class 8 market share to reach 9.7 percent, placing Ford ahead of Volvo GM Heavy Truck Corp. which held a 9.1%. Peterbilt was the only other truckmaker that saw first-quarter sales rise.

Comparing Ford’s HN80 with today’s heavy truck offerings, Ford’s all-new heavy truck was so ahead of its time, so brilliantly designed for the future, that it doesn’t even show its age.

Created by engineers who correctly envisioned the future industry trends, the HN80 is a truck that should still be in production today.

Daimler squandered the HN80’s potential, as their overall plan all along was to “pull a Volvo” and acquire U.S. market share.

Note: Ford had planned to also utilize the all-new HN80 cab on the 1997 F-650/F-750, far better suited for the task then the Super-Duty cab, but the heavy truck sale to Daimler changed the fate of Ford’s medium truck range.

Launch of the all-new Ford Aeromax at the 1995 dealer meeting in Montreal, Canada.

Ford Woos Truckers with Conveniences

Automotive News / June 26, 1995

Las Vegas, NV - At the International Trucking Show here in this mecca of glitz, Ford's new AeroMax 9500 stole the spotlight.

The slippery, roomier AeroMax is Ford's first ground-up Class 8 tractor in 25 years, and it is Ford's first to be designed exclusively for long-haul use.

With it, the Ford Commercial Truck Vehicle Center hopes to improve its 1994 Class 8 market share of 10.4 percent. The market leader, Freightliner Corp., had almost 25 percent last year.

Ford unveiled the truck with an old-fashioned, glittery show last Wednesday with dancing girls, a cloud of smoke, and water spouts encircling a purple newcomer.

'This is not the same Ford you've seen three, five, or 10 years ago,' said Ken Dabrowski, vice president or Ford Commercial Truck. 'We came here to make a statement with our products and our image. We're a very big player in this business and we intend to let everyone know it.'

2 Phase Rollout

The AeroMax will be delivered in two phases. First-phase production begins in November on the 113-inch bumper-to-back-of-cab AeroMax, to be offered as a 1996 model. Its steel cab will be the roomiest ever built for a Class 8 Ford tractor, with more than four inches of additional interior length than previous Ford Class*8s, and two to four inches of additional seat travel.

AeroMax's wraparound instrument panel earned the highest customer acceptance rating in Ford history, topping not only trucks, but all passenger cars as well. Two attached sleepers will be available in 50-inch and 68-inch lengths, each featuring larger openings from cab to sleeper compartment.

Integrated Sleeper in '96

The second phase of production will begin in late 1996 with a 122-inch bumper-to-back-of-cab AeroMax with integrated sleeper compartments in 57- and 77-inch lengths. Integrated sleepers allow the driver to stand up and walk, without stooping, into the sleeper compartment.

An aluminum cab will be available on the 122-inch AeroMax.

Once both versions are in full production, Ford plans to discontinue its aging L series.

Ford will offer premium diesel engines from Cummins, Detroit Diesel and Caterpillar.

Production of both versions of the AeroMax will be at Ford's Kentucky Truck Plant near Louisville. A right-hand-drive version will be made in Brisbane, Australia, for distribution in the Asia Pacific market.

Ford also displayed here its new Louisville Class 7 and 8 vocational trucks designed for short-haul uses.

Drivers Give Input

In designing the new AeroMax, Ford sought advice from 5,500 drivers, owners and service providers. They shared their thoughts on placement of instruments, controls, fuel economy, visibility and other elements of the cab environment, said Ed Volker, AeroMax/Louisville vehicle line director.

Ford initially was anticipating a July start for production of the 113-inch AeroMax, but Dabrowski said that 20 pre-production trucks now being used in fleets have not completed high-mileage testing.

Ford expects AeroMax's aerodynamic design to result in a 4.5 percent gain in fuel economy over comparable L-series models.

Comfort is the Key to Ford's New Louisville

Automotive News / June 26, 1995

Louisville, KY. - What's the highest compliment someone could pay Ford Motor Co. about its new Louisville heavy-duty work truck? That it's more powerful? More rugged? Comes in nice colors?

Try that it is much more comfortable for the driver.

At a press preview for the Class 7 and 8 trucks, which will eventually replace the 25-year-old L series design, Ford executives stressed that the Louisville was designed from the inside out.

Why? Because driver comfort is key to trucking companies keeping drivers, said John Ochs, a Ford spokesman.

Gang of 67

So Ford assembled a group of 67 commercial fleet truck owners, not all of them owners of Ford trucks, to serve as a sounding board for the designers and engineers developing the Louisville.

In addition, Ford brought in more than 5,000 truck drivers to evaluate designs, sit in interior styling bucks and place gauges and controls to their liking.

The Results:

The Louisville's cab is four inches longer than the current L series.

Seat travel was increased to 7.5 inches for individual seats, 9.5 inches for bench seats.

The steering wheel is smaller and the steering column is closer to the windshield.

The dashboard has a smoother, wraparound look to it with gauges and switches similar to those in Ford cars and light-duty trucks. In fact, the heating and ventilation control unit was lifted from the F-series pickup.

The doors are about 20 percent larger than the L series, to make entry and exit easier.

The windows are larger and dip down at the front edge to give the driver a better view of the road. Engineers used a Pontiac Fiero as a target vehicle in working to expand visibility in the Louisville.

Because drivers usually customize their trucks with additional lights, citizens band radios and sound systems, designers added receptacles on the dashboard and spare power connections at fuse boxes.

Initially, the cab will be built of galvanized steel. But in the future, Ford will offer aluminum cabs.

Stronger and Lighter

The cab was designed using the resources Ford brings to bear on its cars and light trucks, making it lighter, stronger and quieter. Ford claims the cab will be the quietest in the Class 7 and 8 markets.

The Louisville carries virtually the same engine and transmission lineup as the L series, and even the side rail design is carried over.

But the user-friendly approach extends under the Louisville's hood. The hoses, clamps, wiring, fuses and bulbs used are all of standard design and lengths, making it easy to find replacement parts at truck stops and auto parts stores.

Wiring harnesses are bundled and routed on top of the frame rails to protect them from road splash, yet are strong enough for a technician to stand on without damage.

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Heavy Duty Ford Rolls Out New Long-haul Trucks

Chicago Tribune / December 31, 1995

LOUISVILLE — The garnet-red AeroMax sleeper was out on a brief road test, but its successor on the line, a less ostentatious white Ford Class 8 truck with 10-speed transmission, sat quietly on the plant floor.

Only a week before Christmas, it had been a big morning for the new Ford products, the first of redesigned long-distance runners and shorter-haul work trucks to come out of the mammoth Louisville plant in more than 25 years.

Job 2 wore the CF graphics for one of Ford's major customers, Consolidated Freightways.

An hour before Job 1 crossed the staging area, hundreds of the 4,800 women and men of the Louisville team had begun gathering in a open area to pay homage to the newest of the many trucks they build here. Musicians belted out "I Feel Lucky Today." Plant management, local politicians and UAW Local 862 Chairman Bob Breedlove gave brief talks. Then the engines roared, the air horns blared and the red AeroMax and the white cab crossed the stage. They were followed by a bright-red Louisville pulling food donated by employees for Dare to Care's charitable distribution.

The sprawling Kentucky Truck Plant has the brawn to match its products. The largest truck plant in North America, according to Ford, the plant has 5 million square feet, or 100 acres, under roof. This is larger than 400 football fields.

Ford recently invested $650 million in a 1-million-square-foot expansion and hired 1,400 employees for a second shift producing light commercial trucks.

The new Louisville and AeroMax, which will be showcased in the Ford display at the Chicago Auto Show Feb. 10 through 18 in McCormick Place, will replace the L-series of heavy trucks.

Ford said it intends to continue building the L-series until late next year. Because no one was talking price on the new line of heavies, there was speculation that the older L-series is more affordable and will still have customers.

These vehicles are in Classes 7 and 8. Class 7 includes trucks with a gross vehicle weight of more than 26,000 pounds; Class 8 trucks have gross vehicle weight ratings of more than 33,000 pounds. The gross vehicle weight rating is the total weight of a "straight," or short-haul, truck when it is loaded. The gross combined weight ratings describe the tractor-trailer style pulling its maximum cargo. The weight ratings reflect the vehicles' pulling and stopping power, said Ford spokesman Tom Morrisey.

The new AeroMax gross combined weight rating ranges from 75,000 pounds in the mid-range diesel-powered 4 X 2 Louisville to 138,000 pounds in the premium-diesel-powered Louisville with a 6 X 4 wheel configuration. The 4 in 4 X 2 refers to the number of driving wheels (these trucks are all rear-drive); the 2 is the number of steering wheels. In a 6 X 4, there are six driving wheels and four steering wheels.

The Louisville will offer truck buyers a choice of 115 engines, ranging from a 210-horsepower Ford mid-range diesel to a 500-h.p. Cummins diesel. Seventeen transmissions are available to buyer of midrange diesels, those with lower horsepower for less-demanding jobs, and 68 for customers who need premium-diesel trucks, which do the heavy jobs that need more horsepower and torque, Ford said.

"The torque rating is generally more important than the horsepower rating," said Ford's Morrisey. "The torque moves the weight; horsepower affects speed and is useful on grades."

Engine makers include Caterpillar, Cummins, Detroit Diesel and Ford. The Cummins 500-h.p. model produces 1,650 lb-ft. of torque at 2,100 r.p.m. engine speed.

There will be 63 fuel tank choices for Louisville buyers from a 55-gallon steel rectangular single tank to cylindrical polished-aluminum duals that hold 150 gallons each.

Other major makers of these largest trucks include Chevrolet, Freightliner, GMC, Kenworth, Mack, Navistar, Peterbilt and Volvo/GM Heavy. Navistar is the heavy among the heavies. Its sales last year of close to 76,000 units accounted for 27 percent of the market. Freightliner was second, with 50,625 units, about one-fifth of the 283,854 heavies sold. In 1994, Ford truck dealers sold 48,742 heavies.

Ford hopes to increase its share of the heavy truck market--now about 10 percent--in 1996. The competition is offering improved models as well, Robbins said, and customers aren't always brand-loyal.

"We had hoped to build Job 1 back in July, but there were some things we needed to work out," said Ron Robbins, director of sales and marketing, Commercial Truck Vehicle Center. There's a 3-year/350,000-mile warranty at stake. Working around the clock, some trucks put those miles on in no time.

Some, such as the red AeroMax sleeper, with its comfortable bunk space likely will yearn to see the Pacific Coast one week, then visit Texas before heading Northeast.

Ford knew its heavy trucks needed more than a bold new grille to compete in a difficult, high-stakes market. Spokesman Glenn Ray said the company had been using models for design based on 50-year-old military statistics. Male drivers are bigger now. Ages vary, and there are increasing numbers of women driving and/or going along on trips. They are shorter, weigh less and have needs and requests Ford has tried to address, Ray said, such as increasing the seat travel and moving instruments closer.

The Class 8 truck ready for Consolidated Freightways has two lower "steps," each about 16 inches apart, followed by the final step into the cab. The Louisville work truck has nine inches of seat track travel and a cab that's four inches longer than most trucks in the industry, said Ford spokesman Glenn Ray. The standard cab size is 113 inches long, bumper to back of the cab. Ford said a 122-inch cab is coming. Lightweight steel is the current cab material. An optional aluminum cab is promised for "future generations."

The wheel is right at hand. A serious-looking 10-speed transmission stick is on the floor between the two bucket. The clutch that activates it is a huge pedal better depressed by a boot or heavy shoe than a ballet slipper.

Ford said it worked diligently to make its instrument panel and other interior features driver-friendly. Drivers participated in design exercises in which they got to place gauges and buttons where they wanted them.

The manual crank side windows of the CF rig are designed to dip down in the areas of the outside mirrors, improving visibility.

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PLASTIC HELPS FORD CUT WEIGHT IN NEW CLASS 8

Automotive News / December 18, 1995

Ford's new heavyweight has turned to plastic to shed some pounds before competing in the crowded Class 8 arena.

The AeroMax 9500, the first new Class 8 tractor from Ford Motor Co. in 25 years, contains 450 pounds of sheet molding composite, a plastic also known as SMC. It replaces steel and other composite materials in a variety of body applications on the new AeroMax.

'That's a whale of a lot of SMC,' said Jim Grzelak, sales engineer at Eagle-Picher Automotive, an SMC supplier. 'It's the most used on any vehicle in the U.S., and we believe, the most on any vehicle in the world.'

SMC - a combination of resin, glass and filler - has been used primarily for body panels in cars, trucks and commercial vehicles. SMC also is showing up as structural parts, such as the radiator support assembly on the 1996 Ford Taurus.

It is sought by car and truck makers to shave weight from vehicle parts, said Erin Millerschin, program director of SMC Automotive Alliance, an association of 30 molders and raw materials suppliers. SMC is durable, doesn't rust, and resists dents and dings, she said.

Goodyear Tire and Rubber Co. supplied SMC for the AeroMax 9500's hood, fenders, air-intake grille and cowl side panels. Eagle-Picher provides its plastic doors, roof, chassis fairings and side air deflector assemblies.

Previously, it was common to find about 175 to 180 pounds of SMC on heavy-duty trucks, primarily for hoods and front fender extensions, Grzelak said. In contrast, the Lincoln Continental has about 35 pounds of SMC, using the plastic for the hood, decklid and taillight housing.

By using 450 pounds, Ford is showing its confidence in SMC's durability, said Roger Schwartz, Eagle-Picher vice president of automotive sales. It is not unusual for heavy-duty tractors to rack up more than 1 million miles as they crisscross the country hauling their freight. Production of the new AeroMax will begin today at Ford's Kentucky Truck Plant.

FOCUSED DESIGN

AeroMax was designed specifically as an over-the-road tractor, a Class 8 that pulls a trailer over long distances. Production of its sister - the Ford Louisville - a separate new line of vocational trucks and tractors, also begins today at the same plant. The Louisville was designed for day fleets and short-haul drivers.

The Kentucky Truck Plant already has built 60 new AeroMax and Louisville trucks and tractors this year for demonstration purposes in truck fleets.

One of those models will be on display alongside its cars, pickups and vans during the North American International Auto Show in Detroit Jan. 6-15 and at the Chicago auto show Feb. 10-18.

'We will show the world how Ford is a full-line manufacturer, from small cars to HN80s,' the code-name for AeroMax, said Andy Jacobson, design director for Ford Commercial Trucks.

A SHARK-BITE

A chunk of the AeroMax will be cut away on the passenger side so that auto show patrons can get a good look at the interior.

'We call it the shark-bite look,' said Glenn Ray, a spokesman at the Commercial Truck Vehicle Center. 'It will be a magnet at our exhibit.'

There presently are 97 Ford dealers in the United States that carry car, light-truck and commercial-truck products. Those dealers must meet additional Ford requirements for diesel engine maintenance and service.

The new trucks and tractors eventually will replace Ford's aging L series, introduced in 1970.

During the first phase of production, the tractors and trucks will be offered in a 113-inch bumper-to-back-of-cab medium conventional length.

A long conventional, 122-inch bumper-to-back-of-cab length, will be offered later this year.

'It's not just good-looking, but very functional,' said John Sakioka, chief program engineer. Sakioka said the improved aerodynamic shape of the trucks are expected to boost fuel efficiency by up to 5 percent over the comparable L-Series models.

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SMC GETS BIG PLAY IN FORD'S BIG TRUCK

Plastic News / January 15, 2015

Ford's new heavyweight has turned to plastic to shed some pounds before competing in the crowded arena of large trucks. The AeroMax 9500 from Ford Motor Co. contains 450 pounds of sheet molding compound (SMC), replacing steel and other composite materials in a variety of body applications.

``That's a whale of a lot of SMC,'' said Jim Grzelak, sales engineer at Eagle-Picher Automotive*, an SMC supplier. ``It's the most used on any vehicle in the U.S., and we believe, the most on any vehicle in the world.''

* Eagle-Picher sold its SMC business to Meridian in 1997, who sold it to Magna Int’l subsidiary Decoma Composites in 2009, who sold it to Continental Structural Plastics in 2014.

SMC - a combination of resin, glass and filler - has been used primarily for body panels in cars, trucks and commercial vehicles. SMC also is showing up as structural parts, such as the radiator support assembly on the 1996 Ford Taurus.

It is sought by car and truck makers to shave weight from vehicle parts, said Erin Millerschin, program director of SMC Auto-motive Alliance, an association of 30 molders and raw materials suppliers.

Goodyear Tire and Rubber Co. supplied SMC for the AeroMax 9500's hood, fenders, air-intake grille and cowl side panels. Eagle-Picher's Grabill, Indiana plant supplies the doors and aerodynamic parts like the air foil above the roof and the fairing components such as the long piece extending along each side of the chassis.

The AeroMax's huge instrument panel is supplied by Ford's plastics plant in Saline, Mich., and interior trim comes from Eagle-Picher.

Previously, it was common to find about 175-180 pounds of SMC on heavy-duty trucks, primarily for hoods and front fender extensions, Grzelak said.

By using 450 pounds, Ford is showing its confidence in the durability of SMC, said Roger Schwartz, Eagle-Picher vice president of automotive sales. It is not unusual for heavy-duty tractors to rack up more than 1 million miles as they crisscross the country hauling their freight.

Production of the new AeroMax began last month at Ford's Kentucky Truck Plant. AeroMax 9500 is Ford's first new Class 8 tractor in 25 years. Class 8 tractors tip the scale at more than 33,001 pounds in gross vehicle weight.

Ron Robbins, director of marketing and sales for Ford's commercial trucks, said, ``Truck sales in 1996 will be less than in 1995 but could be the second-best in history.''

He said 580 orders are in hand for the new AeroMax. The Kentucky plant has annual capacity for 42,000 AeroMax units.

New Ford Commercial Trucks Designed To Set New Industry Standards

Ford Press Release / March 8, 2015

DEARBORN, Mich. -- Two new truck lines from Ford Motor Company are designed to set new industry standards for durability, reliability and driver comfort.

The new entries -- which will go into production in late 1995 -- include a new class 7 & 8 vocational truck called the "Louisville," and a new class 8 over-the-road tractor called the "AeroMax."

"The design and engineering teams got to know our customers -- as well as customer wants and needs -- better than ever before during this program," said Ken Dabrowski, vice president of Ford's newly established Commercial Truck Vehicle Center. "The results will be apparent in the finished product. These new trucks will offer roomier cabs, increased driver comfort, more ease of serviceability, and attention to underhood quality and detail -- all of which were major features desired by the heavy truck customer."

The trucks, while created with the design and engineering assets of the world's leading full-line truckmaker, began with the involvement of, and input from, more than 5,000 truck drivers, owners and mechanics -- creating what is believed to be the largest heavy-truck ergonomics and feature-preference database in the world.

"We knew we'd not only have to build on the values that made the L-Series a success -- we needed to completely redefine these trucks to meet the evolving needs of current and future users," Dabrowski added. "And we've reached deep within the extensive resources of Ford Motor Company to do just that."

The design and engineering process for the Louisville and the new AeroMax included the use of Cray supercomputers, extensive full-scale wind-tunnel testing, and other advanced technology. But the process was highlighted with on-the-road and in-the-studio time with professional drivers who participated in an instrument-panel design exercise which involved placing gauges and controls on an adhesive surface in a study intended to determine optimum instrument-panel design.

"It was obvious from the beginning of this project that world class reliability and durability would be the price of admission in building a truck for the 21st century," Dabrowski said. "But there is one thing we couldn't design and engineer -- and that is the drivers themselves. Thus perhaps for the first time ever, drivers will find everything where they like it -- because they put it there."

Both the Louisville and the AeroMax will initially be available in 113 inch bumper-to-back-of-cab (BBC) lengths. Additional models will be available later. The present Ford L-Series family will remain in production during the transition period to assure full product coverage for Ford Heavy Truck franchised dealers and their customers. Both truck lines will be built at Ford's Kentucky Truck Plant near Louisville.

New Ford truck features composite door

Design News / April 22, 1996

Inkster, MI--The latest addition to the Ford Aeromax Series truck line will, for the first time, highlight an all-SMC (sheet-molded composite) door with steel reinforcements in critical high-stress areas. The door will be used on 30,000 of the 1996-model trucks.

Eagle-Picher Automotive's Plastic Div. makes the doors. "This is a chance to show that composites can compete very successfully with steel," says Jim Grzelak, sales engineer for the E-P division.

The impetus for changing the door came from a Ford survey of truck drivers. One conclusion from that research, Grzelak reports, is that drivers wanted a door that was stylish, but still durable, without the corrosion issues associated with steel.

The SMC door was subjected to the same durability tests as a steel door, "and passed with very few problems," Grzelak adds. "In addition, the door is dent- and corrosion-resistant and has sound abatement. It also requires fewer parts than a steel door, which reduces assembly time and helps make the entire project very cost effective."

Eagle-Picher produces the two-piece inner and outer door using state-of-the-art processing, including robotic adhesive application and water-jet cutting. Although not done in this project, the door could incorporate the window mechanisms so they are mounted on an SMC insert fastened to the door.

Another benefit of using SMC: the door is 20% larger than its predecessor, but it weighs about the same. In all, the new Aeromax trucks incorporate about 450 lbs of SMC. Beside the door, the SMC parts include: front and fender extenders, hood, wind-deflector package (optional), and chassis side faring (optional).

"Historically, SMC was used for horizontal panels, such as hoods," Grzelak notes. "But, with fenders and now doors, a lot of design people are realizing that SMC can be used to make vertical panels."

Ford introduced its "Louisville" as a 113-inch bumper-to-back-of-cab length, medium conventional truck and tractor, with a body-side steel cab. It will complement the L-Series lineup, not replace any existing product at this time.

Thanks to "material-transparent" construction techniques, Ford can build the Louisville cab in corrosion-resistant, weight-saving aluminum, using the same gauge of metal, the same dies, and the same assembly tools used to construct the all-steel cab. The aluminum cab will be phased in as an option on highway-model Louisvilles. The lightweight, durable, corrosion-resistant composite doors will continue to be used on both steel and aluminum cabs.

Ford to Trim Medium Trucks

Automotive News / July 29, 1996

Ford Motor Co. will end production of three medium-duty truck platforms in 1997, but the company vows that it will remain in the medium-duty segment.

Production of Ford's tilt-cab truck, called the Cargo, will end in spring 1997, the company told its dealers. Production of the F-series (F-700, F-800 and FT-900) trucks and B-series school bus chassis will be discontinued by the end of 1997. Ford seems intent to replace them with models built off a single platform.

Ford has 225 dealers who sell medium- and heavy-duty trucks. Any of Ford Division's 4,200 light-vehicle dealers may sell the gasoline versions of Ford medium-duty trucks, and about 300 of those dealers are certified to sell the diesel-engine versions.

A month after being notified of the changes by memo, some of Ford's medium- and heavy-duty truck dealers say they are still concerned that Ford may be bailing out of the medium-duty business. Dealers say the memo leaves them in limbo, uncertain whether they ever will see a replacement for the popular F-series medium-duty trucks.

So far, Ford suppliers do not seem too concerned about the change, partly because of the moderate volume involved.

All three platforms are assembled at the Kentucky Truck Plant. The F series is the most popular of the three platforms, with 24,200 trucks built at the plant in 1995. Production of the three platforms totaled 33,545 last year, up nearly 12 percent from 1994. They were sold in the United States, Canada, Mexico and export markets.

John Merrifield, general sales manager of Ford's Commercial Truck Vehicle Center, denies Ford is leaving the medium-duty segment. But he is vague about how - or when - Ford will continue to serve it.

Once the Ford strategy plays out, dealers will be pleasantly surprised, he said.

'We are not retreating from the segment,' Merrifield said. 'When we are done, there will be more (gross vehicle weight) ratings from Ford in that segment than we have today. Ford has a long heritage in the medium-duty business.'

Class 4 Involved

Merrifield said Ford wants to reduce the number of medium-duty truck platforms, a move that is in line with the cost-cutting goals of the Ford 2000 strategy.

'We all get concerned with change,' Merrifield said, 'and this is a change for (the dealers).'

Ford, according to the memo, is considering a number of product offerings based on other platforms, including an expansion of the F Super Duty Series, an existing Class 4 pickup truck. The Class 4 is in the lower range of the medium-duty trucks, carrying a gross vehicle weight rating of 14,001 to 16,000 pounds.

Dana Corp., which supplies Ford with clutch and driveline components for medium-duty trucks, said there has been no panic.

'We don't know where Ford is going with this yet,' said Gary Corrigan, a Dana spokesman. 'I don't know their strategy.'

Dana's medium-duty business with Ford is small compared with the hot light-truck business. Dana provides the frame for the 1997 Ford F-150 and the Expedition sport-utility.

Ford isn't going to walk away from the medium-duty market, said Jerry Turnauer, a Ford dealer in Delaware and Ford line representative for the American Truck Dealers. He believes new medium-duty models are forthcoming. It would be foolhardy for Ford to announce to the competition what it has in mind this far in advance, Turnauer said.

Curiously, the memorandum states that a previously planned replacement program for the F-700, F-800 and FT-900 has been suspended.

Replacement for L Series

The Kentucky Truck Plant also assembles the L series, the single largest production category at the plant. The L series is an aging line of Class 7 medium-duty and Class 8 heavy-duty trucks and tractors. Ford will phase out the L series by October and will replace it with the new HN80 platform - the Class 7-8 Louisville trucks and tractors used for regional hauling, and the Class 8 AeroMax long-haul tractor.

A New Jersey dealer predicted that Ford dealers will be forced to dual with other makes, offering medium-duty trucks made by competitors if Ford does not replace the F series and Cargo platforms.

Navistar, the leading manufacturer of Class 5-7 medium-duty trucks and school bus chassis, doesn't see Ford abandoning a market that is expected to grow. Other serious medium-duty competitors include Freightliner Corp., GMC, Chevrolet and American Isuzu Motors Inc.

'We don't see this as a declining market,' said Jay Hacker, Navistar vice president of medium-truck business. 'Ford has been a very strong competitor. I expect them to continue to be a strong competitor.'

While Class 8 heavy-duty truck sales were down more than 14 percent during the first half of this year, the medium-duties fared better, down less than 1 percent from 1995. Through June, 100,289 medium-duty trucks, Class 4-7, were sold in the United States.

Dealers Protected as Ford Quits Big Trucks

Automotive News / February 24, 1997

Ford Motor Co. is bailing out of the heavy-truck business, but its dealers will still have products to sell.

About 257 Ford dealers in North America are affected by Ford's decision to sell its heavy-duty truck business to Freightliner Corp., a subsidiary of Mercedes-Benz AG.

Freightliner will take over Ford's heavy-truck franchises. The dealers will operate under a separate sales division, yet unnamed, that will peddle the products acquired from Ford.

In effect, the dealers will take on a separate franchise for those products. Most of the 257 will continue to sell Ford products smaller than heavy trucks.

The deal will give Freightliner, already the U.S. heavy-duty truck leader, nearly 40 percent of the U.S. Class 8 truck market. Ford -stung by dwindling sales, tiny market share and marginal profitability - will now focus on what it does best - light trucks and medium-duty commercial trucks.

'This is a case of us reallocating resources to what we're good at and where the future growth and performance is,' said Jim Donaldson, vice president in charge of Ford's Truck Vehicle Center. 'We're sticking to our bread and butter. We have had only average performance with heavy-duty trucks.'

Even with Ford's departure, the Class 8 heavy-duty market is still crowded, with six major players. Ford becomes the last of the Big 3 to flee the heavy-duty segment. General Motors is involved only through a 13 percent interest in Volvo GM Heavy Truck Corp.

Keys to the Deal

Here's how the deal works:

Freightliner will buy Ford's technology, unique tooling and assembly equipment for Ford's heavy trucks. The heart of the deal is the Ford AeroMax and Louisville heavy trucks currently assembled at the Kentucky Truck Plant. Ford will end production of the AeroMax and Louisville late this year or during the first quarter of 1998, Donaldson said.

Freightliner will set up the AeroMax and Louisville assembly line elsewhere, probably in an existing Freightliner plant, and Ford dealers then will sell them. They no longer will be called the AeroMax and Louisville.

Freightliner also gets the tooling for the former L-series heavy trucks, which were dropped last year, and the Cargo tilt-cab, a medium-duty truck that Ford planned to drop this spring. Ford's service parts business for those trucks also goes to Freightliner.

Neither would reveal terms of the agreement, which is subject to federal regulatory review. Ford probably will receive about $300 million, estimated John Casesa, an automotive analyst with Schroder Wertheim & Co. Inc. in New York. The price would have been higher if a plant had been involved, he said.

Ford approached Freightliner, and a deal was completed quickly. 'There wasn't much sense in dancing around,' said James Hebe, Freightliner president. 'Ford wanted to sell, and we want to grow.'

Concern for Dealers

Hebe, in an interview, said that Ford was adamant that Freightliner use Ford's heavy-truck dealers.

'You've got to give Ford a hell of a lot of credit,' Hebe said. Ford was deeply concerned about the welfare of its dealers.'

The 257 Ford dealers are qualified to sell the AeroMax and Louisville, also known as the HN80 platform.

Of them, 176 are in the United States and 81 are in Canada. Among the U.S. dealers, 98 sell only commercial trucks. The other 78 U.S. dealers sell both cars and trucks.

Dealers figured that this day would come eventually, said Jerry Turnauer, owner of Bayshore Ford in New Castle, Del., and Ford line representative for the American Truck Dealers.

While Ford has been developing excellent products, like the AeroMax and Louisville, the company has not been as energetic in the heavy-duty truck service and parts arena, Turnauer said.

Freightliner, known for its long-haul tractors, probably will build strongly on Ford's vocational truck business, said Bill Boyte, owner of Mid-Tenn Ford Truck Sales Inc. in Nashville, Tenn. That segment includes construction site, oil delivery and fire trucks as well as snowplows and tankers.

Perfect Timing

Freightliner had been brainstorming on how to delve deeper into vocational truck markets when Ford came looking for a deal.

The AeroMax is Ford's aerodynamic Class 8 over-the-road tractor. The Louisville is a truck and tractor designed for vocational customers. Most are Class 8s, but some versions fall into the Class 7 gross-vehicle-weight rating. Both were redesigned in 1995.

'We get several unique opportunities here,' Hebe said. 'We get brand-new products that are strong in vocational niches, and we pick up 257 dealers in North America. It's a complete in-place distribution network.'

Analyst Casesa called the sale 'one of those rare deals where it's terrific for both the buyer and the seller. From Ford's standpoint, it takes them out of a business where the company was not making any money. This was just a distraction to Ford.'

Fitch Investors Service Inc. of New York estimates that Ford's heavy-truck profitability was marginal, even at cyclical peaks.

Freightliner had $5 billion in revenue in 1996. The deal will add slightly more than $1 billion to its sales, and Freightliner has been profitable, according to Fitch. About 53 percent of Freightliner's revenue is derived from Class 8 truck sales.

Heavy-Truck Leader

Freightliner had a commanding market share of 29.4 percent in 1996. Ford had 9 percent, the smallest share among seven major heavy-duty truckmakers.

Freightliner sold 49,922 heavy-duty trucks in 1996. Adding Ford's heavy-duty sales would give Freightliner nearly 40 percent of the Class 8 market. Ford sold 15,308 heavy-duty trucks in 1996, down from 19,395 in 1995.

Production of Ford's tilt-cab Cargo truck will end this spring, and production of the F-700, F-800 and FT-900 trucks and B-series school bus chassis will be discontinued by the end of this year.

All are assembled at the Kentucky Truck Plant.

Ford will roll out at least three new medium-duty tucks in 1998. Ford will replace its F-Super Duty truck next January with all-new Class 4 and Class 5 trucks, called the 450 series and 550 series, and it will replace its F-800 with new Class 6 and 7 trucks, designated the 800 series, in late summer next year.

Ford Shows Clout in Class 8

Automotive News / April 28, 1997

They may be lame ducks, but Ford's heavy trucks still pack some punch.

During 1996, Ford could only muster a 9 percent market share - dead last among the seven largest truckmakers.

But during the first quarter of 1997, Ford launched a comeback of sorts. Ford had 3,777 Class 8 sales during the first three months, up 8.2 percent over the first quarter a year ago. Ford sales rose 50.2 percent in March, compared to the same month a year ago.

Ford's first-quarter share of the Class 8 market this year was 9.7 percent, good enough to spring ahead of Volvo GM Heavy Truck Corp., which held a 9.1 percent share.

Ford's good fortune is good news for Freightliner Corp., the king of Class 8 sales in the United States. Freightliner has agreed to buy Ford's heavy-duty truck business and is waiting for government approval. Freightliner will rename the Ford AeroMax and Louisville heavy-duty trucks, build them in a Freightliner plant, and sell them with a new and separate sales team.

Overall, Class 8 industry sales of 39,102 during the first quarter were off 5.7 percent. March sales of 15,279 units were virtually unchanged from the March 1996 figure of 15,290.

Peterbilt Motors Co. was the only other maker of heavy-duty trucks with first-quarter sales greater than a year ago, up 9.2 percent. Peterbilt vaulted over Mack Trucks Inc. into the No. 3 spot. Peterbilt had a first-quarter share of 11.2 percent.

Navistar International Transportation Corp. took a step during the first quarter toward its goal of 20 percent market share. Navistar, which ended 1996 with 16.7 percent of the Class 8 market, grabbed a 17.8 percent share during the first quarter of 1997.

Navistar's first-quarter sales were down 2.3 percent. But March was a good month for Navistar, with sales up 4.7 percent.

Freightliner remained secure at the top with a commanding 28.9 percent first-quarter share, despite a loss in sales of 9.1 percent.

Freightliner to base new truck line near Cleveland

Bloomberg / June 30, 1997

PORTLAND, Ore. - Freightliner will locate the regional headquarters for its newly acquired line of Ford heavy trucks in the Cleveland area.

The company plans to employ about 100 people at the new headquarters.

In addition, Mayflower Corp. was chosen as the supplier of truck cabs for the HN80 truck series purchased from Ford Motor Co.

Freightliner will invest $5.6 million in the Norwalk, Ohio, Mayflower plant for an expansion.

Mayflower expects to add 40 to 50 new jobs as a result, according to Mayflower CEO John Wise.

Freightliner will relocate a $15 million robotic cab assembly system to the Mayflower plant from Ford's Kentucky Plant in Louisville later this year.

'We selected Cleveland in part because of its proximity to the St. Thomas, Ontario, manufacturing plant where the HN80 will be located,' said Freightliner CEO James Hebe.

In May, Freightliner and Ford signed definitive agreements that enabled Freightliner to buy Ford's technology, unique tooling and assembly equipment for Ford's heavy trucks.

U.S. Justice Dept. Approves Freightliner/Ford Deal

Fleet Owner / July 1, 1997

The U.S. Justice Dept. has given tacit approval to the Freightliner Corp. purchase of Ford Motor Co.'s heavy-truck business by not filing an anti-trust objection under the Hart-Scott-Rodino Act.

The Canadian government has also approved the acquisition.

The two companies are now free to move ahead with the sale of Ford's technology, tooling, and assembly equipment for the Louisville/AeroMax (also known as the HN80 series), as well as Ford's service parts business, and the tooling for Ford's L-Series and Cargo trucks.

The transfer should be completed by March, according to Freightliner president and CEO James L. Hebe.

Freightliner will set up a new company headquartered in Cleveland, Ohio, to market the HN80.

A name for the new company is expected later this month, followed shortly by a new name for the HN80.

With production scheduled to start early next year, the HN80 will be built across the Canadian border at Freightliner's St. Thomas, Ontario, plant, which is currently producing Freightliner's FLD Series. Cabs for the truck will be built in Norwalk, Ohio, by Mayflower Corp*.

Freightliner will invest $5.6 million in that plant to relocate a robotic cab assembly system now housed in Ford's Kentucky Truck Plant in Louisville.

Ford heavy-truck dealers have also been contacted about the transition, according to Freightliner. It's not yet known how many of the approximately 250 current Ford dealers will sign on to distribute the renamed heavy trucks. While Ford is getting out of the heavy-truck business, it will continue building medium-duty F-Series conventionals and is expected to continue marketing those popular models through its current truck dealership network.

Although Ford had suspended North American production of the Cargo, Freightliner says it will revive the low cabover model for distribution in the U.S., Canada, and Mexico through "select Ford and Freightliner dealers." The Class 6 through 8 Cargo will be built at Freightliner's Mt. Holly, N.C., plant, which is currently producing medium-duty Business Class models.

* Mayflower also produced the Mack CH cab during the 1990s. FYI, connecting the dots to the current Mack cab supplier CVG (Commercial Vehicle Group), Sheller-Globe purchased UK-based Motor Panels and then put the Norwalk cab plant under its new Motor Panels division. Then, that division was sold in 1989 to UK-based CH Industrials, which was sold in 1991 to UK-based Mayflower Vehicle Systems, which was sold in 2005 to CVG.

Sterling Trucks launched with three models

Fleet Owner / March 1, 1998

Less than two months after Ford transferred ownership of the tooling for its HN-80 line, Sterling Trucks Corp., the newest subsidiary of Freightliner Corp., has begun production at its plant in St. Thomas, Ont., Canada. The conventional L-Line, formerly known as the Ford Louisville, is being offered in truck and tractor versions for a broad range of vocational and "urban distribution" applications. The Sterling A-Line tractor, which Ford called the AeroMax, is available in three over-the-road configurations, including the SilverStar premium sleeper version.

Both models will be sold through 156 Sterling dealers in the U.S. and 60 in Canada, all former Ford Heavy Truck dealers. The new company says it plans to add another 80 dealers to that network by the end of the year.

Approximately 130 Sterling dealers will also get a third cabover model purchased from Ford. The Cargo, which will also be sold under the Freightliner name, will be built on the Business Class chassis and offered in Class 6 through 8 truck and tractor versions.

Sterling is being positioned as a builder of "high-tech, high-end, premium Class 7 and 8 vocational trucks," according to James Hebe, president and CEO of Freightliner, who forecasts that the L-Line will account for 80 to 85% of Sterling's initial sales.

The first L-Line model available is the L/LT7500, featuring a 101-in. BBC and short sloping hood. Targeted at urban distribution applications, the truck version is offered with either single or tandem axles with GVW ratings ranging from 21,000 to 66,000 lb.; a tractor configuration is rated 80,000 lb. The standard engine is the midrange Cummins ISC diesel rated at 215 hp., with options including other Cummins and Caterpillar engines with ratings ranging from 175 to 300 hp. The standard transmission is a 5-speed manual; options include10-speed manuals and both mechanically and electronically controlled automatics.

Heavier L/LT8500 and L/LT9500 trucks and tractors will be offered for construction, refuse, tanker, municipal, utility, and other vocational applications.

The A-Line tractor will be offered in 113- and 122-in.-BBC versions with either Flat Top or AeroBullet bolt-on sleepers, or in a daycab configuration. The premium SilverStar will carry an integral 77-in. stand-up sleeper compartment. Power choices include 10- to 14.6-liter diesels from Cummins, Caterpillar, and Detroit Diesel matched with a wide range of direct and overdrive transmissions. Interior and suspension choices are similar to the L-Line.

The Cargo combines the familiar Ford-designed low-forward cab with Freightliner's Business Class chassis. The standard engine is the Cummins ISB electronically controlled diesel with ratings from 175 to 215 hp. In production since January, it can be spec'd with single or tandem drive axles and air or spring suspensions in GVWs ranging from 25,500 to 52,000 lb. Later this year, dual-steer and right-hand drive options will also be added.

Designed for severe on/off highway applications, the new (Mercedes-Benz) TufTrac parabolic taper-leaf tandem-axle suspension offers generous articulation with uniform wheel loading, as well as a smooth on-road ride. Features of the new heavy-duty suspension include parabolic taper-leaf springs, maintenance-free rubber-isolated pivot points, and protected brake chambers.

Offered in three capacities (40,000, 46,000, and 52,000 lb.), the proprietary suspension will be available for Sterling, Freightliner, and American LaFrance vocational truck models later this year.

American Isuzu Motors Inc. (AIMI) recently introduced the NQR, a 16,500-lb.-GVW-rated low-cab-forward. The vehicle is designed to be more economical to operate than the 18,000- and 19,500-lb.-GVW FRRs, and thus should appeal to parcel deliverers, auto retrievers, construction companies, and others that prefer to operate vehicles that just make it into Class 5 territory.

Available in four wheelbase lengths -- 109, 132.5, 150, and 176 in. -- and capable of accommodating 12- to 22-ft. bodies, the NQR fills a GVW niche that had been vacant since 1991.

The NQR is built around a 33.5-in. channel ladder-type frame with clean upper flanges to facilitate body mounting. With yield strength of 44,000 psi, section modulus of 7.2 in.3, and RBM of 316,800 lb./ft./in., the frame provides a strong backbone. The truck is made with generous gross axle weight ratings -- 6,830 lb. in the front and 14,550 lb. in the rear. The beefy underpinning and relatively lightweight engine and chassis, explains AIMI, combine to allow the vehicle to offer 10,592 lb. of body/payload capability.

The NQR is powered by a newly developed 4-cyl. 4HE1-TC turbocharged diesel that generates 175 gross hp. at 2,700 rpm; it develops 347 lb.-ft. of gross torque at 2,000. The engine is said to be highly durable. According to AIMI, testing showed that the engine's roller rocker arm assemblies, alloyed cast-iron liners, nitride piston rings, and durable crankcase will enable it to outlive most medium-duty 6-cyl. engines.

In comparison to the earlier NRR, which rode on 17.5-in. tires and wheels, the NQR rides on bigger 19.5 tires and wheels. However, low-profile 225/70R19.5s give the Class 5 additional load carrying capability, enhance its handling, and offer the potential for longer tire life.

The NQR comes with a choice of two transmissions: a newly developed 4-speed O/D Aisin 450-43LE automatic with lockup torque converter, and a 6-speed manual O/D. Both boxes have PTO provisions.

Expanding options for its Fleet Advisor logistics management system, Eaton Corp.'s Trucking Information Services Div. (TISD) has introduced satellite communications hardware and two-way satellite data communications services for the U.S. and Canada.

Marketed under the name FleetCom, the satellite service will be carried over new packet-switched data systems operated by NORCOM Networks in the U.S. and TMI in Canada. Like the circuit-switched satellite systems used by many fleets, the packet data service provides complete communications coverage, but offers higher data transmission speeds and lower cost, according to Eaton.

TISD also resells land-based packet data service from RAM Mobile Data under the FleetCom name.

Hardware for the new satellite system will be available with and without an integrated GPS receiver for vehicle tracking. Both models of Eaton's new Satellite Communications Module (SCM) will allow fleets to remotely exchange large amounts of data with the Fleet Advisor on-board computer, doing away with cable connections, driver data cards, and other hardware data collection systems.

Although circuit-switched satellite service also handles data, it takes the lower cost and higher speed of satellite packet data to make wireless transmission of driver logs, fuel tax records, customer information, and other high-volume data practical, according to a TISD spokesperson.

The SCM transceiver and FleetCom satellite service use the common X.25 communications protocol, making it easier to integrate with existing information management systems, according to Eaton.

The first customer for the new Eaton satellite service is the private fleet operation for Harley-Davidson Motorcycle, which is currently using the Fleet Advisor OBC with a driver data card.

Consolidated Metco has a new option for trailer operators -- a PreSet wheel end with inner and outer bearing cones that are packed with Mobilith SHC 220 grease. This alternative comes on the heels of the oil bath and semi-fluid lubed PreSet wheel ends that the company introduced two years ago.

The PreSet wheel end, which is available through trailer OEMs and dealers, has a lightweight cast-aluminum alloy hub, Timken bearings with special tolerances, a precision-machined bearing spacer, and an optional stamped-steel ABS tone ring. An Eaton Outrunner seal protects cavity integrity.

According to Mark Wagner, ConMet product manager for hubs, PreSets are available in hub-piloted or ball seat mounts. Non-vented to the atmosphere, they contain factory pre-adjusted bearings. Wagner stresses that there is a major distinction between PreSets and unitized hub/bearing assemblies. "PreSets are field-serviceable; if unitized hubs are damaged, they must be replaced as assemblies," he says. At 500,000-mi. brake-service intervals, the ConMet products can be taken apart for inspection and re-lubing, as well as for installation of new seals.

Jeff Barr, vp-sales, says that the greased PreSet wheel end will help operators further decrease trailer life-cycle costs, since the grease virtually eliminates the chance of lube leakage past the seal and onto the brakes.

The greased PreSet package saves approximately 40 lb./axle in tare weight and is covered by a 500,000-mi./5-yr. warranty.

Webasto Thermosystems Inc. says its new Thermo Cooler auxiliary climate-control system is a "first" for trucking. The frame rail-mounted unit consists of a fuel-fired heater and a cool-storage reservoir.

The Thermo Cooler is designed to be plumbed into a truck's existing coolant lines with no need to break into refrigerant lines. The initial model can produce heat output of 17,200 Btu/hr. and cooling of 15,000 Btu.

For heating, fuel is drawn directly from the truck's fuel tank to the diesel-fired heater, which heats coolant flowing through it to about 160 deg F. The heated coolant then flows to the rear heat exchanger. Air blown over the heat exchanger is carried through existing ducts to heat the cab and sleeper areas.

Cooling starts with driving the truck with the air conditioner on, which chills air through the rear evaporator. This air is blown through the heat exchanger to chill circulating coolant. The coolant is then pumped through the cool-storage unit, where coldness is retained by freezing a special medium contained within 500 small vacuum tubes.

In addition, the Thermo Cooler runs "overflow heat" from the rear heat exchanger to the engine, keeping it warm enough for a safe start. The engine then returns the coolant to the heater and the cycle repeats itself.

When cool air is needed for sleeping, the driver activates a sleeper-mounted control panel. Chilled coolant is circulated back to the heat exchanger and chilled air is sent through existing heating ducts to cool the bunk area.

"With the Thermo Cooler," said Greg Koziel, director of sales and marketing, Truck Products Group, "drivers can maintain a comfortable cab interior throughout a sleep period, regardless of the exterior temperature, using an economical all-in-one heating and cooling system."

The Thermo Cooler, which will be built at Webasto's new 30,000-sq.-ft. facility in Lapeer, Mich., will be introduced to select OE dealers later in the year.

Franz Neumeyer, general manager and vp, says Webasto will also offer such accessories as programmable timers and diagnostic systems.

Carrier Transicold debuts reefer for 53-ft. trailers

In response to the growth in thin-walled 53-ft. trailers in motor carrier refrigeration operations, Carrier Transicold last month introduced a new refrigeration unit. Dubbed the Ultima 53, the unit features a combination of deep-frozen, frozen, and perishable capacity; improved fuel economy; rapid pulldown; tight temperature control; and higher reliability.

"Before developing Ultima 53, we worked closely with 53-ft. trailer users to ascertain their refrigeration requirements and trailer usage patterns," said Guy Colglazier, director of marketing and dealer development. "Based on their input, we sought to match the unit's performance to their needs."

The unit is based on Carrier Transicold's Ultra trailer platform but achieves 15% more airflow, thanks to a larger condenser with 20% more surface area, a 300-rpm increase in compressor speed, and a fan that is located further away from the condenser.

A redesigned grill that features a 30% increase in air inlet and a new, eight-blade condenser fan also aid cooling. Carrier says the increased airflow moving across a larger condenser improves heat transfer, increases capacity, and improves high-ambient performance.

Running on 404a refrigerant, the Ultima 53 delivers 3,000 cfm of air flow and 25,000 Btu of capacity at a -20 deg F set point and 100 deg F ambient. The unit operates in ambient conditions up to 135 degrees F.

Other benefits include: * Fuel economy. A thicker evaporator pod with more insulation is said to reduce unit heat leakage by up to 60%, thus lowering fuel consumption by up to 33% over competitive offerings.

* Improved reliability. For the first time, Carrier deviated from its zero-protrusion evaporator design, extending the evaporator by four inches. That, along with a thicker pod design, offers increased structural strength. Also, the fan clutch has been repositioned on the fan shaft to reduce clutch load.

* Fast pulldown. Testing in customer fleets has demonstrated that Ultima 53 reached set point faster than other systems, saving both time and operating costs.

* Temperature control. The new unit achieves its deep-frozen capacity without compromising temperature control in the frozen and perishable ranges. That's because the unit features Carrier's UltraFresh 2 capacity control system as a standard feature. Tests confirmed that 53-ft. trailer temperatures held within 2 deg of set point, and supply air temperatures varied to within only 2 deg .

The Ultima 53 is available with RoadCare Extended Major Component Coverage for up to eight years of 16,000 operating hours.

Stemco is offering a new wheel-end system for trailer axles. According to the manufacturer, the Platinum Performance system is designed for long life and is available both for OE specification and aftermarket retrofitting.

The package is built around Stemco's new Guardian High Performance wheel seal. The company says this seal will last four times longer than other long-life seals on the market.

The seal is combined with a Pro-Torq advanced axle spindle nut and a Sentinel maintenance-free hub cap "to create a fully comprehensive solution to wheel-end performance problems," says Stemco.

The Platinum Performance system carries a three-year limited warranty. The terms are applicable to both new-equipment installations and field retrofits, as long as all three products are installed at the same time.

The Power Fleet 967 is Kumho Tire's latest steer position tire, designed for regional and longhaul applications.

Casing durability and treadwear have been improved through a mold cavity shape configured to produce low inflation/deflection stresses, according to Kumho. In addition, decoupling groove geometry minimizes uneven shoulder wear. Shoulder and rib groove width is proportioned so that a uniform wear rate is maintained. Better ride and easier tire mounting have been addressed through improved molded bead spacing.

The Power Fleet 967 is offered in the following sizes: 11R22.5, 11R24.5, 295/75R22.5, and 285/75R24.5.

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So did Ford in the US have a Aero Max like the Australian one ????

Paul

Yes Paul, the Aeromax name was applied to a first generation of aerodynamic models prior to the all-new HN-80 carrying forward the name.

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As a response to the aerodynamic Kenworth T600, for 1988, Ford introduced its own aerodynamic heavy truck. Designated AeroMax L9000, the new design was an extensive upgrade of the L-9000.

While sharing the same cab and the hood of the medium hood LS-9000, the Aeromax used a set-back front axle to add a form-fitting front bumper with swept front fenders. For the first time in a North American truck, automotive-style composite headlights were used.

Other aerodynamic enhancements included skirted fuel tanks and a specially designed "Aero Bullet" sleeper unit^.

Following its introduction as a semitractor, the AeroMax line expanded into the vocational truck lineup alongside the rest of the Ford L-Series.

A later LA-8000 was introduced for "Baby 8" intra-city delivery.

1992 saw the introduction of the extended hood, set-back front axle Aeromaxes designated LLA and LTLA-9000. These featured optional full-length chassis skirting, along with the same aero headlights and bumpers of the older medium hood LA series.

Related Photograph - http://3.bp.blogspot.com/-w0HhzSfOaro/UMtVQlsXFUI/AAAAAAAGNhc/l1Nxmhsjer4/s1600/NATIONAL+SCIENCE+CENTER+AUGUSTA+GEORGIA+FORD+Aero+Max+Sleeper+Cab+Truck+Drop+Deck+Trailer,US+Army+The+National+Science+Center+Augusta+GA..JPG

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I wonder did the Aussie ones have the bonnets or hoods and side skirts all made here as they are different than the above pictured US one or did the US also make the same style as well ??

Paul

I wonder did the Aussie ones have the bonnets or hoods and side skirts all made here as they are different than the above pictured US one or did the US also make the same style as well ??

Paul

From 1975 until 1998 (when Ford exited the heavy truck segment), Ford produced right-hand drive Louisville heavy trucks in Brisbane.

Note that Brisbane was turned on the same year that the Ford Transcontinental entered production in Europe..........Ford planned to become a global heavy truckmaker.

The Brisbane (Eagle Farm) plant in the state of Queensland was originally built in 1926, and produced landing craft for the Australian Navy during WW2.

I wouldn't be surprised if the aerodynamic side fairings were locally sourced to help reduce costs.

(Ford had three heavy truck plants: Amsterdam, Brisbane and Louisville)

KSC- THX for this bit of history. I was in the middle of buying a couple of new tandem straight jobs for a lube oil operation we had when the tank supplier called me with the news-. I called a dealer I was doing business with and he had no clue! Sad day. F'liner stole the business and bought a lot of market share for peanuts. Another Jacque Nassar "achievement"

With the passing of both time and people, our trucking history can very easily disappear.

Like you, I have a natural passion for America's truck industry. It's an indescribable pleasure for me to revive some of the history, before it's lost, and present it once more in the present. I'm confident there are younger generations of people with interest, and older generations who take pleasure in refreshing their memory.

Well, the Brisbane Ford truck plant was also Ford's farm machinery plant where they made all sorts of stuff, even Australia's only Ford tractor the 8401

I wonder did Ford have the bonnets made at the same place as Mack did or still does in Brisbane ?????

Now Im pretty sure I still have road tests that were done with the new Ford Aero Max they drove them from Melbourne to Perth and back again it might have been Sydney to Perth and they had all the figures if anyone wants I can dig them out whack them up might take a few days to track them down

I havent read them for years, Im a Mack man but the figures were pretty good from what I can recall and Ford Australia were quite proud of them

Paul

I have always liked the looks of these trucks, but the interiors are cheap. Dashes are always busted up.

Fantastic stuff

I wonder did Ford in the US offer custom built trucks to this degree ??

I Lindsay Bros (you can see one of there LTL's in this clip) had Aeromax trucks specially built with combination sleeper and cabs to save a few inches so they could be used on B double work 

Paul

I have 1975 Ford LT 9000 tandem dump, still running, we use it as on site truck.