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Daimler Press Release / February 27, 2019 Daimler Buses division in 2018: clear increase in sales and market leadership asserted in core markets, continued growth in new markets. Daimler Buses expects marked sales growth in 2019 and is aiming for a Return on Sales of 5 to 7 percent. Clear strategy with three pillars: global market presence, technology leadership and business excellence. Targeted use of partnerships worldwide, cooperation with software provider IVU. Market launch of fully electric Mercedes-Benz eCitaro and comprehensive, holistic approach for eMobility consulting in environmentally-friendly public transport. Till Oberwörder: "At Daimler Buses, we're very pleased with the 2018 business year. We've significantly increased our worldwide revenues. This shows that, thanks to the Mercedes-Benz, Setra and BharatBenz brands as well as related services, we are very well positioned in our business. We have also set some ambitious targets for ourselves for the coming year. To that end we have three strategic operating fields clearly in our focus: our global market presence, our role as a technology leader and business excellence. We will continue to offer the best comprehensive solutions to our customers in the future as the leading provider around the globe – with the best vehicles and the best package of services, consulting and mobility solutions." Stuttgart – In 2018 Daimler Buses enjoyed major sales growth, selling 30,900 buses and chassis worldwide (compared with 28,700 in the prior year). The sustained high demand for complete buses, the slowly recovering Brazilian economy and growth in India were major contributors to this great sales success. The Daimler Buses division was thus able to maintain its position as market leader in the most important core markets EU30 (EU, Switzerland and Norway), Brazil, Argentina and Mexico. Return on sales was 5.9 percent (compared with 6.2 percent in the prior year) and was therefore in line with targets. Based on the continued favourable market conditions, Daimler Buses expects a major sales increase in 2019. In Europe and India in particular, the Buses division anticipates positive sales development. For the current business year the business unit is aiming for a Return on Sales between 5 and 7 percent. Till Oberwörder, Head of Daimler Buses & Chairman of the Board of Management at EvoBus GmbH: "At Daimler Buses we're very pleased with the 2018 business year. We've significantly increased our worldwide sales. With the market launch of our fully electric Mercedes-Benz eCitaro, new digital services and our new-generation minibus, we have also taken some important steps toward the future. It was an incredible performance by our international bus team! We have also set some ambitious targets for the coming year and intend to continue growing – not just in our established markets but especially in the world's new growth regions." Clear orientation toward three strategic operating fields In order to achieve its aims Daimler Buses is concentrating on three strategic operating fields: global market presence, technology leadership and business excellence. With the help of strategic partnerships the business unit aims to ensure the generation of additional expertise in new technologies and services. Oberwörder continued: "It is our aim to be the world's leading provider of buses and mobility services. To do so we are pursuing a strategy with three clear operating fields: our global market presence, our role as a technology leader and business excellence. In the future we will continue to offer the best comprehensive solutions to our customers as the leading provider around the globe – with the best vehicles and the best package of services, consulting and mobility solutions." Global market presence: development of the core business and growth strategy for conquering new markets As a market leader in our major core markets, Daimler Buses continuously develops its classic product portfolio and thus strengthens what has traditionally been our core business. The new Mercedes-Benz Sprinter, for example, forms the basis for a completely new generation of our successful Mercedes-Benz minibuses. With products perfectly adapted to meet local requirements, an efficient production network and customer-oriented sales and service offerings, Daimler Buses continues to tap into growth potential in promising markets like North Africa, the Near and Middle East, south-east Asia and India. The Buses division benefits from the Regional Centres it established in 2015 that are located in close proximity to customers in these regions: In 2018 Daimler Buses was able to increase sales in these emerging regions by around 37 percent to nearly 7,000 units. With the Chennai plant (India) as its base, the business unit intends to gain greater market share in India with its BharatBenz brand while, at the same time, strengthening the plant as an export hub. An efficient production network ensures the Bus division remains flexible in deciding whether new export markets should be served from India, Brazil or Europe. Technology leadership: successful market launch of the fully electric Mercedes-Benz eCitaro and continued development of technology leadership With the launch last year of the fully electric Mercedes-Benz eCitaro, Daimler Buses has been able to offer a locally emission-free urban bus for environmentally-friendly public transport in cities and urban areas. The battery-electric eCitaro is series-ready. As of a few weeks ago the first vehicles are already in service as part of the public transport systems in Hamburg and Heidelberg. The bus plant in Mannheim is ready to begin deliveries. As the development of battery technology is progressing at a rapid pace, the eCitaro is already designed to be transitioned to the battery technology of the future. As of 2020 the future use of solid-state batteries will be an option. The next generation of our lithium-ion batteries will soon follow. Furthermore, as of 2022 the eCitaro’s range will be increased yet again by a range extender in the form of a fuel cell for generating electricity. The fully electric eCitaro is also part of the complete eMobility system of Daimler Buses, which advises customers on the range of applications. A customised service concept is part of the portfolio. In the coming months Daimler Buses will be expanding this portfolio and has a five-percent share in IVU -- one of the leading companies in the creation of business management software for public transport operations. As part of this strategic partnership, Daimler Buses and IVU are working together on the close integration of eCitaro into the operational management of businesses. Thanks to this cooperation with IVU, software solutions can be developed for transport companies that can be implemented in existing systems in a practical manner. An important milestone on the road to connecting vehicles is the digital Portal Omniplus On. All of the existing and new digital services for buses are bundled here. One of the new services launched in 2018 included Omniplus Uptime, which optimizes bus workshop visits and helps avoid downtime. Additional digital services such as Omniplus On monitor (provides the fleet manager with real-time data on the vehicle and driver) and Omniplus On commerce (online shop for spare parts in Europe) are waiting in the starting blocks. Business excellence for sustainable, profitable growth In order to create the basis for sustainable, profitable growth, Daimler Buses is continuously developing its worldwide production network. To this end the Buses division bundles its competence in development and production such as, for example, the safety technologies and assistance systems at the Neu-Ulm location and the series production of electric buses in the Mannheim plant. As announced in 2017, by 2020 about 140 million euros will be invested in production locations and about 200 million euros in new technologies. Strategic cooperation with partners as a success factor In addition to the systematic cooperation with other Daimler business units, in the future Daimler Buses will increasingly count on strategic collaboration with partners. This should generate new perspectives and additional expertise in technologies and services. Collaboration will allow the Buses division to tailor its products even more closely to the needs of new markets and customers and, in turn, launch innovation to the market more quickly. .

MAN Truck & Bus Press Release / February 26, 2019 Tailor-made solutions simply from a single source. We build your vehicle according to your wishes. Your drivers and passengers will be thrilled. .

I suggest you go back with Mack "body bound" bolts, reaming new holes accordingly, 0.652 (5/8" BB bolts) or 0.776 (3/4" BB bolts). From page 30...............https://www.macktrucks.com/-/media/files/body-builder/manuals/7-frame.pdf/

From 1955 to 1973, Mr. Sztykiel held several engineering positions from Project Engineer of Dodge Truck Operations, Chrysler Corporation, to Assistant Chief Engineer Heavy Trucks, Chrysler Corporation. From 1973 to 1975, he served at Diamond Reo Trucks, Inc., where he first held the position of Vice-President of Engineering and subsequently, Vice-President of Sales. Mr. George Sztykiel was Spartan’s founder, becoming CEO in December 1992. He served as President and Director of Spartan from its incorporation in September 1975. He retired from Spartan in 2014. Born in 1929 in Poland, Mr. Sztykiel holds a B.S. degree in Mechanical Engineering from the University of London, England.

Bill Ford: Mustang-inspired electric crossover 'going to go like hell' Michael Martinez, Automotive News / February 25, 2019 When Ford Motor Co. was attempting to dethrone Ferrari on the racetrack at Le Mans, then-President Henry Ford II had one directive for his drivers: "Go like hell." More than a half-century later, Hank the Deuce's nephew called on that phrase to help define the company's first battery-electric crossover, due out next year. Speaking Monday at the Crain's Detroit Business Newsmaker of the Year luncheon, Ford Executive Chairman Bill Ford said the Mustang-inspired vehicle "is going to go like hell." The callback to that phrase isn't an accident. It underscores a change in strategy for how Ford views its EVs. The company's early forays into electrification included now-discontinued vehicles such as the Focus Electric and C-Max plug-in hybrid that were known more for their fuel economy than performance capabilities. "When we first started talking about electrification, there was this thought that there had to be a trade-off: It was either going to be green and boring and no fun, or really exciting but burn a lot of fossil fuels," Ford said. "Electrification has come to the point that you can do both." The vehicle will have a range of more than 300 miles. Production was originally slated for Flat Rock, Mich., near Detroit, but Ford last year decided instead to build the vehicle in Mexico. Ford has created a dedicated business unit, dubbed Team Edison, to handle production of its EVs. The team is based in Corktown, a Detroit neighborhood where the automaker is spending roughly $740 million to rehab an old train station. The station, abandoned for decades, will become the centerpiece of a new campus the company will use to woo young talent. The renovation is expected to take four years. Ford said Monday he'd like to fill the building with a mix of suppliers, software developers, tech startups and — potentially — other automakers. Ford last month announced the beginning of a global alliance with Volkswagen Group that will include collaborating on pickups and commercial vans. The two sides are also discussing electric and autonomous vehicle development. Ford said VW, in theory, could lease space in the building. "It could be them," he said. "Anybody who wants to come down and be part of this ecosystem, we'd love it." .

Korea will remain a COE market, and I expect Vietnam to as well. The Chinese government wants to offer another choice, and one reason is government-owned (SOE) Dongfeng Liuzhou (in southern Guangxi Province) has been an ongoing proponent of conventional cab design while the Dongfeng* EQ140 and Jiefang CA141 were discontinued. With the change in regulations, compensating for a conventional's longer wheelbase, a 6x4 conventional can now gross 49 metric tons alike a 6x4 COE. * Dongfeng Liuzhou and Dongfeng in Hubei Province are two competing truckmakers. Volvo has a thus far unsuccessful JV with the latter. .

America was built on the back of the Mack truck, as well as the International. The legendary Loadstar was the backbone of the American farmer, carried children to and from school, and allowed states and municipalities to maintain our roads. The stunning Transtar 4070A and Transtar II 4070B were industry benchmarks in the COE segment. A young Zenon C.R. Hansen joined International Harvester in 1927. So impressed were they that the company placed him in its management training program. At age 19, with two years service, Hansen was sent to work internationally in Europe. Over the following seven years, spent on the continent and in Africa, Zenon acquired invaluable on-the-job training and learned to fluently speak French, German and Italian. Given the opportunity to go out on his own and to establish a Diamond T dealership in Portland, Oregon, Zenon reluctantly left International Harvester after 17 years. He quickly became Diamond T's largest distributor.

Exactly. America's iconic Mack Trucks, today, is nothing more than a memory......and a Volvo product wearing a Mack nameplate. "What Volvo has done, reduce an American icon down to a mere shell of its former self, should be a crime."

Bob and I agree 150% with you, that Ford should create a purpose-designed medium truck cab. The cost of designing such a cab, today with the use of software, is ridiculously inexpensive. Realistically......light, medium and heavy each have their own unique cab requirements.

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The only American bus manufacturer left that I can think of is California-based Gillig, and their product appears to be a generation behind. https://www.gillig.com/buses https://www.bus.man.eu/de/en/city-buses/model-overview/Model-overview.html

Daimler Press Release / February 25, 2019 Mercedes-Benz eCitaro proves itself in daily operation in Germany Transport operators in Europe test the eCitaro's suitability for daily use Highly developed technology as the basis for maximum efficiency Stuttgart / Mannheim – The first battery-electric driven series-production Mercedes-Benz eCitaro buses have been in operation in public transport in Hamburg and Heidelberg for several weeks now. More electric buses are to follow in Germany in the coming weeks. We have now received the first orders from neighbouring European countries. At Daimler Buses, production of the eCitaro is at series level and the bus plant in Mannheim can deliver. All in all, there is not yet a universal demand for electric buses from the public transport companies. This might be because switching a conventional bus fleet to electric drive and ensuring the necessary infrastructure can be more complex than planned. Transport operators in Europe test the eCitaro's suitability for daily use At the same time as the deliveries in Germany, in a few days several eCitaro buses will be driving to locations and contract partners of Daimler Buses in Luxembourg, France and Poland. Once there, they will be integrated into local bus operations to convince those responsible for local public transport of their qualities and suitability for everyday use. The advantages of electric buses: They do not emit pollutants locally and make almost no noise. These are aspects which are currently of great importance to the development of clean air planning in many cities and regions. On the other hand it requires a lot of time and money for transport operators to change to electric buses and the necessary infrastructure. The technology of an electric bus alone is very expensive and the infrastructure must be designed to fit the local situation and requirements, for example charging stations, workshop equipment, qualification of personnel etc. Therefore Daimler Buses - one of the most experienced and strongest partners of bus operators - supports transport operators with its eMobility Consulting and Omniplus by offering individual advice, services and training to companies making the change. One of the most important stipulations necessary to Daimler Buses entering the market for electric buses was to be able to offer a vehicle which satisfies transport operators in every way just like the well-established Citaro has done a thousand times over. The electric bus must combine operating safety, availability in the daily routine and the driving safety of a series-production vehicle with the new requirements for emissions. Highly developed technology as the basis for maximum efficiency The Mercedes-Benz eCitaro is not produced in a prototype workshop but on the same production line as all of the other city buses in the plant in Mannheim and has thus achieved production standard. The distinction lies first and foremost in the drive technology. The eCitaro buses that will be available for testing in European cities are equipped with ten battery packages and a total capacity of 243 kWh as well as electric motors mounted close to the wheel hubs. The thermal management optimised to the very last detail with battery cooling, air conditioning with a heat pump and connected components is a highlight in the world of bus construction. These features ensure minimum energy consumption and in turn the highest efficiency and maximum range. The fact that the power consumption of an electric bus for heating and cooling can be as much as 50 percent is a challenge that in the main only bus specialists are aware of. The complex chassis of electric buses is characterised by the Electronic Stability Program (ESP) as well as roll and pitch control, for example. Safety, efficiency and environmental conservation are all integral to the Mercedes-Benz eCitaro. .

DAF Trucks Press Release / February 19, 2019 DAF Trucks helps Dutch supermarket chain Albert Heijn to supply its shops electrically. It has handed over the first electric trucks to Albert Heijn carriers Simon Loos and Peter Appel Transport. It is the start of a long-term field test involving three fully electric trucks and two plug-in hybrid trucks — with the latter marking a first in Europe. In 2014, Albert Heijn – with over 1,000 supermarkets in Holland, Belgium and Germany – signed up to the ‘Green Deal for Zero Emission City Logistics’; an initiative that brings together shippers, carriers, technicians and authorities to jointly conduct research into how to achieve maximum progress towards zero-emission deliveries in urban areas by 2025. For Albert Heijn, DAF, Simon Loos, Peter Appel Transport and TNO – Netherlands Organisation for Applied Scientific Research – the trial now launched will provide insight into how the transition to zero-emission deliveries could take shape. The best of both worlds The test project involves three battery-powered electric trucks (DAF CF Electric) and two plug-in-hybrid trucks (DAF CF Hybrid), plus a quick-charging infrastructure from VDL. The CF Electric has a fully electric range of some 100 kilometres. The CF Hybrid featuring E-Power Technology from VDL offers the best of both worlds: fully electric driving in urban areas (range: up to 50 kilometres) and efficient and clean driving in extra-urban areas thanks to the latest diesel technology from DAF. Analysis The partners intend to gather as much information as possible about the technical, operational, financial and organisational aspects involved in making zero-emission deliveries to supermarkets. TNO will analyse the results of the trial with a view to establishing a strategy for implementing zero-emission deliveries to supermarkets in the near future. Zero-emission deliveries Testing with the fully electric CF Electric trucks will initially be limited to journeys between the distribution center in Zaandam and the supermarkets in Amsterdam. With plug-in hybrid trucks, Albert Heijn can also supply stores further away from Zaandam without any emissions. The truck batteries will be charged between journeys at a specially designed charging park at the Albert Heijn distribution centre in Zaandam. .

Great footage.......beautiful facility. .

Right-hand drive.......try it, you'll like it.

Let's say that I wanted to launch a new Class 6 or Class 7. I myself would choose Class 6 over Class 7, or Class 6 accompanied by a sister Class 7 version (e.g. F-650/F-750), because the non-CDL Class 6 segment is where the volume is, and I can only make money via decent volumes (economy of scale). Now let's reflect on the past.....Mid-Liner. The bulk of sales were non-CDL MS200P rigids (air-over hydraulic brakes) and MS250P rigids (full air brakes). Fast forward to the present with, for example Ford. The F-650 outsells the F-750, what Bob, nearly 10 to 1? And will Volvo offer a gasoline engine option in this Class 7? Reasonable question. After all, North American customers are asking for a gas option. Even Fuso is offering a GM (6.0L) gasoline engine. Ford's new purpose-designed 7.3L gasoline truck engine is here, and the Silverado/Navistar CV is about to land a gasoline engine.

I believe you. That said, my understanding is the Mack brand is getting a medium truck. Hmm. You’re right, the MHD is too expensive....the dealers can’t sell them.

My understanding is, under 26 U.S. Code § 4501, the truckmaker pays 12% tax on the first imported truck (CBU - completely built unit), and then the distributors (dealers) pay a 12% tax on each truck they sell. However, there is an exclusion for truck chassis with GVMs of 33,000lb or less. In the Mid-LIner days, we imported CBUs which arrived via the Port of Wilmington, Delaware. Penske and Ryder truck rentals loved them, and their trade-ins created a terrific second-hand truck market.

The Mack Mid-Liner was a fantastic product for both Mack Trucks Inc. and its distributor network. Period. What I'm saying is the North American playing field has entirely changed from year 1979 to today year 2019. It's so full with brands and product, particularly due to new models over the last couple years, supply exceeds demand. As a result, profitability is evaporating as go after sales. RVi does build a good truck (Range D, ect.). But Volvo might hesitate to offer a new U.S. medium with the same DAF-built cab as the DAF LF sold by Kenworth and Peterbilt as the K270/K370 and Model 220. Volvo could set itself apart with a UD cab, it would have a lower cost basis over an RVI KD kit, and as you said UD needs the business (or else admit failure and close the doors). And as much as I like Renault, the Range D's front fascia is unattractive. https://www.kenworth.com/trucks/k270-k370/ https://www.peterbilt.com/trucks/medium-duty/model-220 .

Which takes me back to my first post in 2010............ https://www.bigmacktrucks.com/topic/2094-is-volvo-good-or-bad-for-mack-trucks/?page=7&tab=comments#comment-53474

New Zealand Trucking / February 2019 It’s in the bag From the early days until the late 1980s, mail was traditionally carried in canvas bags. Between towns and cities, the mail was moved by trains that sometimes included a Railway Traveling Post Office, the last of which was withdrawn in 1971. Mail would often be picked up, sorted and dropped off en-route, sometimes without the train slowing down or stopping. A loophole in the transport licensing rules at the time allowed for licensed bus services to also carry freight on scheduled routes; this saw a uniquely New Zealand-designed bus that could carry goods at the back and passengers in the front; the composite. Ironically it was the Railways that operated many composite buses. Mail to and from overseas was also moved in canvas bags. Photo: This picture shows three classic flat deck trucks of the 1950s and 1960s alongside the MV Wanganella in Wellington. Left to right they are: Bedford A, Ford Thames ET6 (Costcutter), and a Bedford OLB. From the ship’s side the mail would be taken to the Overseas Mail Branch for sorting and distribution around the country by rail or composite bus. .

Power Torque Magazine / February 2019 Named after a series of 11 operations conducted by the American Forces in the Vietnam War, the Freightliner Coronado is a worthwhile member of any team – Words by Brenton O’Connor, Images by Geoff Parrington. The tipper and dog market is booming, especially in NSW and Western Sydney, so the invitation from Daimler Truck and Bus to drive its new tipper demonstrator was an opportunity not to be missed. The truck in question was a Freightliner Coronado 114 day cabin, fitted with a Hercules alloy body and hooked up to a Hercules alloy quad dog trailer combination. This had been setup to run as a conventional 50.5 tonnes, 19-metre truck and dog (as the set forward front axle of the Coronado 114 meets the infamous ‘bridge formula’ for extreme axle spacing). Alternatively, the truck can be used as a level two HML/PBS (on approved routes) that allows a gross combination mass of up to 57.5 tonnes. A lot has been done to the Coronado to help with weight distribution due to the extreme forward steer axle location on this truck, and driving these changes has been Michael Egan, senior manager of Freightliner fleet sales. Michael was on hand to explain the key changes and modifications Freightliner has made to create a better spec, and particularly to help with weight distribution. The front axle on the 114 Coronado is mounted only 756 mm from the bumper to the centre of the steer axle, and, to put that in perspective, the Western Star 4800 is 872 mm and the Kenworth SAR is 870 mm. This extreme forward axle spacing has created weight distribution issues for Freightliner, particularly in rigid tipper applications. Typically, the wheelbase of choice for Coronado 114 tippers has been 5300 mm; however, the truck tested was some 500 mm shorter at 4800 mm, fitted with a decent length 4.3-metre body. To accomplish these dimensions Freightliner Australia has made a number of changes to the truck and equipment. The most significant is the exhaust routing, with the exhaust system modified so that the exhaust gas comes directly out of the DPF filter and straight onto the ground, resulting in the removal of the dual stainless-steel stacks normally fitted up each side of the cabin. The reasoning behind this is to be able to move the tipper body right up to the back of the cabin in order to push weight forward onto the steer axle, removing the substantial gap between the cabin and the body where the exhaust system and dual stacks were typically routed. The next major change has been the fuel tank design and location. Typically, the tipper spec will come with three round tanks – two for fuel and one for hydraulic oil. However, the Coronado as tested was fitted with two short and deep square fuel tanks incorporating integrated steps, that were fitted as far forward as possible to again help get weight forward. The left-hand fuel tank had been split to give 200 litres of hydraulic oil, and, as such, the truck has a total fuel capacity of 630 litres, which should be plenty for most applications. The only downside of these tanks is that they no longer provide the same ease of access to the cabin as experienced with round tanks when fitted with big wide steps across their full width. A further possible concern is their close proximity to the ground, opening up the possibility of damage if going off-road into construction sites to deliver bulk materials. Another change has been the fitment of the batteries in cabin, rather than on the left-hand-side of the chassis. The batteries have been fitted underneath the passenger seat to further help move weight forward. Freightliner Australia has also fitted a number of yellow grab handles to make access in and out of the cabin easier, an attention to detail that will appeal to purchasing officers in large fleets who are safety conscious. The only engine offering on the Coronado 114 is Detroit’s DD15, available in a range of horsepower and torque settings. In this application it was set at 500 hp and 1850 lb-ft of torque. For those wanting extra power it’s upgradeable to a maximum horsepower rating of 560 hp with torque staying the same at 1850 lb-ft. The DD15 is one of the few engines running a combined EGR and DPF system (rather than SCR) in order to meet its emission obligations, and, whilst to many readers that will be off-putting, it really shouldn’t be. The DD15 was an engine designed to run EGR from its design phase and not a tack-on to an already existing engine that was never designed from the outset to host EGR. So confident is Detroit of its engine’s success, included (as standard) is a five-year/one-million-kilometre warranty and a minimum of 40,000 km service intervals on B-double work that can be extended even further depending on fuel burn and operating conditions. The truck tested was fitted with the optional Eaton UltraShift transmission, providing a full two-pedal operation. Freightliner still has the best gear selection method for trucks running this transmission, with its steering-column-mounted ‘paddle shift’ known as SmartShift making both selecting gears, and also manual upshifting and downshifting, easy. Furthermore, it saves space in the cabin and improves access from the driver’s seat into the sleeper cabin (when fitted). Another nice advantage is the integration of the gear selection into the main display allowing the driver to easily identify the gear selected. Driving the Detroit DD15/Eaton UltraShift package with the loaded combination obviously makes life easy, without needing to operate the clutch or changes gears manually. Like most UltraShift trucks, the transmission is too slow to upshift in the lower gears and requires the driver to manually ‘tap’ the paddle shift to force the transmission to upshift, otherwise the truck revs out to 2100 rpm before it shifts up. On one particular occasion, when leaving the BP truck stop in Epping, the truck wouldn’t shift out of second gear, even though automatic mode was selected, therefore a manual upshift was required to get the transmission to move up through the gears. When it comes to steering feel, the Coronado 114 excels, which could be in part due to the dual steering boxes fitted as standard to the truck. The steering is both light and direct and has excellent road hold. So much so, that the truck drives as if on rails, and, even when dropped off the edge of the bitumen onto the gravel road shoulder, the truck remains composed and is easy to bring back onto the black top. Going on further, the truck handles extremely well, and when cornering the truck feels very composed and inspires confidence into the driver. The downside of the road handling is the ride comfort, particularly from the steer axle. While the firm front springs provide exceptional road handling, they are very firm, and on rough roads the truck is quite rough. The rear suspension is Freightliner’s AirLiner 46K airbag suspension, with a four-bag arrangement. The nature of a four-bag tandem-drive airbag setup doesn’t provide the same level of axle articulation, movement and ride comfort when compared to an eight-bag arrangement. For the test route, a trip was taken from Daimler’s Somerton dealership north up the Hume Highway to Broadford, where the vehicle weight at the checking station recorded a gross combination weight of 46.06 tonnes. From there the route detoured west to Kilmore, then onto Wallan, before returning to the dealership at Somerton. This provided a combination of freeway travel, stop/starts through the towns and also some country highway with less than perfect road conditions, during which the rigid tipper and quad dog combination recorded an average fuel consumption of 1.75 kilometres per litre. Standard equipment on the Freightliner is outstanding, and, unlike other US trucks, one does not need to delve deep into the options list (with additional costs) to get a decent specification. Power mirrors and windows are standard, as is ABS and traction control, along with full cross locks (differential locks), Michelin tyres and Alcoa DURABRITE rims, all of which make the standard truck both comfortable and well equipped for the range of tasks likely to be thrown at it. The Coronado 114 is a good package, and the range of changes instigated by Freightliner Australia has sought to make the vehicle more suitable for tipper and dog work, especially with the explosion of PBS truck and dog combinations witnessed in recent years. Unfortunately, as the truck was not loaded to its legal limit, we weren’t able to ascertain how close to 6.5 tonnes on the steer axle the changes made by Freightliner have achieved; however, the technical drawings done by both Freightliner and Hercules indicate that it should be feasible. .

HIno is aggressively growing, and Isuzu has a solid reputation. Hino already reached Class 7, and now has the Class 7/8 XL series. And put the upcoming Class 7/8 Chevrolet/Navistar truck on your calendar (the MV/DuraStar replacement). Isuzu entered Class 6 with the FTR. Chevrolet sells the same truck as the 6500XD, and rebadged versions of the smaller Isuzu's as well. Huge footprint between Isuzu and Chevrolet. And then, for the customers who want a conventional, in addition to Ford and Dodge (Ram), you have Chevrolet and Navistar selling Class 4, 5 and 6 versions of their new conventional bonneted truck. I expect Dodge to add a Class 6 6500 any time now. It's a no-brainer. And though limited to Classes 3, 4 and 5, Fuso is in the game as well. So in Classes 3 thru 6, to say the least, the market is overly crowded with brands and product, meaning the trucks will be discounted in order to move them which kills reasonable profitability. So there's no point in Volvo jumping in the pool now.....it's already too crowded as is. Volvo pulled the plug on Mack medium product in 2003 (and North American UD sales in 2012) and never looked back. Mack brand distributors one-by-one took on one or more Japanese brands and Volvo didn't care. Do you think any Mack brand dealer is going to abandon their Hino or Isuzu franchise for Volvo's endeavor? Not. http://www.hino.com/hino-trucks.html https://www.isuzucv.com/en/isuzutrucks https://www.chevrolet.com/commercial/low-cab-forward-cab-over-truck https://www.mitfuso.com/en-us/models https://www.chevrolet.com/commercial/silverado-chassis-cab https://www.internationaltrucks.com/trucks/cv-series https://www.ford.com/new-commercial-trucks/ https://www.ramtrucks.com/ram-commercial/index.html#

They're too late to attend a now crowded party. Look at it this way, in the North American market, could they possibly and meaningfully compete in the medium-duty segment? Could they possibly compete with Freughtliner (Daimler) and Navistar in the mid- and high-end medium segment? Could they possibly compete with Ford in the low-end medium segment? The answer is no......so what's the point of such an exercise. Just speaking candidly.

The global Ford Ranger is good looking no more. Here we appear to see the 2021 Ranger. https://www.whichcar.com.au/news/2021-ford-ranger-is-this-it .