kscarbel2

Power move: Ram hits 1,000 lb.-ft of torque Richard Truett, Automotive News / January 14, 2019 Grunt now needs an extra digit. The diesel pickup torque tug-of-war being waged among Detroit's truck brands lurches into 2019 with a change at the top of the leaderboard: The re-engineered 2019 Ram heavy-duty 3500 pickup arriving soon at dealerships sports the industry's first engine to crank out 1,000 pound-feet of torque. That torque figure is not a PR and marketing gimmick — although the figure will no doubt feature prominently in ads. It's an important measurement buyers who tow and haul heavy loads consider when they shop for heavy-duty pickups. The 1,000 pound-feet rating is a 70 unit bump over the outgoing 2018 truck's top torque. The engine will be optional only in the biggest, most expensive Ram, the 3500. A lower-power six-cylinder diesel will be offered along with a gasoline engine in the Ram 2500 and also the 3500. Ram is dropping the manual transmission option in the 2019 models. The power boost comes courtesy of the next-generation Cummins diesel engine. Though it remains 6.7 liters and an inline-six, the engine has been redesigned to not only boost power, but also to reduce weight, Fiat Chrysler Automobiles says. Ram, which has used a Cummins-built inline six in its heavy-duty trucks for 30 years, edges out Ford's 6.7-liter Powerstroke diesel V-8, which has a torque rating of 935 pound-feet. The 6.6-liter Duramax diesel V-8 in the redesigned heavy-duty Chevrolet Silverado and GMC Sierra pickups coming midyear is rated at 910 pound-feet of torque. When it comes to horsepower — which is more closely related to a vehicle's top speed, not its hauling capability — both the Ford and GM diesel heavy-duty V-8 truck engines outhustle the Ram's inline-six. Ford's Powerstroke heavy-duty diesel is rated at 450 hp and GM's Duramax is 445 hp. Ram is rated at 400 hp. Upgrades to the Ram's Cummins engine include: A new lighter, stronger cylinder block made of compacted graphite iron, which replaces cast iron. The new block reduces vibration and helps lower weight by 60 pounds. A hollow camshaft, new rods and low-friction bearings. Lighter and stronger pistons with low-friction rings. A redesigned exhaust manifold and improved turbocharger with higher boost pressure. Fuel injectors that can handle 29,000 pounds of pressure. One key piece of information Ram has not revealed is the price of the 3500 with the 1,000 pound-feet engine. But the price bump over lower-powered counterparts is likely to be significant, perhaps around $11,000. On the 2018 Ram 3500 with the high-output engine, the price walk looked like this: Choosing the Cummins engine over the available gasoline Hemi V-8 added $9,300. And getting the high-output diesel meant adding another $2,695. Ram's lead in torque and maximum towing may be short-lived. Ford plans to launch a redesigned Super Duty pickup second half of this year. --------------------------------------------------------------------------------------------------------------------------------- Putting on muscle 1989 Dodge launches Cummins diesel in the Ram pickup Horsepower: 160 with auto transmission (175 with manual) Torque: 400 lb.-ft. 2001 High-output Cummins engine introduced Horsepower: 235 Torque: 505 lb.-ft. 2011 Horsepower: 350 Torque: 800 lb.-ft. 2016 Horsepower: 385 Torque: 900 lb.-ft. 2018 Horsepower: 385 Torque: 930 lb.-ft. 2019 Cummins engine redesigned Horsepower: 400 Torque: 1,000 lb.-ft. .

Go ahead and laugh. What could I possibly know? Good day sir.

That’s what the western press said....yes. Not the true situation on the ground.

I was there during the Olympics,. Having toned down the rural factories in surrounding Hebei, the air quality was pretty good. Pooh hasn’t been banned.....don’t believe everything you read.

I touch base with them from time to time. They are busy and confident.

Not at my fingertips, no. Mack engineering explained this to me years ago.

Per each R/F/U/DM truck, you need 4 pieces of Mack part number 440SX30A (or perhaps it's sold under a Volvo global part number now). The 440SX30A is for the tracks on the removeable door panel, and the upper section of the door (you'll need to cut/shorten that upper piece). You only use the included brass retaining clips on the door panel tracks. The vent window post felt is different, and is (was) sold under a vendor number, 2795-170014005. The roll-up window "wipers" are Mack part numbers 35RU223 and 35RU224 (2 each).

Here we go again with US Inc. unreasonably telling other sovereign countries what they should and shouldn't do in their own neighborhoods. So what if Ukraine loses the "lucrative gas transit fees". It's not our concern. Isn't that what a free market is all about? We can't lecture China about having a free market, and act oppositely in Europe. If we're ever to lead the world again, we need to earn respect through reasonable foreign policy. Folks who bully others never scored any points with me.

Reuters / January 13, 2019 The U.S. ambassador to Germany has warned companies involved in the construction of the Russian-led Nord Stream 2 gas pipeline that they could face sanctions if they stick to the project. The pipeline, which would carry gas straight to Germany under the Baltic Sea, is driving a wedge between Germany and its allies as it would deprive Ukraine of the lucrative gas transit fees it currently enjoys. U.S. Ambassador Richard Grenell addressed the issue in a letter sent to several companies. “The letter reminds that any company operating in the Russian energy export pipeline sector is in danger under CAATSA of U.S. sanctions.” Germany and other European allies accuse Washington of using its Countering America’s Adversaries Through Sanctions Act (CAATSA) to meddle in other counties’ foreign and energy policies due to its extraterritorial effect. Russian gas giant Gazprom is implementing the project jointly with its Western partners - Uniper, Wintershall, Engie, Austria’s OMV and Anglo-Dutch group Shell. German Foreign Minister Heiko Maas said on Thursday that any U.S. sanctions against Nord Stream 2 would be the wrong way to solve the dispute and that questions of European energy policy had to be decided in Europe, not in the United States.

Diamond T Custom Truck & Chassis is proud to introduce the all-new T9800 series long nose conventional. Featuring classic looks, a set-back front axle and our new aluminum "Driver II" cab, the T9800 series is the latest version of the proven T-Line 9000B conventional which has proven itself since 1995. Now in production, the new T9800 series is available with big bore powerplants up to 600 horsepower. T9820B Glider Kit Standard Specifications - https://tlinetrucks.com/wp-content/uploads/2019/01/T9820GliderSpecSheet-1-1.pdf

The first production run of the Diamond Reo "Driver II" cab. Shown below, the all-new custom aluminum Driver II cabs featuring body molding, two-piece windshields and other styling cues that pay tribute to the old Corporate and Driver cabs. .

Kenworth and Toyota Collaborate To Develop Zero Emission Trucks Kenworth Truck Co. Press Release / January 8, 2019 LAS VEGAS, Nevada - Kenworth Truck Company and Toyota Motor North America are collaborating to develop 10 zero-emission Kenworth T680s powered by Toyota hydrogen fuel cell electric powertrains. This collaboration is part of a $41 million Zero and Near-Zero Emissions Freight Facilities (ZANZEFF) grant preliminarily awarded by the California Air Resources Board (CARB), with the Port of Los Angeles as the prime applicant. The grant monies are part of a larger $82 million program that will put fuel cell electric tractors, hydrogen fueling infrastructure, and zero emissions cargo handling equipment into operation in the ports and Los Angeles basin in 2020. The Kenworth T680s will transport cargo across the Los Angeles basin and to inland cities – such as Ontario and San Bernardino – while generating zero emissions, other than water vapor, thanks to their fully electric hydrogen fuel cell powertrain integrations co-developed by Kenworth and Toyota. “This is an excellent opportunity for Kenworth and Toyota to work together to both explore and drive the development of advanced zero emission technologies that will play a critical role in the commercial transportation of the future,” said Mike Dozier, Kenworth general manager and PACCAR vice president. “This is not just a science experiment, the goal is to make a difference in society. To remove pollution and improve the air quality in and around the Port of Los Angeles,” said Bob Carter, executive vice president, Toyota Motor North America. The Kenworth T680s with the Toyota hydrogen fuel cell electric powertrains combine hydrogen gas and air to produce electricity. The electricity powers electric motors to move the trucks, while also charging the lithium-ion batteries to optimize performance as needed. Sophisticated power management systems will apportion the electrical power from the fuel cells to the motors, batteries, and other components, such as electrified power steering and brake air compressors. The hydrogen fuel cell electric powered Kenworth T680s will have a range of over 300 miles under normal drayage operating conditions. The program will also fund foundational hydrogen fuel infrastructure, including two new fueling stations that, subject to a final investment decision by Equilon Enterprises LLC (dba Shell Oil Products U.S.), will be developed through Shell Oil Products U.S., to support the operation of the fuel cell electric trucks in Southern California. . .

Defense Blog / January 12, 2019 The Algeria National People’s Army’s (ANP’s) acquisition of Navistar Defense MaxxPro mine-resistant ambush-protected vehicles (MRAPs) was confirmed on 10 January when the Ministry of National Defense released footage showing the vehicles being used during a live fire exercise. During live fire exercise was spotted several MaxxPro mine-resistant ambush-protected vehicles in service of the 116th regiment of the operational maneuvers RMO of the ANP. The MaxxPro Mine Resistant Ambush Protected (MRAP) is an armored fighting vehicle designed by American company Navistar International’s subsidiary Navistar Defense along with the Israeli Plasan Sasa, who designed and manufactures the vehicle’s armor. The MaxxPro MRAP is built to withstand ballistic arms fire, mine blasts, IEDs, and other emerging threats. Its V-shaped hull helps deflect blasts out and away from the crew and its armoring can be customized to meet any mission requirement. A total of 9,000 vehicles MaxxPro in many variants were delivered to the U.S. Army. In December 2007, the U.S. Marine Corps has ordered 1,500 MaxxPro to Navistar. But they plan to keep only about 3,000 of them. .

FCA North America Press Release / January 7, 2019 FCA US LLC installed intelligent lighting systems in two metro-Detroit operations, Jefferson North Assembly Plant and Warren Stamping Plant, helping drive down energy costs by at least 50 percent and improving employee productivity by making the spaces responsive to the needs at each work space. Video demonstrates occupancy sensor capabilities during vehicle assembly. .

Detroit Press Release / January 11, 2019 .

Ford Axes Its Chariot Shuttles, Proves Mobility Is Hard Wired / January 10, 2019 Chariot has crashed. On Thursday, five years after launching and two and half years after being acquired by Ford for a reported $65 million, the app-based shuttle service announced it is rolling to a permanent stop. Transportation technology companies have never been sexier than in the past decade, but this stumble is a potent reminder that creating a profitable transportation business can be far harder than it seems. When Chariot launched in 2014, it joined a wave of Uber-inspired "microtransit" tech companies hoping to disrupt transportation services by providing faster, more efficient options for riders sick of—and underserved by—traditional public transit. Less than half a decade on, most have gone the way of the Hawaiian tree snail. San Francisco-based, elitist-wooing Leap Transit closed up shop just three months after its March 2015 launch, amid a regulatory fight with California. Bridj, which promised on-demand shuttle services, ceased American operations in early 2017. Shared rides company Via still operates in Chicago, New York, and Washington, DC, but has diversified—it also runs a software business. Meanwhile, Uber itself continues to burn through millions and millions in funding every year, even as it preps for an IPO in 2019. Chariot struggled with ridership, spokesperson Erin Simpson says. Its 14-seat commuter shuttle services, which run limited, public routes in Austin, Chicago, Denver, Detroit, and the San Francisco Bay Area, as well as in London, will shut down February 1. Chariot’s newer initiative, running vans for specific companies, will end in March. Some of its 625 employees could be offered positions within Ford. Turns out transporting people really is very hard. In dense cities, it’s competitive: Riders might choose to use public transit, ride-hail, or even the bike- and scooter-share networks that now blanket so many city sidewalks. In less dense places, the transportation business is pricey: Dispatching vehicles to retrieve far-flung passengers takes time and plenty of fuel. And transportation firms generally must contend with regulators, another oft-expensive hurdle. In October 2017, California briefly shut down Chariot’s operations in the state after discovering some drivers did not have proper licenses. Chariot, which in San Francisco was charging $3.80 for off-peak rides and $5 during rush hour, always had a difficult road ahead. In fact, it hadn’t expanded its public commuter transit options in at least a year. “The microtransit companies would never say this, but you could see from their actions that a market for a public transit service paid for through fares was, at best, very limited,” says Bruce Schaller, a former New York City transportation official who now runs a transportation consultancy. Furthermore, Chariot could only fit so many fare-paying riders into its vans. It owns those vehicles, and its drivers are unionized. “Running a van cheaper than a bus, per passenger, is a daunting idea,” adds Schaller. As Chariot put it in a blog post announcing its death: “In today’s mobility landscape, the wants and needs of customers and cities are changing rapidly. As those changes continue, it has become clear that the mobility services delivered by Chariot over the past five years will not be a sustainable solution going forward.” In recent months, the Ford subsidiary had tried to adjust its business to fit customers’ needs. Though it continued to run its San Francisco-based commuter network, open to any member of the public, it had focused its business on enterprise solutions, signing contracts with private businesses that wanted to give its employees other options for getting to or from work. As recently as December, Chariot CEO Dan Grossman told WIRED that the company was focusing on solving first mile/last mile problems—helping companies connect their offices to major commuter train or bus lines. Grossman also said the company had thought about growing the size of some vans, perhaps up to 28 seats. “We don’t want to put all our eggs in one basket,” he noted then. Ford spokesperson Karen Hampton says lessons learned from Chariot’s run will inform the automaker’s larger mobility business. That includes “routing, dispatch, customer interfaces” at Ford Commercial Solutions, its fleet telematics and data arm; GoRide, its nonemergency medical transportation division; Ford Pass, its mobile application for vehicle owners; and “even the self-driving businesses we are building,” according to Hampton. The company has said that it will have a fully automated vehicle in commercial service by 2021. While Chariot’s demise proves the transit business is a tricky one, tech-enabled shuttle services aren’t dead. Public transit agencies—including Los Angeles’ Department of Transportation—are still experimenting with on-demand options, which riders beckon with a call or tap of an app. Agencies hope these sorts of services might help them cut down the costs of providing public transit in areas with little demand. Flexible van services and jitneys continue to operate in US cities too, including New York City’s robust, decades-old dollar van system. Ford, meanwhile, already has its hands in the latest transit hotness. In November, it acquired startup Spin. The Detroit stalwart has joined the scooter game. .

Ford ditches GoBike deal Ford is ending its sponsorship of a Lyft-owned bike-sharing service in San Francisco, reports Axios. In the deal, “part of a larger effort … to transform [Ford] into more than just a carmaker,” bike-share operator Motivate’s bikes were branded as Ford GoBikes. No reason was given for the unwind on Ford’s behalf; the car company is still involved in a scooter rental startup. .

https://www.bigmacktrucks.com/topic/35258-mack-beck-inter-city-buses/?tab=comments#comment-240223 https://www.bigmacktrucks.com/topic/34916-the-mack-ads-1-“bus-of-tomorrow”/?tab=comments#comment-235764 https://www.bigmacktrucks.com/topic/34314-the-mack-fr-1-motorcoach/?tab=comments#comment-227726

Navistar introduces CV Series online configurator. https://www.internationaltrucks.com/configurator/cv

Truck News / January 11, 2019 MISSISSAUGA, Ont. – Teamsters Canada is slamming the Ontario Trucking Association’s (OTA) bid to bring in foreign workers to help address a driver shortage – stressing instead that the focus should be on improving wages and working conditions to make the job more attractive. “Trucking companies can’t move overseas, so they’re trying to bring cheap labor to Canada. This is nothing short of an attack on Canadian workers and the middle class,” said Francois Laporte, president of the union that represents 15,000 tractor-trailer drivers in Canada. It has 125,000 members overall, and 1.4 million members across North America. In pre-budget consultations, the Ontario Trucking Association called for access to the provincial nominee program, which could then be used to recruit qualified truck drivers from other countries. The union says Ontario driver wages have remained stagnant for close to 35 years, citing a 2013 Conference Board of Canada report that found 87% of the for-hire trucking industry’s productivity gains have since 1986 been passed on to customers in the form of lower prices. It adds the problem began with the trucking industry’s deregulation in the 1980s. There is no reference to recent pay increases that have been introduced in the face of supply constraints. “These businesses chipped away at working conditions and profit margins in the industry by offering ridiculously fast delivery standards at unfairly low prices. The entire industry was forced to adjust; unreasonable delivery schedules, low wages and long hours became the norm for truckers,” Teamsters Canada says. The union also calls on the province to recognize trucking as a skilled trade to ensure prospective drivers have access to grants and other subsidies.

Ford, VW to detail commercial pickup partnership Tuesday Ian Thibodeau, The Detroit News / January 11, 2019 Ford and Volkswagen are planning to partner on the joint production of commercial pickups as the automakers continue their broad-ranging discussions on global partnership. Volkswagen's governing supervisory board approved a piece of the partnership Friday in a board meeting in Germany. The automakers are expected to offer details Tuesday on parts of their agreement — and what they are continuing to discuss — during the Detroit auto show. Ford is a leading manufacturer of pickups in the U.S., producing the perennially best-selling F-150 and Super Duty pickups. Through its commercial vehicles division, VW has a slow-selling Amarok pickup in Europe. The partnership to develop pickups would allow Ford to expand its commercial vehicle lineup in Europe, and give VW a stronger model in its lineup. It was unclear Friday if a jointly developed commercial truck would be offered for sale outside of Europe. Steven Armstrong, Ford's president of Europe, Middle East and Africa, said Thursday that Ford saw value in VW's European plants which Ford would utilize to boost its lucrative commercial vehicle sales there. He said Ford would look to expand its commercial vehicle footprint in Europe to boost the automaker's struggling business unit there. The automakers are negotiating other partnerships, including an alliance on autonomous vehicles. VW's supervisory board had approved this piece of the partnership. The board meeting was the deciding factor in whether Ford and VW would make an announcement next week. Ford and VW have been in broad-ranging discussions for several months regarding partnerships in Europe and the U.S. The automakers have discussed partnering on autonomous vehicles, electric vehicles, commercial vehicles and pickup trucks. The automakers signed a memorandum of understanding last summer to look into partnering on commercial vehicles, Ford's best-seller in Europe. Pickups are a weak spot for VW, which vies annually to be the global leader in vehicle sales. The companies have also discussed partnering on the more futuristic and expensive side of the business. As part of the partnership talks, Volkswagen is considering a $1 billion-plus investment in Argo AI, the robotics and technology company majority-owned by Ford. VW CEO Herbert Diess said after a White House meeting in December that he might used Ford plant capacity in the U.S. to build cars. Ford executive chairman Bill Ford said then that the discussions were progressing well. Partnership negotiations are on-going.

$500........for one door??? Please tell me you're pulling my leg.

They should, unless they have the breathers flex hosed to a high location like tactical military trucks. The water would enter a typical 541KB16 breather mounted to the carrier.