kscarbel2

Sales chief Bigland files whistleblower suit against FCA Vince Bond Jr. & Michael Wayland, Automotive News / June 5, 2019 Reid Bigland, head of U.S. sales for Fiat Chrysler Automobiles (FCA), filed a whistleblower lawsuit against the automaker Wednesday, claiming he has been a scapegoat for the company's sales practices being probed by federal officials. In the suit, Bigland claims FCA has retaliated against him for cooperating with an Securities and Exchange Commission (SEC) investigation and slashed his pay by about 90 percent, starting in March. FCA executives plan to use his withheld compensation to pay any penalties or settlements reached with the SEC, according to the lawsuit filed in Michigan's Oakland County Circuit Court. The automaker's actions will cost Bigland about $1.8 million, the lawsuit said. Bigland, according to the suit, says he has cooperated with the SEC investigation, testifying "at length" about Fiat Chrysler's U.S. sales reporting practices, which he said long predated his appointment as U.S. sales chief in 2011, according to the lawsuit. "In late 2018, presumably as a way to wrap up their investigation with some result, the SEC suggested to plaintiff that he admit to some wrongdoing as to defendants' monthly sales reporting," Deborah Gordon, Bigland's lawyer, wrote in the lawsuit. "The SEC also suggested a resolution involving some penalty to FCA. Because (Bigland) had not engaged in any wrongdoing, and there was no wrongdoing, he declined to do so." In July 2016, FCA voluntarily changed the way it reports U.S. monthly sales and restated results for the previous five years to reflect the new methodology. The lawsuit says Bigland was excluded from the process of devising a new monthly sales reporting methodology, and was only advised that FCA was considering different methods to adopt. The SEC has been investigating the company's sales reporting practices before the company changed them. Fiat Chrysler said long-term incentive payouts are made at the discretion of a board committee. Bigland's "eligibility for incentive compensation — like that of all corporate officers — is subject to a determination by the board of directors' compensation committee that he has satisfied the applicable company and personal performance conditions," FCA said in a statement. "Mr. Bigland's eligibility for his award remains subject to that determination and completion of a board-level evaluation of issues that are the subject to governmental investigations (as previously disclosed by FCA) in which FCA continues to cooperate." The company said further it would be "inappropriate to comment on ongoing litigation or internal compensation processes." According to Gordon, Bigland remains employed by the company. Bigland’s participation in the SEC investigation, including a “white paper” he wrote detailing his knowledge of the automaker’s sales reporting methodology, has sparked retaliation from the company, Gordon said. She described FCA’s decision to withhold a portion of his compensation as an “unusual situation” because of Bigland’s “excellent” performance that the lawsuit aims to reconcile. “We’re hoping my client will receive the compensation he has earned and then some,” Gordon said Wednesday. “It appears my client is being retaliated against.” .

The Volvo - Shandong Lingong joint venture is as unsuccessful as the one it has with Dongfeng. http://www.sdlg.cn/

In China, car dealers have the right to sell vehicles for whatever price they want......as they should in a free market.

Chinese regulators slap Ford's joint venture with $23.6 million fine CNN Business / June 5, 2019 Hong Kong - Chinese regulators have fined Ford's main joint venture in the country for violating antitrust laws. China's State Administration for Market Regulation slapped Changan Ford with a 162.8 million yuan ($23.6 million) fine for setting minimum resale prices on its cars in the city of Chongqing. The fine amounts to 4% of the company's sales in Chongqing last year. Ford owns 50% of the joint venture, with the rest controlled by its local partner, state-owned carmaker Changan Automobile. Changan Ford's actions deprived downstream dealers of pricing autonomy, restricted competition and damaged the legitimate interests of consumers, the regulator said. Ford said it "respects" the market regulator's decision. "Changan Ford has taken corrective action in its regional sales management together with its dealers," a Ford spokesperson said. "As an ethical company, Ford is committed to complying with local laws and regulations wherever we do business," the spokesperson added. The penalty also comes as Ford is looking to make up lost ground in China. Ford's sales in the country plunged by nearly 40% in 2018 compared to the previous year. The carmaker announced in April that it plans to launch more than 30 new Ford and Lincoln vehicles in China over the next three years as it tries to reverse a decline in sales in the world's biggest auto market. China is Ford's second biggest market after the United States.

The Volvo and Mack brands ranks at the bottom in North America, at 5th and 6th respectively, with low production volumes, and now the bottom is falling out in Volvo's Swedish production. UD is a money loser, Volvo never having turned it around but rather made it worse. Volvo Construction remains a question mark after losing its shirt in China and key shareholders would like to sell it. Volvo never mentions the Dongfeng joint venture because it never panned out for them. Renault Trucks is the only shining star but it can't carry the group.

Dagens Industri / June 5, 2019 The Volvo plant in Tuve reduces production rate after the holiday period. Around 150 temporary and staffing employees getting laid off. Production will decrease from 30 to just over 16 trucks on the evening shift. The reason is said to be the demand trend in Europe. "We adapt the production rate to the order intake that exists," says Claes Eliasson, press officer at Volvo, according to Göteborgs-Posten . In connection with this year's first quarterly report, Volvo reported a clearly lower order intake for trucks than expected. The focus was then directed towards the North American market, but also the European order intake fell, down 17 percent compared with the first quarter last year. However, the vehicle manufacturer repeated the full-year forecast for the total market for heavy trucks. "When we look at normal indicators such as the price of used trucks, the utilization rate of connected vehicles, we still see a high level of activity and that is also why we are repeating our market forecast for 2019, which is somewhat lower than in 2018, but still on a good level. Order intake trending around 300,000 now, ”said CEO Martin Lundstedt then to Di. Earlier this week , RBC highlighted Volvo's heavy exposure to Europe as a reason to wait for purchases in an analysis where the recommendation was set to sector perform. The Canadian major bank was also skeptical of developments in the North American market.

Dagens Industri / June 5, 2019 According to preliminary figure, order intake for heavy trucks in North America amounted to 10,800 units in May. This is a decline of 27 per cent compared with April and a full 70 per cent on an annual basis. The figure indicates the "worst net feed development since July 2016 for heavy trucks". A weak freight market and continued high order backlogs are behind the weak order intake. As recently as Tuesday , RBC Capital flagged that both the European and the North American market for heavy trucks will probably fall this year in connection with the Canadian bank launching the monitoring of Volvo with the recommendation sector perform. In connection with this year's first quarterly report, which was released at the end of April, Volvo reported a substantial decrease in the North American order intake, minus 77 per cent. However, CEO Martin Lundstedt toned down the figure. "The order intake in relation to deliveries was extremely positive for a long time and as we have communicated earlier, we continuously look over the quality of our order book in North America to ensure that we are not on poor orders," he said to Di.

Scania Group Press Release / May 23, 2019 Lots Group, an independent company within Scania, has been awarded a major contract for the transport of sugar cane in Brazil. Operating its own dedicated fleet of Scania G 540s 6×4 trucks, Lots will annually transport 1.5 million tons of sugar cane on behalf of Cocal, a leading Brazilian producer of sugar, ethanol and bioenergy. Cocal manages over 130,000 hectares of sugar cane and operates a fleet of approximately 300 heavy trucks to manage logistics from its fields to refineries. The outsourced transport arrangement to Lots is a first for Cocal as the company seeks new ways of improving its supply chain effectiveness. “This is a highly interesting project for us to further improve our operations,” says Renan Ludwig Paiva, Agriculture Manager at Cocal. “Transport constitutes a major expense in our operation and we need to look at every aspect to make it more efficient.” Lots will set up its control tower solution to manage the optimisation of production flow and dispatching. While Lots manages its own fleet and drivers, the transport will be carried out in close collaboration with Cocal’s other operations to ensure smooth and effective delivery. The contract represents a breakthrough into the agricultural sector for Lots and builds upon its existing operations in Asia, Europe and Latin America. .

Renault Trucks Press Release / May 29, 2019 .

Ford Blog / June 2019 We've all known the classic car collectors, one way or another. Sometimes in an event, sometimes in a documentary… Well, have you ever heard of a truck collector? We didn't hear either until our Uşak dealer told us about Ömer Gül, the operator of Gül Nakliyat. We decided to visit Gül Transport with our friends in the Ford Trucks Marketing team and meet with truck collector Ömer Bey. Dressed in a kernel two dirhams, he warmly welcomed us. And the moment when we first met his truck collection, we were all left open, eyes blazed. Over 30 Ford trucks lined up side by side, all Ford D-1210 models, all of which ended production in 1983. And each truck has a unique story When the cameras were set up, we were not able to make any sense about Ömer Bey's surprise, but we were surprised when he saw that he was not around when he came to plug the microphone. "There is a fear of the camera?" Indeed, exactly ten minutes later Ömer Bey was in front of the cameras; However, it was a nice beard trim at the market, and he brought his unsuitable father from the sick bed and introduced him to us. You can hear the story of the trucks from the mouth of Omer Bey himself. but we also want to talk about the details of the camera behind the camera that affect us. When we were shooting Ömer Bey on one side with his father and his son, all of us had the same thoughts. Ömer Bey was a bridge between the past and the future. And the youngest of our trucks, more than 35 years of age, was the proof of this thesis. If you come across one of the classic trucks in the fleet of Gul Nakliyat, you must also ring the ears of Ömer Bey. .

Ford Trucks International Press Release / May 29, 2019 FIA ETRC 2019 has started with the tour of the "Official Truck" F-MAX in the first stage of the season, Misano, last weekend. .

Ailish McBride sings the song well. .

Scania Group Press Release / May 28, 2019 Traditionally, Ireland’s troubadours have sung about strong men and daring deeds. Nowadays, they celebrate a rumbling legend from Sweden. This is the story of a poetic truck driver, the man with the V8 voice – and “The Scania 164”. In the late 1980s Eddie Crozier is driving haulage all over Europe. Like many other truck drivers, he’s a big Scania fan. Being Irish, Eddie is also musical and a wordsmith. Behind the wheel he hums an idea for a song praising Scania trucks; especially his favourite, the Scania 142. The song is never finished, and Eddie moves to the US. Meanwhile, back in Northern Ireland, a countryman changes career. After years working for bricklayers all over Northern Ireland, hod carrier Joe Moore decides to become a full-time country musician. As he plays pubs and clubs, Joe feels like this is life’s purpose. Soon his distinct deep voice and laid back personality makes him one of the most popular country acts on the local circuit. Introducing: The Scania 164 Then something happens in Södertälje, Sweden. Ever since launching the 14-litre V8 engine in 1969, Scania has dominated the high-output heavy truck segment. But now, in May 2000, a new 16-litre V8 is introduced. The Scania 164 makes a huge impact and becomes a landmark engine, combining exceptional performance and excellent operating economy. Eddie Crozier is back in Europe. The song writing trucker is almost hypnotised by the sound of this new, rumbling Scania 164 V8 truck he is driving. In the Alps, northern Italy and Scandinavia he meets other “Kings of the Road”. Listening to cassettes of American trucker songs, Eddie’s inspiration grows, and a soon-to-be-legendary song takes shape… “…You could hear that wagon coming, with her mighty engine roar, This big machine is strong and mean, drawing 40 tonnes or more, There was no machine could touch her with my shoe down to the floor, As I drove up the motorway in my Scania 164…” Eddie meets Joe Waiting for fish to be loaded in County Cork, Ireland, Eddie is asked for advice by some fishermen what trucks to buy. As Eddie answers the words start flowing, and in the back of his head the final verse of “The Scania 164” song is born… “If you ever think of trucking or buying a wagon big and strong, Have yourself some comfort as you go trucking on, When going to a dealer then let him know the score, That you just want to buy yourself a Scania 164.” A few years later Joe Moore is playing in a bar outside Belfast when Eddie, by now producing Country and Western CDs, walks in. Eddie is enchanted by the singer’s voice: it’s almost like a rumbling V8 engine, he thinks. After the gig, he asks Joe to record an album together with him. This eventually becomes five albums. “The Scania Man” album is by far the most popular, and one of the songs is “The Scania 164.” January 2019 The Theatre Royal in the Scottish town of Dumfries is packed when Joe Moore takes the stage. The audience has come for “The Legends of American Country,” one of Europe’s leading country music tours. On the posters Joe is presented as “Mr Country” and “The man with the deep voice”, but most of the audience know him as “The Scania man”. Joe plays classics by Kris Kristofferson, Kenny Rogers, Don Williams, and Johnny Cash, but soon the audience starts shouting, “sing The Scania 164!” He does, and his fans rejoice. A legendary song Back on the other side of the Irish Sea in Banbridge, Northern Ireland, K. Mackin Transport has grown from one vehicle to a fleet of 25 trucks and 40 trailers in 15 years. The company’s vintage Scania collection is extremely popular at truck shows across Europe. Owners Kevin and Carol Mackin even built their own museum, dedicated to Scania’s V8 trucks. This is where we meet Eddie, who once drove for K. Mackin. “The Scania 164 is my song giving praise to that mighty truck from Scania,” he explains, showing us the many rarities in the Mackins’ ‘V8 Room’. “The trucking community of Northern Ireland is special. Trucking isn’t just a job, it’s a way of life for many people, and their vehicles are their pride and joy. Here, commercial haulage and country music are one.” Many songs mention Scania trucks, such as “The Mighty 143”, “Keep ‘er Lit” and “The Scania Man”. But the most beloved is “The Scania 164”. “For years it has been one of the most requested country songs on radio here in Northern Ireland, and it’s legendary among European truckers,” says Crozier. Backstage with ‘The Scania man’… Backstage, at the Theatre Royal in Dumfries, Joe Moore wipes the sweat from his brow and slowly pulls off his tight cowboy boots. His laidback personality once made him one of the most sought-after acts on the circuit. Throat surgery meant he didn’t sing for several years, but now he’s back, more popular than ever. The audience calls for more. “You know,” he says, “after the surgery and the break I was afraid they had forgotten me, but as soon as I started singing again, the gigs started to pile up. And my voice was even deeper than before.” Nowadays, Joe mainly sings American country music, but the song Eddie wrote still looms large. Yet, he confesses, “The first time I heard the Scania 164 song, I didn’t believe in it. It wasn’t really country to me and it was a little bit too slow. But we worked on it, Eddie and me, and I got hooked.” All is forgiven… In Banbridge, Eddie tells us he is slightly embarrassed by the first verse of his homage to the Scania 164: “I used to drive a Scania Truck, Lord but she could go. She was built up in Sweden; in a place they call Malmo.” “I read somewhere that the company Scania was from Malmö in southern Sweden and I got it a little bit wrong. But I’m sure I’m forgiven…” In Dumfries, Joe and band are playing an encore, before packing up their gear for a long journey north. Tomorrow night they’ll play “The Scania 164” at Corran Halls in Oban. “Even though I never was a truck driver myself, I know a little about this world. Trucking and country music go hand in hand. And the Scania 164 is a magnificent truck, well worth its own song,” says Joe, before hitting the road. .

International Trucks Press Release / June 3, 2019 . .

"Cultural decay and declining standards of behavior" Every "indisputable" murderer apprehended alive would die within 24 hours by the exact same means he/she used on their victims. In these cases with indisputable evidence, there would be no trial. That, I feel, would send shock waves to those who have murderous thinking. I couldn't change them.....but I would put the fear of god into them.

Associated Press / June 4, 2019 COLUMBIA, South Carolina, USA — A jury found South Carolina father Timothy Jones Jr. guilty of murder Tuesday in the deaths of his five young children, allowing prosecutors to seek the death penalty. Prosecutors say Jones was a selfish, evil father who decided his children should die instead of stay with his ex-wife. Jones, 37, confessed to exercising 6-year-old Nahtahn until he died after an electrical outlet was broken in his Lexington home in August 2014. Prosecutors said Jones then considered what to do for several hours — watching a prison rape scene from a movie and heading to a store for cigarettes with his oldest child while leaving the others at home with the body — before deciding to kill them all. Jones would eventually strangle 8-year-old Mera and 7-year-old Elias with his hands and, in his confession, said he used a belt to choke 2-year-old Gabriel and 1-year-old Abigail because his hands were too big. Jones then wrapped the bodies of all five children in plastic and drove around the Southeast U.S. for nine days, running a few errands, buying synthetic marijuana, but mainly making erratic trips. Jones searched the internet for countries that don't extradite suspects back to the U.S. and took his passport. He researched how to disintegrate bodies faster. Jones dumped the bodies after putting them in garbage bags on a hillside near Camden, Alabama, and was arrested a short time later at a traffic checkpoint in Smith County, Mississippi, after an officer said he smelled the horrible odor of decomposition from the SUV. .

Navistar jumps 9.2% on Wall Street FreightWaves / June 4, 2019 On its earnings call, Lisle, Illinois-based truck manufacturer Navistar walked through its earnings outperformance and provided some highlights on the business and its increased guidance. The medium- and heavy-duty truck manufacturer reported that adjusted net income increased 57 percent year-over-year to $105 million in its fiscal second quarter 2019 compared to $67 million in the prior year comparable period. NAV's adjusted results exclude the company's $159 million class action settlement. On May 30, 2019, NAV agreed to settle class action complaints over defective MaxxForce engines and recorded a $159 million charge against second quarter earnings for settlement payouts as well as pending lawsuits not included in the settlement agreement. NAV raised its earnings guidance for fiscal 2019. Management said that the guidance raise is based on strong industry conditions. Management now expects 2019 full-year retail deliveries of Class 6-8 trucks and buses in the U.S. and Canada to be 425,000 to 445,000 units. The company is calling for Class 8 retail deliveries in the 290,000 to 310,000 range, which is in-line with ACT Research's 2019 forecast for 306,000 units. NAV raised its fiscal 2019 revenue guidance range to $11.25 billion to $11.75 billion ($0.5 billion higher on each end of the range) and adjusted EBITDA expectation to $875 million to $925 million ($25 million higher on each end of the range). Management said that higher gross margins will lead to improved EBITDA margins in the second half of 2019 compared to the first half. Management said that its new guidance does not include the potential impact from tariffs that may be implemented on goods crossing the Mexican border. Mexico represents approximately two-thirds of NAV's total truck manufacturing capacity. Further, management said that they expect 2020 to be another good year, but again excluded potential tariffs on Mexico from this assessment. On the call, management provided additional color on its new guidance. Management said that orders are down more than 60 percent and that its total backlog is down more than 22 percent, but that the company is taking market share in new orders placed. They said that they are still seeing large fleets buying equipment. Even those fleets that purchased heavily in the second half of 2018's record freight demand environment are inquiring about production plans in the back-half of 2019. Further, management said that they are taking market share in new orders without sacrificing price. Pricing is up 1 to 2 percent across all vehicle types and they believe that future pricing increases will continue to outpace materials costs for the rest of the year. Additionally, they said that day sales inventory on-hand, which measures total inventory throughout Navistar and its dealers, is 84 days, which is at the low-end of its historical range of 80 to 120 days. NAV reported increased market share across all vehicle types. Additionally, they said that the feedback on its newest line of trucks has been positive. Management said that on-board recorded data, as well as data from its dealers, on more than 400,000 trucks shows that the new line is performing well. "In the second half, we believe our growth in market share will translate to improved revenues and gross margins that will generate higher adjusted EBITDA margins than in the first half. Our marketplace progress, which has delivered our strongest backlog this decade, provides confidence that both 2019 and 2020 will be good years for Navistar," said Navistar's Chairman, President and Chief Executive Officer Troy A. Clarke. NAV reported a 24 percent increase in revenue to $3 billion in the period, with higher Class 6-8 trucks and bus sales in the United States and Canada being the primary driver. Adjusted earnings before interest, taxes, depreciation and amortization (EBITDA) increased 23 percent to $224 million. .

Reuters / June 4, 2019 Navistar International Corp, which produces some of its trucks in Mexico, said on Tuesday it was too early to assess the impact of possible U.S. tariffs on the country on its operations. The company is working with trade associations and continues to monitor situation regarding tariffs, Chief Executive Officer Troy Clarke said on a post-earnings call with analysts. Last week, President Donald Trump threatened to impose 5% tariffs on all Mexican imports starting on June 10 if the country does not halt the flow of illegal immigration across the U.S.-Mexican border. The tariffs would increase monthly to up to 25% on Oct. 1. For years, carmakers and auto parts suppliers have built vehicles and parts in Mexico, taking advantage of the country's cheap labor, trade deals and proximity to the United States, the world's second largest auto market after China.

Jim Park, Today’s Trucking / May 29, 2019 SCOTTSDALE, Ariz. — Seven years have passed since my first drive in a Peterbilt Model 579. That particular truck was built right around the time the model was being unveiled at the Mid-America Trucking Show in March 2012. It’s safe to say the truck has only improved with the passing of time. Designers added the Epiq aero-trim package in 2015, which included a roof fairing bridge to reduce the gap between truck and trailer; enhanced chassis fairings; rubber wheel closeouts on the front wheel wells; a bumper dam; and a bumper-to-hood seal to improve the frontal profile. At the time, Peterbilt said that version would be up to 8% more efficient compared to Epiq-less 579. In 2019, following a further few refinements, the Model 579 can now claim to be the most fuel-efficient truck to ever wear the Peterbilt badge. While the classic-styled Model 389 was top-of-the-heap back then — and still maintains a very strong following today — fleets and even owner-operator priorities have shifted to the more aerodynamic cab designs. The Model 579 was destined to become the company flagship from the moment it was introduced. This particular trip wasn’t as much a “new-features” test drive as an opportunity to get out and experience the latest and greatest from Peterbilt. The truck was in Scottsdale, Ariz. for a sales meeting, so public relations manager Nick Smith asked if I wanted to go for a ride and deliver it back to the factory in Denton, Texas. I flew out Thursday afternoon and picked up the truck Friday morning. Nick and I spent the next two days driving about 1,655 km from Scottsdale to Denton. Our route took us on AZ 87 from Scottsdale to Payson, then AZ 260 and AZ 377 up to Holbrook where we picked up I-40 eastbound. We ran I-40 east to Amarillo, Texas, where we swung southeast on US 287 and rode that practically right to the Peterbilt factory in Denton. I don’t know what the engineers had in mind when they spec’d the truck’s powertrain, but I suspect it was a fairly generic truckload application, operating on flat to rolling terrain with a cruise speed of 65-70 mph (105-115 km/h) at a gross combination weight of 80,000 pounds or less. At 65 mph, the engine turned 1,100 rpm, just 100 rpm above a seemingly hardwired downshift point. It turned 1,200 rpm at 70 mph, leaving 200 rpm before dropping out of peak torque. I found the transmission hunted a bit while at 65 mph in the rolling hills but held 12th gear nicely on flat ground. The 455/1,650 MX-13 did better than I expected it would on the 6% and 7% grades through the Mazatzal Mountains in central Arizona. I pulled the grades on AZ 87 in 8th or 9th gear at 30-40 mph (around 50-65 km/h) at a gross weight of about 77,600 lb. Coming down said grades, I ran 7th gear at 1,800-2,000 rpm, toggling the engine brake between first and second position. The 579 has disc brakes all around so I wasn’t worried about stopping. I just wanted to drive the descents as they should be done to see how well the 13-liter engine held me back. Overall, driving a Model 579 is a real treat. The visibility is fantastic. It’s really quiet (67.2 dB on my iPhone sound meter app), and the Peterbilt air-leaf suspension shakes out all the rough stuff before it gets to the cab and the driver’s seat. And I always give top marks to Peterbilt’s steering geometry. You can’t go wrong with a Sheppard steering gear, and this 579 was no exception. Firm and sure-footed on the highway and not too firm for maneuvering in tight quarters. The physical aspects of driving the truck are very good, with all the commonly used controls within easy reach. This one had steering-wheel mounted cruise and radio controls. Even the cup holders were in the right place, though the driver’s cup holder rattled a little. My only beef with the dash layout comes from reaching for the headlight switch. Call me old-fashioned, but I still like to flash the lights for a passing driver, and the headlight switch is down low on the left side of the A-panel. To reach it, you have to squeeze your hand between the turn-signal stalk and the grab-handle mounted on the forward door post. Not a deal breaker, just a little awkward. The UltraLoft’s living quarters While I did not spend a night in the truck, I did have a good poke around inside the 80-inch UltraLoft sleeper, and it’s all it’s hyped-up to be. We had the double-bunk version, and the upper bunk remained stowed except to pull it down a take a few pictures. It deploys easily and stows with a fairly light push as only about 1/3 of the upper bed flips down. In the up position with a single driver, that space turns into storage. Even with the upper bunk in the down position, the space above the lower bunk isn’t cramped or claustrophobic. The wardrobe cabinet on the right side is tall enough to begin with, but the hangar bar is mounted even higher in the cabinet. Drivers can even hang tall shirts in there without any worry about the garments dragging on the cabinet bottom. The microwave cabinet can accommodate a near-full-size appliance, not the little shoe-box sized ovens we sometimes find in trucks. And speaking of larger appliances, the right-hand wall can fit a 32-inch flat-screen TV. That’s huge. The other feature I really liked was the new thermal insulation package. While it’s said to maintain the internal temperature longer, it’s also a great noise attenuator. It’s quiet in there, even parked next to a roaring reefer. It also helps with the road noise generally, making the driving environment extremely quiet. In fact, the external profile of the sleeper, coupled with the aero cab and hood, nearly eliminates wind noise. I was doing some narration for a video with the driver-side window up and down at highway speed and you could barely tell the difference. That lack of wind noise is a hallmark of a well-designed aero-shaped cab and sleeper. This trip from Scottsdale to Denton was the longest run I’ve made since I stopped driving in 1998. With two 500-mile days, I probably deserved to be tired at the end of the shift, but I wasn’t. That’s a walk in the park for most drivers, but I’m fat and happy now behind my desk and rarely get anymore than a few hours in a test truck. The 579 is a very nice truck to drive and I turned my back on it wanting a little more, rather than kicking stones at it as I walked away. Spec’ Sheet 2019 Peterbilt 579 Epiq 80-inch Ultraloft sleeper (upper & lower bunk) platinum interior Peterbilt LX driver premium driver and passenger seats (leather) Premium sound system Thermal insulation package Premium pocket spring mattress Powertrain Paccar MX-13 455 hp @1,600, 1,650 lb-ft @900 (2017 emissions) Paccar 12-speed automated trans. 0.77 OD (11th gear direct) Meritor RPL 25 SD driveline Front end Meritor MFS+12E 12,500-lb. w/ 3.5″ drop Taper leaf springs, 12,500-lb., w/ shocks Sheppard HD94 power steering Air-disc brakes, pre-set aluminum hubs Bridgestone R 283A 16-ply 295/75R 22.5 Rear end Paccar 40,000-lb. drive axle, 2.64:1 ratio Peterbilt low air-leaf suspension 40,000-lb., 52-inch spread Air-disc brakes, pre-set aluminum hubs Bridgestone R 283A 14-ply 295/75R 22.5 Weight reduction and fuel savings Aluminum frame and crossmembers Holland no-lube aluminum 5th wheel AMT neutral coast enabled Aerodynamic 123-inch BBC aluminum cab Aero close-out under cab/sleeper sides Aero-optimized sun visor Roof fairing close-out and trailer bridge Aero bumper, cab fairings w/18-inch extenders Chassis fairings quarter fender to back of sleeper w/ rubber skirts, FlowBelow rear-axle fairings and wheel covers Wheelbase: 236 inches Dry weight: 17,600 lb. GCW as driven: 77,380 lb. Some phenomenal fuel mileage This truck was obviously spec’d for fuel efficiency with a downsped driveline, modest power, and a plethora of aero devices. The trailer was decked out in aero, too, with a mustache-type gap reducer, side skirts, a trailer tail and rib tires. Over a 505-mile (808 km) leg on the second day of the trip, the average fuel economy shown on the dash display was 10.2 mpg (23.1 L/100km). During that leg, I had the mileage up to 11.1 mpg (21.2 L/100km) for more than 150 miles. I ran that leg mostly without cruise control and kept the speed close to 65 mph (105 km/h) despite the 75-mph (120 km/h) speed limit. The gross combination weight of the truck was 77,380 lb. (35,100 kg), weighed upon our arrival at the factory in Denton with less than a quarter of a tank of fuel. The previous day, running through the mountains in Arizona and cruising on the highway at 70 mph (112km/h) and occasionally up to 75 (120) through New Mexico, my average for the day was 7.8 mpg (30.1 L/100 km). I’m not sure which had a greater impact on my fuel economy, the hills or the extra speed, but clearly the combination of the two had a detrimental effect. The terrain on the second day was mostly flat with sections of rolling hills. We descended from an elevation of 4,600 feet above sea level in Santa Rosa, N.M. to 675 feet in Denton, a drop of nearly 4,000 feet over 800 km. We also had a stiff tailwind of about 20-25 mph (30-40 km/h) for much of the first two-thirds of the trip, but the winds diminished in the evening over the final 240 km. Those conditions certainly didn’t hurt my fuel economy. I drove the truck pretty gently, taking my foot off the pedal on any downslope to gain some free, gravity-fed momentum and letting the truck slow down on the uphill side, backing off the throttle a little rather than powering up to maintain 65 mph (105 km/h). I like to think this driving style had some impact on the overall fuel economy, but without a side-by-side comparison there’s no way to determine how much. If I had to guess, I’d say about 1-1.5 mpg overall. We had ideal conditions to turn in some great fuel consumption numbers, and the truck rose to the occasion. You’ll find an extended story about my 11.1 mpg trek across west Texas here. .

Chevy Details 2020 Silverado 1500's New Diesel Engine Heavy Duty Trucking (HDT) / June 3, 2019 The 2020 Chevrolet Silverado 1500’s available 3.0L Duramax inline-six turbo-diesel engine is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks, according to General Motors. Chevrolet engineers started with a clean-sheet design and developed an all-new engine. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model. “From the moment the engine is started to its idle, acceleration, and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.” Available on LT, RST, LTZ, and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices. It is rated at an SAE-certified 277 horsepower and 460 lb.-ft. of torque delivering 95% of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm. The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode. The inline six-cylinder’s lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F. Fleet drivers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low-pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band. Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts. Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds. The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates. Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates. The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet. When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine. .

Hollywood takes on iconic racing story in ‘Ford v Ferrari' Danielle Szatkowski, Automotive News / June 3, 2019 Hollywood is taking on the true story of American car designer Carroll Shelby and British-born driver Ken Miles -- who teamed up to build a revolutionary race car for Henry Ford II -- with an upcoming feature film titled Ford v Ferrari. Twentieth Century Fox Film Corp. debuted the worldwide trailer for the film, starring Academy Award winners Matt Damon and Christian Bale, Sunday night during Game 2 of the NBA Finals on ABC. The nearly three-minute trailer shows Shelby, portrayed by Damon, work with Miles, played by Bale, to take on the dominating race cars of Enzo Ferrari at the 24 Hours of Le Mans in France in 1966. Former Ford Motor Co. executive Lee Iacocca, played by Jon Bernthal, approaches Shelby to build Ford II the "greatest race car the world's ever seen." Shelby says to Iacocca that winning the 24 Hours of Le Mans takes "something money can't buy." Iacocca responds: "Money can buy speed." "You need a pure racer behind the wheel of your car; that's Ken Miles," Damon's voice-over as Shelby says while Bale as Miles is seen putting his race car helmet on. Next, Miles and Shelby are sitting at a table in a diner talking about the race proposal. "You're going to build a car to beat Ferrari with a Ford?" asks Miles. "And how long did you tell them that you needed? Two-, three hundred years?" Shelby responds: "Ninety days." Next, Ford II, portrayed by Tracy Letts, says to Shelby in the Ford executive office, "This isn't the first time that Ford Motor's gone to war." During a night scene of the Ford race car, a voice-over of Letts as Ford II says, "We know how to do more than push paper. Go ahead, Carroll, go to war." The trailer continues with a sequence of gutsy, action-filled racing scenes before finishing with Shelby giving Ford II a ride around the track in the race car. Film's origin Shelby, who died in 2012 at 89, was known as an American automotive designer, racing driver and entrepreneur. His vehicles, such as the Ford-powered Cobra sports car, first-generation Shelby Mustang, Le Mans-winning GT40 and modern Mustang are among Ford's post-Word War II highlights. Shelby also had a hand in the development of the Dodge Viper sports car, various high-performance Chrysler products and his own sports car, the Shelby Series 1. Iacocca, Ford's general manager in the early 1960s, knew of Shelby and knew he was installing Ford engines into British sports cars. It's unclear whether Iacocca approached Shelby or vice versa about turning the Mustang into a performance car, according to an Automotive News account published in 2014. "It was Lee Iacocca who really stayed behind us all the way, encouraged us, and then got us into the Mustang program," Shelby wrote in Alex Gabbard's 1990 book, Fast Mustangs. Ford v Ferrari, directed by James Mangold, is set to hit theaters Nov. 15. .