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This is getting old real fast, seeing the headlines day after day after day. It happened what.....three to four decades ago? People evolve. Is it fair to judge the immature teenage Kavanaugh of 35 years ago by the convoluted standards championed by some today in year 2018? As Paul would say, it was another time and place, with different attitudes. Even today, when you travel from country to country, you need to realize and respect that you're in another place, with different attitudes. I personally don't care if Kavanaugh gets in or not......just tired of hearing about it. These women should have made their accusations years ago, told their parents, ect. (and avoided frat parties at Delta House).

Ford CEO Says Metals Tariffs Took About $1 Billion From Profits Jim Hackett, president and chief executive officer at Ford Motor, discusses the automaker's focus on new technologies and the impact of the U.S.-China trade war. He speaks with Bloomberg's David Westin on "Bloomberg Daybreak: Americas" at the Bloomberg Global Business Forum in New York on Sept. 26, 2018. Video - https://www.bloomberg.com/news/videos/2018-09-26/ford-ceo-says-metals-tariffs-took-about-1-billion-from-profits-video

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Green Car Congress / September 23, 2018 The Renault Master Z.E. (earlier post) is now available for sale in Renault Trucks’ dealerships. The Renault Master Z.E. is suited to last-mile deliveries. This all-electric utility vehicle comes in six variants—four panel vans and two platform cabs—to meet the varied requirements of professionals working in urban environments. It provides access to inner-city areas, even those with strict traffic restrictions. The Renault Master Z.E. offers a real-world operating range of 120 km (75 miles) and its 33 kWh pack can be fully charged in six hours. Its loading volume is the same as a conventional diesel Renault Master as the batteries are mounted under the front seats. To protect both the driver and the load and guarantee the safety of city-dwellers, the Master Z.E. is fitted as standard with a reversing camera, a reversing radar and a wide-view mirror. The truck also features the Z.E. voice alert system designed to warn pedestrians that the vehicle is approaching when it is travelling at speeds of between 1 and 30 km/h. The Renault Master Z.E. belongs to Renault Trucks’ all-electric range. This new line-up features the Renault Trucks D Wide Z.E., the Renault Trucks D Z.E. and the Renault Master Z.E. It offers capacities between 3.1 to 26 tonnes to cover the full gamut of urban uses. The Renault Master Z.E. features a 57 kW electric motor that delivers maximum torque of 225 N·m; maximum speed is 100 km/h. .

Green Car Congress / September 24, 2018 Renault Trucks is continuing its research into improving the energy efficiency of diesel trucks. (Earlier post.) With Optifuel Lab 3, the laboratory vehicle developed as part of the FALCON collaborative project, the manufacturer aims to reduce fuel consumption by 13% compared with a standard Renault Trucks T and trailer. Optifuel Lab 3 combines technologies relating to aerodynamics, rolling resistance, driver assistance, energy management and the powertrain. It brings together innovative technologies developed by a consortium of partners comprising Renault Trucks, Faurecia, Michelin, Total, FRUEHAUF, Wezzoo, Benomad, Styl'Monde, Polyrim, Enogia, the IFP Énergies nouvelles, the École centrale de Lyon (LMFA) and the IFSTTAR. Optifuel Lab 3 is part of the FALCON (Flexible & Aerodynamic Truck for Low CONsumption) project which receives public funding after selection by the French Public Investment Bank BPI France on the 23rd F.U.I. call for projects. Optifuel Lab 3’s technological developments will focus on optimized tractor semi-trailer combination aerodynamics, connected low-rolling-resistance tires, predictive energy-saving driving assistance and energy management functions, as well as an improved powertrain. Optimized complete tractor-trailer combination aerodynamics. The aim is to significantly improve the aerodynamics of the combination to considerably reduce fuel consumption, particularly by introducing a variable-geometry trailer. Developed by FRUEHAUF in collaboration with Styl’Monde for the fairings, this “adaptive” trailer is intended to automatically take on an optimized shape by using empty loading space thanks to a built-in control and command system and sensors. The tractor’s aerodynamics will also be improved by replacing wing mirrors with cameras, and a newly designed cab A-pillar based on a PhD thesis from the Fluid and Acoustic Mechanics Laboratory at the École Centrale de Lyon. Airflow will also be optimized by extending the front end and door and streamlining wheel arches. Side fairings will also be bigger and made from flexible material by Polyrim, like the side deflector extensions to provide continuity between the truck and trailer. Connected, low-rolling-resistance tires. On long-haul trips, tire rolling resistance accounts for around 25% of fuel consumption. Michelin will develop tyres with low rolling resistance for the laboratory vehicle by integrating innovative technologies derived from research projects. Renault Trucks and Michelin will also use data obtained by sensors installed in the connected tires. Predictive energy-saving driver assistance and energy management features. Navigation and traffic (Benomad), meteorological (Wezzoo), and tire (Michelin) data from Optifuel Lab 3 will be used by optimized predictive speed and cooling system controllers. This latest system will be equipped with new actuators to maximize energy savings. These developments will be accompanied by a new Human-Machine Interface specially developed in partnership with the IFSTTAR to provide the driver with an energy-saving, efficient and user-friendly driver assistance system. Alternator control will be made even more intelligent in order to optimize the balance between electrical energy production and internal-combustion engine fuel consumption. For Optifuel Lab 3, extensive work will also be carried out on the dual battery device with expected significant weight reduction and improved cold-start performance for the start battery and increased capacity and life time for the living battery. Powertrain: low-viscosity lubricants and Rankine waste heat recovery system. The whole powertrain will benefit from new-generation low-viscosity lubricants developed by Total for reduced friction. In addition, performance studies will be carried out on test benches and integration studies will be conducted for two types of waste heat recovery system architecture based on Rankine’s thermodynamic cycle. The research is being carried out jointly by Renault Trucks, Faurecia, IFPEN and Enogia. Optifuel Lab 3 will conduct its first on-road tests in 2019 and determine consumption savings assessments in 2020. .

The boys from (Resende) Brazil never fail to impress.

Green Car Congress / September 24, 2018 Brazil-based Volkswagen Truck & Bus introduced the e-Delivery electric truck (earlier post)—a battery electric version of the company’s Delivery mode—at the 2018 IAA Commercial Vehicle Show. The model will enter production by 2020. Volkswagen also introduced the e-Flex flexible architecture for the electrification of the Volksbus. e-Delivery. The Brazilian team developed a new powertrain and battery pack for the electric truck. The lithium-ion-nickel-manganese-cobalt (NMC) battery pack supports a range of more than 200 km (124 miles). The battery has a quick-charging mode which reaches 30% capacity in 15 minutes and 100 percent in three hours. The new powertrain achieves an output of up to 260 kW with a maximum torque of 2,150N·m. The truck’s modular configuration makes flexible assembly possible and provides more space for batteries. The vehicle is divided into three parts: a front module with the cabin and additional functions, a middle module with the batteries, and the rear module with the powertrain. The modules are independent of each other, so that the various components and designs can be easily combined for other electric vehicles as well. The model presented at the IAA has also been improved with respect to its intelligent systems. Pneumatic suspension and a smart payload reading system, for example, synchronize the load and electricity consumption in the eco-drive mode. The brake has three regeneration stages. This enables up to 30% of the power to be recuperated during braking. This energy is used to charge the battery. The regenerative brake engages before the pneumatic brake. The entire system can be adjusted according to the charging status or the driver’s preferences. Systems such as the air compressors, air conditioning, steering and water pump are controlled independently of each other, thus optimizing their electricity consumption. Axles, chassis, wheels and tires retain their traditional features and their robustness in the new Delivery line. They share platform components with the diesel vehicle family. Synergies and scaling can therefore reduce costs. Volksbus e-Flex. The Volksbus e-Flex is a flexible architecture for the electrification of this vehicle. The concept can be applied to any of the brand’s vehicles. It works with battery electric vehicles (BEV), hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), and range extended electric vehicles (REEV). The performance is the same, regardless of how the batteries are charged. The batteries, developed internally by Traton Group, can be charged using external chargers or a generator in the vehicle. The generator is driven by the Volkswagen 1.4 TSI Flex, which is currently used in the Golf. This engine can be run on gasoline or ethanol, and a version for natural gas or biomethane (1.4 TGI) is also available. The generator and engine set starts automatically by means of intelligent vehicle electronics as soon as the pre-programmed battery charging level is detected. . .

Matt Cole, Commercial Carrier Journal (CCJ) / September 25, 2018 Daimler Trucks North America is recalling 4,500 Freightliner and Western Star tractors equipped with Cummins ISX15 and X15 engines for a fuel line defect. According to National Highway Traffic Safety Administration documents, Daimler’s recall affects model year 2017-2019 Freightliner 122SD, Freightliner Cascadia, Freightliner Coronado and Western Star 4900 trucks. The company says in certain driving conditions, such as on a long downhill grade, the fuel line may burst if the fuel pump cooling circuit screen is restricted. If the fuel line bursts, fuel can leak onto the road causing poor conditions, and the truck’s engine could stall without warning. Affected engines were manufactured between March 12, 2016, and Aug. 8, 2018. Cummins will begin notifying owners of trucks with affected engines beginning Oct. 28. The remedy for the recall is still being developed, NHTSA says. Owners can contact DTNA customer service at 1-800-547-0712 with recall number FL789 or Cummins customer service at 1-800-286-6467. NHTSA’s recall number is 18V-581.

Jason Cannon, Commercial Carrier Journal (CCJ) / September 25, 2018 Paccar broke ground on a 400 acre greenfield in Columbus, Miss., in July 2007 – a site that would become home to the company’s engine assembly plant, pushing out its first units a year-and-a-half later. In the nearly eight years since Paccar opened its Columbus Engine Plant, employees have cranked out more than 175,000 MX engines. The 450,000 square-foot facility produces about 150 MX engines per day at a split of about 10-12 percent MX11 and nearly 90 percent MX13. Penetration rates for the MX in Peterbilt and Kenworth tractors hover just under 50 percent. “The MX11 has only been out since 2016, so I think customers are still trying to realize the benefit [of the MX11],” says plant manager Lance Walters. The structure of the plant itself occupies barely 12 percent of the campus where it sits and Walters says production numbers could potentially double through expansion. “As our engine gets into the market more, we’re going to naturally grow our marketshare more,” he says. “Our engine will cover 80 to 90 percent of our customer’s specs so that’s [the production capacity] that we need to be capable of.” Production of a pre-ordered engine begins approximately one week before truck assembly starts. The Columbus plant ships MX engines to Peterbilt’s Denton, Texas truck plant and Kenworth facilities in Chillicothe, Ohio, Renton, Wash., and Mexicali, Mexico. Dedicated carriers handle 11 outbound shipments per day with 14 engines on each load. The engine plant has been a zero-waste-to-landfill facility since it opened and heavily features motion-activated LED lighting. Nearly 90 percent of all material arrives in a returnable container – a figure Walters expects to push to 100 percent in the next few years. The air conditioning system uses a combination of electric and gas depending on seasonality. All the compacted graphite iron chips milled off the cylinder heads – about 40,000 pounds per day – are recycled and add about $1 million per year back to the company’s bottom line. “We didn’t try to get [Leadership in Energy and Environmental Design] certified but we built the facility with the same philosophies,” Walters says. Paccar, who employs 600 in Columbus, competes for employees in and around Columbus with the likes of Yokohama and Boeing, who each have facilities nearby. Would-be employees submit an application, take an online test and pass an in-person job simulation before facing a five-person interview. “We’re testing you for different values,” Walters says, noting that one of the interviewers is an employee from the production line. “They deselect a lot of applicants based on how they feel that person would be as a co-worker.” As rigorous as the process sounds, it’s effective. Turnover at the plant is less than 5 percent and under 2.5 percent on the assembly line. Paccar Engine Company sources parts globally but mounting political pressure on imports have mostly been a non-issue. Walters says about half of all engine components come from overseas, but “plenty” of stock sits in Mississippi. “Even with Hurricane Florence, we use Charleston as our port, we didn’t see any impact,” he says, “and we have long term agreements with suppliers so we don’t see any real threats from tariffs in the near future.” .

Broshuis Press Release / September 24, 2018 The easy controlling system of this new Heavy Duty is the biggest improvement in comparison with the old one. Because of the patented “push / select / pull” controlling system, the driver doesn’t need to get in and out the truck as much as he did before. The only thing the user needs to do is selecting the right container size and the chassis will automatically get to the right extension wide. All of this without any physical effort, mistakes and all very quick and safe. .

When sanctions were applied the first time, Iran switched to buying Chinese trucks which, by that time were becoming quite mature. Today, the leading Chinese trucks are barely a notch below the European trucks, so Iran will not suffer.

Esha Vaish, Reuters / September 24, 2018 STOCKHOLM - Swedish truckmaker AB Volvo has stopped assembling trucks in Iran because U.S. sanctions are preventing it from being paid, a spokesman for the company said on Monday. The sanctions against Iran, reimposed on Aug. 6 by U.S. President Donald Trump after his decision to pull out of a nuclear deal with Tehran, have forced companies across Europe to reconsider their investments there. Volvo spokesman Fredrik Ivarsson said the trucks group could no longer get paid for any parts it shipped and had therefore decided not to operate in Iran in another blow to the country’s car industry, which unlike the energy and banking sectors, had managed to sign contracts with top European firms. “With all these sanctions and everything that the United States put (in place) ... the bank system doesn’t work in Iran. We can’t get paid ... So for now we don’t have any business (in Iran),” Ivarsson told Reuters by telephone. Before the sanctions were reimposed, Volvo had expressed an ambition for Iran to become its main export hub for the Gulf region and North Africa markets. The European Union has implemented a law to shield its companies, but the sanctions have deterred banks from doing business with Iranian firms as Washington can cut any that facilitate such transactions off from the U.S. financial system. TRUCK EXIT Volvo was working with Saipa Diesel, part of Iran’s second-largest automaker SAIPA, which was assembling the Swedish firm’s heavy-duty trucks from kits shipped to Iran. Ivarsson said Volvo had no active orders in Iran as of Monday. A commercial department manager at Saipa Diesel confirmed that sanctions had prompted Volvo Trucks to terminate their partnership agreement. “They have decided that due to the sanction on Iran, from (May) they couldn’t cooperate with us. We had some renovation planned in Iran for a new plant but they refused to work with us,” said the manager, who declined to be identified. More than 3,500 Volvo trucks had been assembled by Saipa Diesel in the year to May, but none had been assembled in this financial year although the original deal was for at least 5,000 trucks, the manager told Reuters. Swedish truckmaker Scania, which is owned by Volkswagen, said it had canceled all orders that it could not deliver by mid-August due to sanctions, while French carmaker PSA Group began to suspend its joint venture activities in Iran in June. Germany’s Daimler has said it is closely monitoring any further developments, while carmaker Volkswagen has rejected a report that suggested it had decided against doing business in Iran.

Scania Group Press Release / September 24, 2018 A childhood spent around Scania trucks inspired Irish truck enthusiast to build a scaled-down S 730. Now it’s a social media hit, sparking huge customer interest. If you’re someone who views nostalgia as just a thing of the past, then think again. Wayne Auchmuty, an Irish truck enthusiast and design engineer, can tell you otherwise. Auchmuty’s childhood memories of doing his homework in his father’s Scania trucks led him to design an electric-powered, scaled-down S 730. It’s a child-friendly, ride-on version that has proved to be an instant hit on social media, with 600,000 Facebook views within 48 hours of the initial posting of promotional photos and films. Orders are already coming in from across Europe. “I grew up loving trucks” “I grew up with trucks and I grew up loving trucks,” explains Auchmuty. “My dad had Scania trucks when we were kids. His first one was a 111 in the early ‘80s, then he had a 141, a 142 and then a 143. My siblings and I spent a lot of our childhood being driven around Ireland on general haulage jobs sitting behind him in the back of the truck. “My dad used to pick us up from school and we’d go off in the evening and do our homework in the back of the truck while he drove. And when we’d come home at night, he’d carry us out asleep from the truck to our beds, before we went to school the next morning again.” Nowadays, Auchmuty is a partner in Athlone-based Lakeside Engineering Design, which specialises in manufacturing whole or parts of farming and quarrying machinery. However, his childhood experiences, coupled with being a father himself, made him consider the possibility of a new sideline to address a gap in the market by building the scaled-down Scania truck. “Three years of late nights” Our nostalgic designer knew to approach Scania before he got started, and after some initial encouragement from the company’s brand manager, Auchmuty was ecstatic to get a licence to make the truck. “Scania has been so helpful”, he says. There was still a long road ahead, but the designer and his team, now called Scaled Rigs, received the invaluable assistance of Irish distributor Westward Scania, which obtained 2-D images of the S 730 for them, after the designers had originally started drawing an R-series. “It’s been three years of late nights trying to get it right, but we’re happy with how it turned out,” he says. Now, mini trailers, tankers and even T-cabs are in their thoughts, subject to Scania approval. A torque that’s equal to a mobility scooter Auchmuty’s five-year-old daughter Lola is currently enjoying testing the prototype around the farm where his Scaled Rigs is based. The trucks are being made to order but these miniature marvels are not cheap: a fully-finished, spray-painted Scania model will retail at more than 3,000 euros. But perhaps that’s understandable, what with a 24-volt electric battery power that gives four-and-a-half hours of operation per charge, plus a torque that’s equivalent to a mobility scooter. And for all you Peter Pans out there: it takes an adult’s weight too! The price tag hasn’t put people off. “We’ve had a lot of interest from truck company owners,” says Auchmuty. Which just goes to show: never underestimate the power, or value, of nostalgia. .

Scania Group Press Release / September 21, 2018 Scania Product Manager Mats Waldekrantz shows us around the Scania G 450 XT 8x4 on display at #iaa18 in Hanover, Germany. .

Scania Group Press Release / September 21, 2018 Following six-month trials of the battery electric Scania Citywide in the northern Swedish city of Östersund, results are encouraging and Scania is moving forward toward serial production. “We have an uptime level which is basically in line with our conventional buses,” reports Karin Rådström, Head of Buses and Coaches, Scania. “The buses are performing very well and both the operator and the public transport authority are pleased.” Wide range of buses meeting diverging demands In developing battery electric buses, Scania adheres to its modular philosophy to meet diverging demands. “We know that all cities and operators have varying demands and that won’t change just because the buses are electrically powered. However, robustness and uptime will remain as important as ever.” “In the long run, the total cost of operating battery electric buses will come down since we can use and reuse technology and the same parts as in our conventional buses. That will also enable us to provide a wide range of different versions of electric buses, such as articulated variants and buses with different bodies.” Rådström underlines that battery electric buses are only effective in curbing carbon emissions if the charging electricity is generated through clean energy. In Östersund, the buses are charged on hydroelectric power and are thereby fully fossil free. “Otherwise, it’s actually better to operate a diesel bus.” Electricity and fossil-free fuels Battery electric buses are best suited for inner city bus operations that actually only account for one-fifth of bus operations in urban areas. “In different areas of the city, there will be different needs. Our electric bus has its place in the inner city but in suburbs and in traffic between the inner city and suburbs we have other solutions that we believe are more suitable such as buses fuelled by natural and biogas as well as our hybrid buses.” Meanwhile, Scania continues its trials in Östersund to the delight of passengers. “They like riding the electric bus because it’s quiet and the journey is very comfortable, and happy customers are what ultimately drives our business,” says Rådström. . .

Meritor plans new air disc brake platform, brings 'Blue Horizon' to Europe Neil Abt, Fleet Owner / September 24, 2018 HANOVER, Germany. Meritor announced plans to launch a new single-piston air disc brake for both the United States and European markets. Speaking at a press event at the IAA Commercial Vehicles show, Meritor CEO and President Jay Craig said testing is ongoing and the formal launch is targeted for next October at the North American Commercial Vehicles show in Atlanta. Craig said the brake platform would be well suited for many linehaul operations in the United States. Meritor brought its new Blue Horizon brand to Europe for the first time after being rolled out earlier this year at the Advanced Clean Transportation (ACT) Expo in California. “Blue Horizon will offer a product pipeline that meets accelerating global demand for efficiency, connectivity and electric solutions across multiple applications,” said Krista Sohm, vice president of marketing and communications. That includes an electric axle that was on display at Meritor’s booth and is projected to be ready by 2020. Craig said this was another sign that Meritor planns to be a “leader no matter where the industry takes us in the future.” Chris Villavarayan, president of Meritor’s global truck unit, added the company is working on a disengageable tandem drive axle that provides 6x2 fuel economy with 6x4 traction and acceleration. Also in the Blue Horizon product pipeline is a composite driveline built with advanced materials to reduce weight, and an advanced lube management system using electronics and pneumatics to manage axle components and increase efficiency. .

Cummins shows at IAA why diesel will remain 'primary source of power' Neil Abt, Fleet Owner / September 25, 2018 HANOVER, Germany. Cummins Inc. displayed various emissions reductions technologies at the IAA Commercial Vehicles show aimed making diesel engines more efficient. “With our technical advancements, we see diesel remaining as the primary source of power in the commercial vehicle sector for the foreseeable future,” said Tim Proctor, executive director of product management and market innovation. The Indiana-based company is also heavily invested in electric technologies. However, at IAA one of its showpieces was a concept emissions control system that could one day be used to meet a potential Euro VII emissions regulation, anticipated in the coming years. “This innovative system allows further reduction in NOx and PM emissions, while simultaneously improving fuel efficiency,” said Tim Proctor, executive director of product management and market innovation. Proctor added in a statement that other technologies under development to reduce friction and parasitic losses “will also continue to make the diesel engine even more productive and energy efficient.” Separately, Eaton Cummins Automated Transmission Technologies showed the Endurant 12-speed automated transmission for the first time at IAA. It was launched in North American in the fourth quarter of 2017 and company officials said sales have been outpacing expected demand. Endurant is up to 105 lbs. lighter than competitive automated manual transmissions (AMTs). .

Lightning Systems Debuts All-Electric Ford E-450 Cutaway Heavy Duty Trucking (HDT) / September 24, 2018 Lightning Systems announced new battery-electric powertrain options for the Ford E-450 suttle bus and Ford E-450 cutaway. The new Lightning Electric models for the Ford E-450 will be available in 14,500-pound gross vehicle weight rating (GVWR) with an all-electric range of 110 miles. Orders are being accepted immediately, and delivery of the new products will begin by the end of 2018. “We’ve become the only stop you have to make to get zero-emission vehicles for all of your fleet needs,” said Tim Reeser, CEO of Lightning Systems. “This follows our strategy of electrifying popular high-quality platforms in the Class 3 to 8 segments. Fleets can get the job done around town or on the worksite, while saving fuel and meeting their sustainability and environmental goals.” The new Lightning Electric Ford E-450 model will offer peak power of 220 kW, which is the equivalent of 295 hp. Torque is rated at 700 Nm, equal to 516 pound-feet. There is a five-year, 60,000-mile warranty on the powertrain with maintenance performed by trained local dealers. Clean fleet vouchers and incentives are available in many states through the Volkswagen Environmental Mitigation Trust. The new model will have an electric range of 110 miles – depending on route and driver. Full regenerative braking, with industry-leading efficiency, adds range while reducing wear and tear on the friction brakes. Featuring a liquid-cooled lithium-ion battery system, the new Lightning Electric Ford E-450 will accommodate a full charge in two hours with DC fast charging. In addition to the new all-electric E-450, existing vehicles can be repowered to be zero-emission trucks and shuttles with the Lightning powertrain. Lightning Electric is available for the Ford E-450 as part of Ford’s eQVM (Advanced Fuel Qualified Vehicle Modifiers) program. Ford’s vehicle warranty covers the base chassis for vehicles with the Lightning drivetrain. Ford QVM participants perform installations and service. Earlier this year Lightning Systems began deliveries of the Lightning Electric upfit for the heavy-duty Ford Transit, which is also covered by Ford’s eQVM program. Lightning Analytics, a cloud-based analytics system that provides predictive maintenance, route scoring, range analysis, driver behavior, and geofencing for maximum range and efficiency, is available as an option on every Lightning Electric vehicle. The analytics system provides fleets with real-time information to operate their fleet at peak efficiency. .

Allison Transmission Press Release / April 18, 2018 Throughout our long history, Allison Transmission has been a leader in innovation, creativity and continually pushing toward new advances in technology. Our heritage, starting in 1915 with James Allison, has been strong and steady throughout the decades that we’ve been creating fully automatic transmissions. .

Allison launches 9-speed tranny, expands electrification Trailer-Body Builder / September 24, 2018 Allison Transmission plans to offer its medium-duty, fully automatic 9-speed transmission globally, and it recently developed an electric hybrid system with purely electric extended range. “Right now is an exciting time to be part of Allison and our industry as a whole,” said David S. Graziosi, president and CEO of Allison Transmission. “There is more rapid change in our industry and more Allison initiatives underway today than at any point during the last decade.” With its deep first gear ratio and excellent ratio coverage, the Allison 9-speed transmission provides fuel savings as the highly efficient gear train allows the torque converter to lock up early in first gear. Additionally, the 9-speed includes an optional integral engine stop-start system that provides immediate transmission engagement and vehicle hold while the engine is restarted. Providing value for a variety of applications, the 9-speed transmission is ideal for distribution trucks, rental and lease trucks, and school buses. “With this new transmission, Allison continues to demonstrate its commitment to help achieve standards regarding fuel efficiency and vehicle emissions,” Graziosi said. The Allison 9-speed model leverages the durability of the Allison 2000 Series 6-speed transmissions, which have accumulated more than 100 billion miles globally. It was designed to utilize the same vehicle manufacturer’s interfaces as its 6-speed predecessor, providing ease of integration into vehicles currently released with the Allison 2000 Series. In addition to the 9-speed transmission, Allison also expanded its electrification portfolio with an electric hybrid system that includes a purely electric extended range—up to 15 kilometers. Ideal for transit bus and motor coach applications, the system features zero-emissions with engine off, including approaching, during and leaving passenger stops for a quieter and healthier environment. Additional features include a higher energy Li-ion battery for extended engine off range; a smaller, lighter dual inverter with water ethylene glycol cooling for more efficient operation; and Increased Power Accessory II to improve fuel economy by using the hybrid system to power accessory components like air conditioning, air compressors and power steering. “This hybrid with extended electric range builds on one of the most dependable and efficient hybrid-propulsion systems,” Graziosi said. “With over 8,000 buses around the world using our system since 2003, Allison was a pioneer in electrification and remains a trusted brand.” The system is pure electric capable, but no electric charging infrastructure is required. Battery charging is accomplished via regenerative braking and engine operation. The regenerative braking capability can extend the brake change interval by up to 350 percent. The two-mode split parallel architecture improves fuel economy up to 25 percent. .

Seth Clevenger, Transport Topics / September 24, 2018 HANOVER, Germany — DAF Trucks exhibited two full battery-electric tractors and one hybrid model at the IAA Commercial Vehicles show, illustrating how electric-vehicle technology could be adapted to different trucking applications. The truck maker showcased its LF Electric and CF Electric tractors for medium- and heavy-duty urban distribution and the CF Hybrid for midrange distribution. These three “innovation trucks” represent “a key part of DAF’s vision of future transport,” DAF Trucks President Harry Wolters said here Sept. 19 at the company’s IAA press conference. DAF is part of Paccar Inc., which also is parent of the Kenworth and Peterbilt truck brands. The LF Electric features Cummins technology and provides a range of up to 137 miles while fully laden, an ideal range for city distribution, DAF said. The CF Electric, meanwhile, is designed for urban applications that require higher payloads and volumes such as supermarket delivery. The truck, which uses VDL’s electric power technology, has a range of about 62 miles. The CF Hybrid, in contrast, incorporates a combination of electric and diesel power. The truck can drive on electric power with zero emissions in urban areas for 19 to 31 miles but also can run on diesel when operating outside of the city to provide a much greater vehicle range. The CF Hybrid features the Paccar MX-11 engine and a ZF electric motor, along with a ZF TraXon gearbox for hybrid drivelines. The diesel engine can charge the electric batteries during on-highway operations, DAF said. The first CF Electric models will enter field test operation with select customers this year. DAF Plans to begin similar field tests with the LF Electric and CF Hybrid in 2019. Ron Borsboom, a DAF board member responsible for product development, said battery-electric trucks will be ideal for driving in the city, where emission-free operations may be regulated. For applications that involve driving in the city and on the highway, hybrid technology “offers excellent vehicle flexibility,” he said. But for longhaul operation, diesel remains the best option, Borsboom said. “For long-distance transport, diesel technology will be the prime path for the foreseeable future, eventually in combination with hybrid technologies in the long term.” In the future, the use of fuel cell technology to extend the range of battery-electric trucks could become an effective option for longhaul as hydrogen distribution expands, Borsboom said. In the meantime, DAF will continue to enhance its diesel powertrains by further improving integration, he said. DAF also highlighted its advances in fuel economy over the years. The company’s 2018 XF model represents a 20% reduction in fuel consumption compared with the same model in 2001 with the same specifications and driving conditions, DAF said. .

Seth Clevenger, Transport Topics / September 24, 2018 HANOVER, Germany — Ford Trucks offers only light- and medium-duty vehicles in North America, but the brand is aiming to make a splash in the heavy-duty segment in certain international markets. Ford Trucks debuted its F-Max cabover tractor at the IAA Commercial Vehicles show here. The F-Max, which takes its name from Ford’s F Series, will be marketed in central and Eastern Europe, Russia, the Middle East and northern Africa, with aftermarket service also available in Western Europe. The vehicle was designed and tested over the course of five years by Ford Otosan, a manufacturing company based in Turkey that is jointly owned by Ford Motor Co. and Koç Holding. “We developed our new tractor with Ford’s principles of comfort, power, efficiency and technology at its heart,” Ford Otosan CEO Haydar Yenigün said. The F-Max comes equipped with Ford’s 12.7-liter E6D Ecotorq engine. The new truck features a 12-speed ZF automated transmission and drive modes such as eco-mode and power mode to optimize fuel consumption or performance. Ford Trucks is offering a connected-vehicle platform, ConnecTruck, with the F-Max. The service enables remote diagnostics and over-the-air software updates. The F-Max also offers driver-assist features such as adaptive cruise control, predictive cruise control, emergency braking, lane departure warnings, electronic stability control and an adjustable speed limiter device. .