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Cummins Provides USPS with EVs in California Heavy Duty Trucking (HDT) / March 4, 2019 Cummins Inc. is delivering eight battery-electric vehicles to the United States Postal Service fleet that are aimed at eliminaing vehicle emissions and reducing fuel and maintenance costs, the powertrain provider announced. The pilot program which the delivery is based on was made possible by a grant from the California Air Resources Board to the San Joaquin Valley Air Pollution Control District and administered by CALSTART, according to Cummins. The program will place the zero-emission vehicles in Fresno and Stockton, Calif. Cummins will also provide operator training, vehicle support, and data collection to support the program. The eight Cummins-powered vans will be in service by March 31. The vans have an electric range of up to 85 miles with a full load on urban drive cycles typical of USPS collection vehicles. The direct-drive architecture provides improved performance over the gasoline-powered version in critical areas of power and efficiency. The vans use the same charging system as passenger electric vehicles and can reach a full charge in about eight hours. In 2017, Cummins announced its commitment to invest $500 million in electrification across many applications, markets, and regions over a three-year period. In 2018, the company announced partnerships and collaborations with on- and off-highway OEMs who are working on electrification solutions in products ranging from bus to medium-duty trucks, light commercial vehicles, excavators, and drayage trucks.

Zacks / March 4, 2019 Allison Transmission Holdings is making an investment to build a vehicle testing facility in Indianapolis, Indiana. The new facility will be sited within the campus of the company’s global headquarters on the westside of Indianapolis. This new vehicle environmental testing center will allow Allison to test replicating vehicle environments and duty cycles. Testing will also aid the company to offer products for highly specialized vehicles that can perform under severe weather conditions. Further, the testing center can be utilized by third parties to test their products in times when not used by Allison. Planning for construction of the testing facility has already started and is scheduled to be completed in 2020. It will consist of two environmental chambers that will simulate extreme temperature, altitude and on-road conditions. The simulation will help in assessing on-board diagnostic development, regulatory compliance and performance improvements for vehicle functional optimization. Additionally, the facility will support testing of a wide range of propulsion systems, including conventional powertrains, alternative fuel, electric hybrid and fully-electric vehicles. The center will support the industry’s move toward innovation. Strong cash flow allows Allison to invest in the development of the test center in Indianapolis. In 2018, the company’s adjusted free cash flow was $737 million compared with $567 million in the prior year. For 2019, it expects the figure to be $550-$600 million. For the current year, growth initiatives along with strong demand in the North America On-Highway end market and price increase of certain products are expected to be the major drivers for Allison’s financials. It projects net sales of $2.58-$2.68 billion and net income of $535-$585 million.

The Detroit Diesel Series 60......one of the best truck engines ever designed. I nicknamed it "The Money Maker".

Nothing humiliating about it.

US urges UK to embrace chlorinated chicken [Why US chicken has no taste] BBC / March 2, 2019 US ambassador to Britain Woody Johnson has urged the UK to embrace US farming methods after Washington published its objectives for a UK-US trade deal. EU rules currently limit US exports of certain food products, including chicken and beef - but Mr Johnson wants that to change in the UK after Brexit. Downing Street has repeatedly denied it will accept lower food standards. A No 10 spokeswoman said: "We have always been very clear that we will not lower our food standards as part of a future trading agreement." Mr Johnson, however, described warnings over US farming practices as "inflammatory and misleading" smears from "people with their own protectionist agenda". He also said the EU's "Museum of Agriculture" approach was not sustainable, adding: "American farmers are making a vital contribution to the rest of the world. Their efforts deserve to be recognised. "Instead, they are being dismissed with misleading scare-stories which only tell you half the story." On chlorine-washed chicken, Mr Johnson said the process was the same as that used by EU farmers to treat their fruit and vegetables. Describing it as a "public safety no-brainer", he insisted it was the most effective and economical way of dealing with "potentially lethal" bacteria such as salmonella and campylobacter. 'Welfare standards' President of the UK's National Farmer's Union (NFU) Minette Batters said that while Mr Johnson was correct in saying chlorine-washed chicken and hormone-fed beef was "safe" to eat, there were other factors that needed considering. "The difference is welfare standards and environmental protection standards," she told BBC Radio 4's Today programme. "Our consumer has demanded high standards of animal welfare, we've risen to that challenge - he's right to make the point that food security is crucially important, we would say the same - but all we're saying is: 'Produce the food to our standards and we'll have a trade deal.'" Ms Batters said chicken farms in the US were not required, for example, to include windows in their sheds or clean out in between flocks. The US National Farmers' Union has always maintained that its chicken and beef, which use processes banned by the EU, are "perfectly safe" and argues there has been a lot of "fear-mongering". However, its British counterpart said the UK government should not accept a US deal "which allows food to be imported into this country produced in ways which would be illegal here". That, Ms Batters said, "would just put British producers out of business". Amy Mount from Greener UK, an environmental lobby group, said: "This wish-list shows that a hard-Brexit pivot away from the EU in favour of the US would mean pressure to scrap important protections for our environment and food quality. "Any future trade deals should reflect the high standards that the UK public both wants and expects." Despite the NFU's insistence that consumers are keen to maintain the current welfare standards in farming, Ms Batters said there was a possibility the UK would give in to the US. She said: "There's always been the risk - and agriculture has always been the last chapter in any trade deal to be agreed - so yes there is a huge risk that British agriculture will be the sacrificial lamb in future trade deals." Meanwhile, Dr Emily Jones, who is an associate professor of public policy at the Blavatnik School of Government at the University of Oxford, also said the issue was likely to be a sticking point for the US. "I think the US won't buy it in negotiations with the UK," said Dr Jones, referring to the UK's insistence on maintaining its current standards. "It's wanted, for a very long time, the EU to harmonise with US regulations and approaches to the production of food and it's exactly what it'll ask of the UK as well." What is chlorine-washed chicken? In the US, it is legal to wash chicken carcasses in strongly chlorinated water [Why???]. Producers argue that it stops the spread of microbial contamination from the bird's digestive tract to the meat, a method approved by US regulators [it saves US producers money]. But the practice has been banned in the EU since 1997, where only washing with cold air or water is allowed. The EU argues that chlorine washes could increase the risk of bacterial-based diseases such as salmonella on the grounds that dirty abattoirs with sloppy standards would rely on it as a decontaminant rather than making sure their basic hygiene protocols were up to scratch [as is the case in the United States]. There are also concerns that such "washes" would be used by less scrupulous meat processing plants to increase the shelf-life of meat, making it appear fresher than it really is [tell it like it is].

Does your truck have a planetary hub reduction axle? (which I think the P1021 is) You want to attach a 13-speed Eaton Fuller transmission???

So they basically knew what was coming and yet Pearl Harbor, from what we’re told, was not on a heightened stare of alert??? And were the outdated battle wagons an intentional sacrifice (though they didn’t expect an attack so severe given Pesrl’s distance from Japan), while the important aircraft carriers were sent to sea for safety?

Bob, this truck would sell in the US market. There is a niche for low-end 6x4 chassis (e.g. power companies) that only Freightliner and Navistar are meeting today. We see people installing pusher auxiliary axles on F-750 tippers, but this would be a far better solution. https://www.isuzu.com.au/Isuzu_Files/Spec_Sheets/Current_spec_sheets/FVZ260-300_6x4_FVY240-300_6x4_ARK0930.pdf

Prime Mover Magazine / February 28, 2019 South Australia-based business, Adami’s Sand and Metal Depot, has serviced Adelaide and surrounding suburbs for over 50 years, and is steadily expanding its fleet of Isuzu trucks to meet demand. Adami’s General Manager, Mick Adami, told Isuzu that he learnt the ropes from his late father, Joe Adami, working across the many facets of the operation for the last 30 years. “We supply a wide range of materials including different types of sand and cement along with base rubble and landscaping materials,” said Adami. He added that on top of materials and sundries, Adami’s also provides a Bobcat hire service. The Adami’s on-road team comprises employees and contractors piloting around 20 trucks in total, including two Isuzu NLR 200 tippers, a NLR 45-150 tipper and FVZ 1400 and the recently purchased FVZ 260-300 [shown below]. “The Isuzu trucks are definitely very competitive and up there with any other brand we’ve bought in the past,” said Adami. “Based on our experience with the older Isuzu Ready-to-Work models, the Isuzu bodies last a good 10 years without any issues. “And these newer factory bodies are made of the tougher steel. They seem a bit lighter but also stronger too,” he said, also explaining that the business is mindful of challenges associated with capital equipment upkeep. “Part of the strategy behind buying new trucks is that it will help alleviate repair and associated costs.” Adami told Isuzu he likes doing business with the Emanuele family (North East Isuzu) and their employees as they provide an excellent level of service. “Our customers and suppliers feel a part of the business too and that’s important to us,” he said. “The local community around here, mostly post-war European immigrants, were very comfortable dealing with my Dad, and it all snowballed from there. If you have a good name and reputation, it goes a long way.” .

Diesel News Australia / March 2019 Ever since the decision by Caterpillar to get out of the business of making engines for highway trucks there has been a group of enduring Cat fanatics who have kept the dream of driving a truck with a yellow engine alive. Here is the solution on offer for Caterpillar tragics in the USA, fitting remanufactured yellow engines into brand new ‘glider’ trucks. This topic came to mind when talking to an Australian Caterpillar nut who has kept his Cat-powered T9 Kenworth in the fleet for over 2 million kilometres and has no intention of ever selling it. Other trucks in the small fleet will get turned over and moved on over time, but he cannot see a time when he would consider selling the yellow engined favourite. What is it which makes this phenomenon continue? Is the Cat fandom made stronger by the fact you can’t buy a new truck engine any more? Does absence make the heart grow stronger? Many people in the trucking industry grew substantial businesses on the back of fleets powered by Cat engines. The sentiment around the brand of engine fitted in North American trucks is very strong and has been around for a long time. When US style trucks ruled the roost in Australia, engine choice was one of the major differentiating factors. Operators were split between Cummins nuts, Detroit nuts and Caterpillar nuts, the world was divided into three clearly defined sects. Of course, the engine manufacturers encouraged the fandom and developed the competitive and tribal atmosphere around engine choice, as a way to market engines. It is the atmosphere of this era from which the current Cat fanaticism has grown. The three-way competition actually started to disappear over twenty years ago, as the Detroit Diesel operation became part of the Freightliner/Mercedes Benz/Daimler world. Almost overnight the Series 60 Detroit became unavailable in any brand of truck apart from those which were part of the Daimler group. Then it was a battle royal between the Red of Cummins and the Yellow of Caterpillar, fought out in the Australian and US truck markets, with each vying for superiority. Technical issues affected both engine brands as exhaust emission rules tightened and engines grew more sophisticated. The costs of all of this research and development was probably what told in the end for Caterpillar, who walked away from truck engines to leave Cummins as the main independent engine maker for US trucks. Needless to say there are still a lot of diehard Caterpillar fans around but no new product to fit in their trucks. Hence the development of the glider market in the US, but this is not something the Australian truck standards are going to allow in any numbers, anytime soon. Below - A Caterpillar engine rebuilt to power a new Peterbilt glider kit.

First TIR transport from Europe to China arrives in only 12 days New Zealand Trucking / March 2019 The first successful TIR [Transports Internationaux Routiers or International Road Transports] transport from Europe to China was completed on Tuesday after a 7400 km journey from Germany to Khorgos, a major Chinese overland Belt and Road port. Carrying 12 tonnes of automobile lubricant in challenging winter conditions, the TIR truck started its journey in Germany, entering Poland and travelling through Belarus, Russia and Kazakhstan to China in just 12 days without disruption or customs issues. This TIR journey follows last year’s first TIR transport from China to Europe (Khorgos – Poland, 7000 km in 13 days), jointly conducted by IRU and global leading logistics companies, CEVA and Alblas. With TIR operational in China, the China-Europe-China road corridor offers excellent opportunity for boosting international trade. The conclusion of this latest successful pilot from Europe to China marks the full activation of door-to-door TIR operations between China and Europe. According to one industry estimate, China-Europe road transport under TIR could save transport companies up to 50% on door-to-door costs compared WITH air, and at least 10 days delivery time compared with rail. “This TIR transport marks a major milestone for operations along the China-Europe corridor, which will now deliver economic and social benefits to all countries along the Belt and Road route,” said IRU secretary general Umberto de Pretto. “TIR is a real game changer for international transport and trade between Europe and China.” Siebe Alblas, COO of Alblas, the transport company who performed the round trip TIR pilots between China and Europe said he could foresee a great future for road transport between China and Europe. “The two pilots prove that both directions of the China-Europe road transport route under TIR are ready to become fully operational, with door-to-door costs and delivery times that are highly competitive compared with other modes of transport.” In September 2018, Kazakhstan and China opened the border crossing at Khorgos to boost transport and trade along the new 8445 km expressway joining Western China to Western Europe. Today, 76 contracting parties across the globe have ratified the UN TIR Convention. Over 34,000 transport and logistics companies are already using TIR to quickly and reliably move goods across international borders. .

All true. But the upcoming Bronco is surely not going to be a "Bronco", and I would have liked to purchase a Ford Everest irregardless of the Bronco endeavor. If Ford launched a vehicle that looks like the 1977 Bronco, except with modern components (alike ICON), the automaker would struggle to meet order demand. . . .

I can't buy a Ford Everest in North America, because the automaker wants to sell this instead ???

Ford Bronco Prototype Spied Testing in Detroit Andrew Wendler, Car & Driver / February 28, 2019 Short wheelbase, aggressive tires, and lifted suspension point to Bronco rather than Ranger. We are fairly certain you're looking at images of the upcoming Ford Bronco, based on the shape and size of this vehicle spotted in Detroit. The new Bronco will be based on the Ranger pickup, and that's definitely the Ranger cab under there. This is likely only the first in what should be a wave of teaser images and speculation expected in the next few months. Whenever photos of prototype vehicles and test mules surface, speculation is never far behind. That's certainly the case for this Ford mule that our spy photogs snagged today near Ford HQ in Dearborn. When the photos first started circulating, the general scuttlebutt was that the vehicle in question pegged as the forthcoming Ford Courier, a small, car-based pickup slated to slot in beneath the Ranger. But although the mule shown here may appear that tiny to the untrained eye, the large aggressive tires, high ride height, appearance of the frame—check the mounting point of the trailer hitch—and size of the Club Cab swing door, along with the shape of the glass in it, all say otherwise. Finally, if you concede that a license plate is 12 inches wide, this vehicle is roughly the same width as the current Ford Ranger. Given that, we think it is a mule for the forthcoming Ford Bronco, most likely a short-wheelbase two-door version. Look, we know the new Bronco is going to be Ranger based, and these images clearly show a Ranger cab with a small rear bed and cap, which is very likely a cobbled-together piece intended simply for prototype mules. (Note the deep indentation around the fuel filler indicating artificially swollen bodywork for camouflage and/or convenience purposes.) Although that last detail leans toward the pickup side of the equation, a wheelbase that short would be pointless and potentially dangerous in a pickup. Additionally, it's important to remember that the Bronco will likely be based on the next-generation Ranger platform, so what we are seeing here is very likely doing double duty as an R&D mule for both vehicles, i.e., the new Bronco and the next-gen Ranger. The idea is that the Bronco, now rumored to be coming as a 2021 model, will make its debut on a fresh frame (rumors also persist of a new V-6 engine), and the next-generation Ranger will switch to the new frame and suspension when it is updated a year or two down the line. In essence, the bodywork isn't the smoking gun here anyhow; it's the short wheelbase and tall ride height that point to a new vehicle, leading us to believe that this is the first of many Bronco teasers to come our way in the next few months. .

Iepieleaks / February 28, 2019 .

Geely has no place on the board of Volvo Affars Varlden / March 1, 2019 Chinese car company Geely, despite being a major owner, will not have a seat on Volvo's board. This is evident from the notice to the meeting, which Dagens Industri snatched up. Carl-Henric Svanberg will remain. He has been in the club since 2012. Other proposed members are Matti Alahuhta, Eckhard Cordes, Eric Elzvik, James W. Griffith, Martina Merz, Kathryn V. Marinello, Hanne de Mora, Helena Stjernholm and CEO Martin Lundstedt. Last year, Geely became the new major owner of Volvo Group by purchasing shares from Cevian. The company already owns Volvo Cars. According to information from Dagens Industri however, the Chinese company has chosen not to submit any request for board representation. The background is that the company is also a major owner of Daimler, which opens up for conflicts of interest. Related reading - https://www.bigmacktrucks.com/topic/52633-truckmaker-ab-volvo-drops-geely-linked-board-member-after-daimler-move/?tab=comments#comment-392986

Heavy Duty Trucking (HDT) / March 1, 2019 At The Work Truck Show 2019, Freightliner will exhibit a wide range of its vocational vehicles and powertrain options in its booth. Visitors to the booth can also explore the new battery-electric Freightliner eM2 truck. In addition to the eM2, several of Freightliner’s vocational truck models will be on display in the booth, including the Freightliner 114SD, which can now be spec’ed with the lightweight Cummins X12 engine. Other Freightliner work trucks – such as the 108SD and the M2 106 – will be upfitted with a range of bodies that demonstrate different customization options. Part of Daimler Trucks North America’s (DTNA) e-mobility initiative, the medium-duty eM2 is being designed for local distribution, pickup and delivery, and last-mile logistics applications. The first eM2 was recently delivered to Penske Truck Leasing for real-world testing as part of the Freightliner Electric Innovation Fleet, reflecting DTNA’s co-creation approach with customers to co-develop technology that shapes the future of transportation. The Innovation Fleet is developed in partnership with Penske Truck Leasing and NFI, and is partially funded by a $16 million grant from the South Coast Air Quality Management District (SCAQMD). Series production of the eM2 begins in 2021. This year, Freightliner is a Platinum sponsor of the Green Truck Summit, which focuses on clean energy trends and initiatives for commercial vehicles. Freightliner has been a sponsor of the Green Truck Summit since 2012. “DTNA is investing heavily in the development of practical and sustainable electric vehicles to support our customers and the environment,” said Kelly Gedert, director of product marketing for Freightliner and Detroit. “We are committed to providing value to our customers’ businesses in a world of constantly evolving challenges, which is why we continue to develop our product portfolio to positively impact their business needs.” Work Truck show attendees will also see the market-leading powertrain options that are ideal for vocational applications, including the Detroit DD5, Detroit DD8, and Detroit DD13 engines. .

MAN Truck & Bus Press Release / February 28, 2019 Curtain up for our new MAN CitE According to the motto “Reinventing the urban landscape” the perfect truck for urban delivery and distribution transport combines avant-garde exterior with ergonomic and safety to provide high efficiency – eMobility at its best. Find out more here: https://go.man/9jqbTXt8 ,

Heavy Duty Trucking (HDT) / March 1, 2019 Dana Incorporated has acquired the Drive Systems segment of the Oerlikon Group, including the Graziano and Fairfield brands. The acquisition expands the company’s capabilities in electrification and improves its manufacturing presence in key markets, according to Dana. The Drive Systems business serves a global roster of original equipment manufacturers with a portfolio of high-tech products that can be found in a wide range of applications for operating machinery and equipment used in agriculture, construction, energy, mining, on-road transportation, and high-performance sports cars. “Dana’s acquisition of the Drive Systems segment of Oerlikon enables us to support our customers’ shift toward vehicle electrification across nearly every vehicle architecture in the light vehicle, commercial vehicle, and off-highway segments,” said James Kamsickas, president and chief executive officer of Dana. “The Drive Systems business’ highly talented team is also strategically positioned to give our customers access to critical manufacturing capabilities in key growth markets, such as India, China, and the United States.” The addition of the Drive Systems segment to Dana is immediately accretive to earnings and creates a number of opportunities for increased revenue and profitable growth, including: Extending Dana’s current technology portfolio, especially in the area of high-precision helical gears for the light- and commercial-vehicle markets, as well as planetary hub drives for wheeled and tracked vehicles in the off-highway market. Growing Dana’s electronic controls capability for transmissions and drivelines through the acquisition of VOCIS, a wholly owned business of Oerlikon Drive Systems, and further expanding its motors technologies through Ashwoods Electric Motors. Increasing Dana’s product offerings that support vehicle electrification in each of Dana’s end markets – light vehicle, commercial vehicle, and off-highway. Optimizing Dana’s global manufacturing presence to be closer to customers in key growth markets such as China and India, as well as the United States. And adding four research and development facilities to Dana’s extensive network of technology centers, as well as 12 facilities to the company’s global manufacturing footprint. .

Deborah Lockridge, Heavy Duty Trucking (HDT) / March 1, 2019 AxleTech, which turns 100 years old this year, is reinventing itself with a focus on electrified vehicle solutions. By focusing on a “power-agnostic” between-the-wheels electrification technology, it believes it can provide integrated, in-axle systems that provide the same power and efficiency as conventional diesel powertrains – and maybe even better. “This is key, as vehicle manufacturers and owners will demand this with any powertrain change,” explained Jason Gies, AxleTech director of business development for electric vehicle systems, in a March 1 webinar for reporters. AxleTech, based in Troy, Michigan, traces its roots back 100 years as part of the original Rockwell International. Since then there have been a number of name changes and ownership transitions. Today, the company is emphasizing the “tech” in its name, providing advanced powertrain systems, axles, brakes, components, and aftermarket and remanufactured parts for heavy-duty commercial and defense applications. Key in its growth is commercial vehicle electrification. According to a Frost & Sullivan report, AxleTech said, the electrification adoption rate for medium- and heavy-duty trucks is expected to be 10.6% by 2025 globally, and 12.3% for North America. The forecast calls for growth to increase starting in 2020. “That’s just next year,” Gies said. “The industry is looking at a lot of growth very quickly.” Three years ago, AxleTech put together a team to develop electrified axle solutions. The company plans to make a big announcement at ACT Expo in April, but already has developed several electrified axle solutions. It has several vehicle partners: • Thor Trucks. AxleTech is developing an on-highway fully integrated e-axle system that it will pair with Thor’s proprietary batteries • Wrightspeed, which is making range-extended electric powertrains • Proterra, an electric bus start-up, which Daimler last year made a big investment in. Part of what AxleTech developed are two-speed gear boxes that give the Proterra system a 20% efficiency improvement. In fact, Gies said, Proterra in 2017 set a world record for longest distance traveled on a single charge, over 1,100 miles, for any vehicle. AxleTech's “between the wheel” systems are power-agnostic, Gies noted. It could be full battery electric, hydrogen fuel cells, range-extending technology, or even hybrids. “We require three essential things from the OEM: a cooling line, a control cable, and a power cable – and AxleTech does everything else.” AxleTech contends its system-engineered technology has an advantage over early electric truck solutions that involved replacing the truck engine with a single, large electric motor and multi-speed gearbox. This configuration is referred to as a “direct drive” solution, because it follows the traditional longitudinal drivetrain platform. However, AxleTech said, this approach has shortcomings, including poor packaging, efficiency, cost, and compatibility of the major components. More recent commercial EV powertrains have very specialized configurations, AxleTech says, but varying degrees of customized chassis, suspensions, and e-powertrains raise concerns of long-term supportability and cost. In contrast, Gies told reporters, AxleTech designs its technology to address four key factors: Performance, cost, maintenance support, and packaging (easily integrated into current vehicle platforms.) Next month at ACT Expo in Long Beach, California, AxleTech said, it will launch “the most efficient electric powertrain in the world for Class 6-8 trucks,” as well as a compact and powerful system for low-floor transit buses and some new strategic partnerships. .