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KrAZ Trucks Press Release / August 7, 2018 An order for KrAZ 21-tonne model 63221 6x6 truck chassis fitted with UDS-114 excavators from Slovakia have been completed for customer delivery. The 104 kW UDS-114 telescopic boom excavator has the following parameters: - max. excavation force - 85 kN; - digging height - 7,7 m; - digging depth - 7,7 m; - digging reach - 10,5 m - digging efficiency -108 cu.m./h Shovel bucket volume is 0,63 cu.m. It can be used for loosening and lifting 2, 3 and 4 class soils, while using implements it can be used for working with 5 class soil. The excavator has combined control, hydraulic and electric; all the operations are controlled with joysticks from operator’s cab (on operator’s armrests), thus facilitating operator’s job and improving precision of working operations. .

CARB Awards $41 Million for Hydrogen Electric Truck Project Heavy Duty Trucking (HDT) / September 14, 2018 The California Air Resources Board has preliminarily awarded $41 million to the Port of Los Angeles to establish network to transport goods throughout southern California using hydrogen fuel cell electric trucks. CARB is fronting half of the $82.5 million needed for the initial phase the Zero Emission and Near-Zero Emission Freight Facilities with the partners providing the other half in match funding. The project was proposed with support from Toyota, Kenworth, and Shell to provide a large-scale “shore to store” plan and a hydrogen fuel-cell-electric technology framework for freight facilities to structure operations for future goods movement. “This matching grant from CARB’s California Climate Investments program is critically needed funding support to develop and commercialize the next generation of clean port equipment and drayage truck, as well as the infrastructure to support it,” said Gene Seroka, Port of Los Angeles executive director. “This grant funds a public-private collaboration that is representative of our commitment to being a ‘market maker’ through collaborative technology and fuel infrastructure development with industry leaders like Toyota, Kenworth and Shell.” The project phase includes collaboration between Toyota and Kenworth to develop ten new hydrogen fuel-cell electric Class 8 trucks based on the Kenworth T680. The trucks would move goods throughout Southern California and will be operated by Toyota Logistics Services, UPS, Total Transportation Services, and Southern Counties Express. Two new large capacity hydrogen fueling stations will be developed by Shell and will join three additional stations located at Toyota facilities to form an integrated hydrogen fueling network in the region. The project also expands the use of zero emissions technology in off-road and warehouse equipment. This includes two zero emissions yard tractors to be operated at the Port of Hueneme as well as expanded use of zero-emission forklifts at Toyota’s port warehouse. The project is part of California Climate Investments, a statewide initiative that cap-and-trade dollars to reduce greenhouse gas emissions, strengthen the economy, and improve public health and the environment. “This is an excellent opportunity for Port of Los Angeles, Kenworth, and Toyota to work together to both explore and drive advanced zero emission technologies that will play a critical role in the clean trucks of the future,” said Mike Dozier, Kenworth general manager and Paccar vice president. .

How does one manufacture 11,000 trucks over three years time and not realize until now that the engine harnesses are lacking the usual check engine light and stop engine light circuits???

Matt Cole, Commercial Carrier Journal (CCJ) / September 17, 2018 A recall announced recently by Paccar affects more than 11,000 Kenworth tractors. Paccar’s recall, affecting approximately 11,429 vehicles, stems from engine harnesses for trucks equipped with ISX15 engines that may have been manufactured without check engine light and stop engine light circuits, which could prevent the driver from being warned of a serious engine problem. Affected trucks, manufactured between July 23, 2015, and Aug. 17, 2018, include: 2016-2019 Kenworth C500 2016-2019 Kenworth T660 2016-2019 Kenworth T800 2016-2019 Kenworth W900 Paccar will begin notifying owners on Oct. 19, and dealers will inspect or test the ISX15 engine harness and install an overlay jumper harness to supply the missing circuits. Owners can contact Paccar customer service at 1-918-259-3258 with recall number 18KWE. NHTSA’s recall number is 18V-555.

Matt Cole, Commercial Carrier Journal (CCJ) / September 17, 2018 Volvo Trucks and Mack Trucks each issued a recall for a problem with the fifth wheel on certain tractors. The recalls affect 69 model year 2019 Volvo VNL and VNR and nine 2019 Mack Anthem trucks equipped with Jost fifth wheel couplings. These fifth wheels may have a slider bracket that is too narrow, possibly allowing a trailer to separate from the tractor. Volvo and Mack began notifying owners on Sept. 14. Dealers will inspect the fifth wheel slider bracket and replace it if necessary. Owners of affected trucks can contact Volvo customer service at 1-800-528-6586 with recall number RVXX1801, and Mack owners can contact customer service at 1-888-866-1177 with recall number SC0411. NHTSA’s recall numbers are 18V-542 for Volvo, and 18V-543 for Mack.

Ex-Ford design chief J Mays joins appliance maker Nick Bunkley, Automotive News / September 17, 2018 Longtime automotive designer J Mays is going from Ford Mustangs and F-150s to washing machines and refrigerators. Mays, 63, who retired as Ford Motor Co.'s chief designer in 2013, has been appointed vice president and chief design officer of Whirlpool Corp., an appliance maker headquartered in western Michigan. At Whirlpool, Mays will be charged with "translating consumer insights, needs and wants ... into next-generation product design concepts," the company said in a statement Monday. His job starts Oct. 15. "Throughout my career, I've learned the importance of finding an emotional connection with the customer," Mays said in the statement. "My interests extend far beyond automobile design, and that's why this opportunity caught my eye. I look forward to leading and collaborating with the already strong Whirlpool Global Consumer Design team. The team has a wealth of talent, is vibrant and passionate and a driving force behind creating customer interest, desire and satisfaction." Since leaving Ford, Mays has held consulting and advisory roles including in the movie industry. He also has been a visiting professor at the Royal College of Art in London. Mays worked in the auto industry for three decades, including early-career stints at Audi, Volkswagen and BMW. He created concept cars that led to the Audi TT and Volkswagen New Beetle. He joined Ford in 1997, taking responsibility for a portfolio that comprised eight brands at the time and leading development of concepts including the Ford Interceptor, Fairlane, Shelby GR-1 and 427, Jaguar F-Type and Lincoln MKZ. His production designs included the 2013 Ford Fusion, 2012 Focus, 2011 Fiesta and 2010 Taurus, as well as the 2004 and 2009 F-150, 2005 and 2010 Ford Mustang, 2005 Ford GT and 2008 Jaguar XF. .

Individual cylinder heads. From back in 1969, Scania purchased the Mack V8 block but adapted it to individual cylinder heads for several reasons. A cylinder head covering more than one cylinder imposes restrictions on the maximum potential for achieving efficient intake and exhaust flow, because provisions for cooling and clamping compromise cylinder head design. Since individual cylinder heads don't suffer from these obstacles, the head design can be optimized for rapid gas flow to achieve maximum fuel efficiency. And regarding maintenance, it's far cheaper and faster to remove and reinstall an individual cylinder head, than a single cylinder head covering two to six cylinders.

Mid-size Dodge pickup to emerge from Jeep plant Larry Vellequette, Automotive News / September 17, 2018 Toledo retooling for body-on-frame truck Ram's new midsize pickup will be a body-on-frame truck built in the same plant in Toledo, Ohio, as Jeep's upcoming Wrangler-based pickup. The revelation means the Ram pickup, which will compete against the Chevrolet Colorado and upcoming Ford Ranger, will not be a Fiat-based unibody compact, such as the Ram 750 sold in Latin America. Mike Manley, Fiat Chrysler Automobiles' head of Jeep and Ram, promised the Ram pickup at the automaker's June 1 presentation in Balocco, Italy. But he provided few details about the truck, which is expected to arrive in U.S. dealerships in 2020 as a 2021 model. Manley is now CEO of FCA. Production of Ram's last midsize pickup, the Dakota, ended in 2011 after a 25-year run. Roughly half of FCA's sprawling Toledo Assembly Complex has been shut for retooling since late April, when the last JK Wranglers were built there. FCA is scheduled to begin recalling workers there next month. The line regularly built more than 230,000 JK Wranglers per year, well more than its planned capacity of 160,000. But the new Jeep pickup is not expected to sell in those volumes, leaving FCA with an underused plant unless it adds another body-on-frame product.

I’ve known some superb truck industry journalists, but Australian Steve Brooks in my mind is the finest of them all.

Scania Australia Press Release / September 6, 2018 With 500 hp of power and 2550 Nm of torque, Scania’s all new G 500 is the best of all worlds. It’s safer, quieter, better performing and more frugal than ever, and is equipped with all the latest time- and cost-saving technologies to make your job easier, simpler and more profitable. If you want to see the future of trucking, look no further than the all new Scania G 500. Available in four cab sizes, there’s one to suit almost any application. .

Steve Brooks, Owner-Driver / September 7, 2018 It might be six months or so before it’s actually available on the Australian market but a new 640hp MAN flagship with a lofty stand-up cab will almost certainly add momentum – literally and physically – to the German maker’s competitive credentials It’d be a stretch to describe MAN as a bullet performer in Australia’s heavy-duty cab-over class, but it would be definitely fair enough to suggest the German brand’s prominence in the big end of the business has grown to be greater than ever before. In fact, in the product portfolio of Penske Commercial Vehicles, MAN is now poised to outstrip Western Star as the dominant contributor to the Penske purse. Who would’ve thought that a few short years ago? Certainly not me! Even so, a cynic might argue its greater standing in the Penske fold is more a consequence of Western Star’s slide than MAN’s ascendancy. Yet whatever the case, there’s no question the big Bavarian is today attracting more operator interest than any time in its considerable, though somewhat erratic, Australian history. Sure, there’s no question that regular deliveries to a long and lucrative Army contract are significant contributors to MAN’s current perch around the middle of the heavy-duty pecking order. Nonetheless, the rise of the premium TGX range since the Australian introduction almost two years ago of the tenacious 15.2-litre D38 engine alongside its D20 and D26 (10.5 and 12.5 litres respectively) siblings, paints a picture of slow, steady growth in a hugely competitive environment cluttered with classy contenders. The numbers tell the story. Heavy-duty figures for the first half of this year now put MAN ahead of Fuso, Freightliner, UD, DAF, and Western Star (in that order), all the while creeping closer to the likes of Iveco and even Scania. Again, much of MAN’s momentum over the past year and more is largely attributable to the introduction and increasing acceptance of the D38. Simply explained, it’s a twin turbocharged and intercooled in-line six-cylinder engine with common-rail fuel injection, advanced Euro 6 emissions levels achieved with the combined inputs of EGR and SCR, and a modified diesel particulate filter known as CRT, said by MAN to provide "a continuous regenerative system" that negates the need for servicing of a typical diesel particulate filter. For its initial stab at the market, the D38 was fuelled for peak outputs of 560hp (412kW) at 1,800rpm and 2,700Nm (1,991lb-ft) of torque on tap from 930 to 1350rpm. Soon after the engine’s launch came the opportunity to drive a near-new TGX 26.560 model on a 760km run from Penske headquarters in Brisbane to Newcastle, in a B-double combination grossing a twitch over 61.5 tonnes. Predictably perhaps, Penske insiders – including the man himself, Roger Penske – were claiming high standards of fuel efficiency for the 560hp D38, then housed under the reasonably roomy XLX cab. Their claims were convincingly substantiated with a frugal fuel return of 2.06km/litre, made even more impressive by the fact the truck had barely notched 1,000km at the start of the run. Meantime, it wasn’t long before Penske people were also citing strong operator interest in the D38, not least from Mildura-based (Vic) G1 Logistics managing director Damien Matthews. After a year-long trial of a 26.560 running alongside several competitors equally keen to win more of G1’s business, a batch of 10 TGX D38 models was added to the company’s diverse inventory. From all accounts, fuel was and is the standout feature. With various high-profile brands making up the 150-strong G1 fleet, an adamant Damien Matthews contends the D38 is hard to beat at the bowser. "Their fuel economy is best in the business," he said recently. "We constantly monitor our trucks and they’re on top of the charts every month." However, even at the launch of the 560hp D38, Penske’s team was suggesting that higher powered versions of the D38 were on their way to the Australian market. And so it was that little more than a year after the D38’s arrival, performance was pushed to 580hp (427kW) and 2,900Nm (2,139lb-ft) of torque, with the new outputs delivered at the same engine speeds as the 560 setting. Yet over the last few months, Penske Commercial Vehicles has added even more strings to the MAN bow, with the taller XXL cab joining the range, providing a lofty 2,030 mm – a hair’s breadth under 80 inches – of standing room between the seats. Obviously impressed, and said to be a strong influence on the decision to bring the bigger cab to Australia after seeing it in Germany, Damien Matthews has surprised and perhaps troubled a number of bigger brands by more recently placing an order for 30 TGX 26.580 models sporting the XXL shed. The big cab is, however, not the only news on the MAN front. Underneath two XXLs at the moment is a 640hp version of the D38 with a tar-tearing 3,000Nm (2,212lb-ft) of torque up its sleeve. Again, peak outputs are delivered at the same engine speeds as the 580 rating. According to Penske Commercial Vehicles managing director Kevin Dennis, the decision to bring both the bigger cab and the bigger grunt to the Australian market was based on strong customer interest and the desire to give MAN a flagship model in terms of both performance and image. In an exclusive discussion with ATN magazine’s Cobey Bartels, Dennis said recently: "I’ve always believed every brand should have a flagship truck … the XXL cab is the flagship we need for the MAN brand and 640hp makes us very competitive in the power stakes. "Plus, there is a very good business case for having a big-size cab in Australia." A business case no doubt verified by the recent G1 order for 30 26.580 units with the XXL cab; an order almost certain to spark the attention of other trucking companies, large and small, particularly if word filters through that the MANs are delivering acceptable levels of durability and support as well as impressive fuel economy. Commercially astute, Dennis is well aware of the difficulties of building a greater presence in such a fierce cab-over market, particularly in the premium high-horsepower category where competition among the likes of Kenworth, Volvo, Mercedes-Benz and Scania has never been tougher. It won’t be an easy road but, from all appearances, MAN has never had a better range of trucks than what it has today. Test Drive As things stand at the moment, there are only two 640hp D38 engines in Australia, both under the XXL cab. For at least the next six months or so, each will join selected fleets for ‘real-world’ evaluation to verify the 640’s fuel, performance, cooling and service credentials under Australian conditions. It shouldn’t surprise anyone that one of those fleets is G1 Logistics. In fact, the truck in this report was headed to G1’s Mildura base just days after our test drive from Penske headquarters in Brisbane to the North Star Motors dealership serving the Newcastle and Hunter regions. As for the other 640hp unit, it was still being detailed in the Wacol facility before joining HPS Transport in Adelaide. This truck was also first in Australia with MAN’s revised cab layout and it took only a few moments on the inside to appreciate a number of worthwhile enhancements over the current design. For starters, there’s greater floor space thanks to a roll-out fridge which slides further under the bunk, a gear selector switch moved from a floor-mounted console to the dash, and the relocation of several switches and control functions in the sleeper area to better suit our right-hand drive configuration. While the revised cab will become the new norm, it wouldn’t surprise if it’s also MAN’s last update for the TGX shed. After all, the TGX has now been around for several decades and is probably approaching the end of its product lifecycle. The hope, however, is that when MAN gets around to launching a new cab, no doubt equipped with all the technical treats that typify a modern continental cab-over, it will also retain the high levels of driver ease and practicality which are such an asset in the current cab. Anyway, parked outside and superbly prepared by MAN product and operator training manager Steve Gibbins, our test unit was heading out on its maiden line-haul voyage. In what was effectively a carbon copy of the test drive of a 560hp D38 almost 18 months earlier, the 640 was hooked to the same vividly presented Penske B-double set and even carried much the same load to scale in at 61.5 tonnes. What’s more, there were less than 2,000km on the clock at the start of the run. Yet other than substantially stronger performance, the greater height of the cab – the XXL sports an extra 210mm of standing room between the seats than its XLX counterpart – and a predictable increase in fuel consumption, there wasn’t a great deal of difference to the previous run in the 560hp version. Then and now, the overriding conclusion was one of a well-finished, comfortable truck with good road manners and a high degree of operational practicality in switchgear and control layouts. However, age is certainly sneaking up on the overall design. That said, though, it’s certainly not yet out of date and, as an overnight stop highlighted, the extra height of the cab enhances a sleeper section that is unquestionably more conducive to a good night’s sleep than two of its major rivals: namely Volvo and Scania. For whatever reason, European designers seem to concentrate more on providing space above and forward of the driver but strangely, appear to have some aversion to increasing sleeper space behind the seats. However, the TGX cab is certainly not the worst of them. In fact, I’m convinced the two German brands have notably better sleepers than either of the two Swedes which, despite their modern designs, continue to offer uncomfortably limited head and leg space behind the seats. That opinion is almost certain to change when Volvo Group Australia next year launches its much anticipated FH ‘big cab’ model (also called the XXL) but, in the meantime, I’d definitely rather be horizontal with a German than a Swede. As things stand at the moment, I’d rate the Mercedes-Benz bunk as best among the current crop of continental cab-overs, with MAN a close second. Still, you’re left to wonder if the upper second bunk is a wise inclusion for Australian line-haul work where two-up driving is easily the exception rather than the rule. Surely the space could be better used to add a few finer features for drivers, like hanging space for clothes or even something as simple as a towel rack. Yet while the TGX may be starting to show its age in some respects, the standard feature list remains appealing with: a high-quality Isri driver’s seat, touchscreen stereo with integrated Bluetooth and USB, electric windows and, likewise, electrically operated heated mirrors. However, like many mirror designs these days, particularly in the cab-over class and most notably at roundabouts, forward vision at the front quarters is impeded by the depth and width of the mirror housings. Back on the plus side, there’s the undeniable benefit of a ‘hill hold’ function, while also worth a mention, given the vast expanse of the windscreen, is a full-width, retractable blind in place of standard sun visors. For all the odds and sods there are ample storage recesses above the windscreen while spacious under-bunk storage is also accessible through outside lockers. Definitely a notable asset is a ‘light test’ function which, as MAN puts it, "cycles through all lights on the truck and trailers, allowing the driver to safely check operation". Typical of the continental class, safety rates high on the list of standard inclusions with items like electronically controlled disc brakes all-round, ABS anti-lock, electronic stability control, ASR anti-skid, front cornering lights and deformable cab mounts which, as MAN states, "allow the cab to move rearward while absorbing the energy of a collision". As for on-road performance, even a glance of a 26.640 spec sheet where gross combination mass is listed up to 120 tonnes, is enough to suggest it makes exceptionally easy work of B-double weights. After long delays on that car park known as the Gold Coast Highway, the big MAN was finally free to settle into stride south of the border. Driving through ZF’s 12-speed overdrive Traxion transmission into a 3.36:1 drive tandem mounted on an eight-bag electronically controlled air suspension, the truck cruised contentedly at 100km/h with engine speed running a touch over a leisurely 1,300rpm. It’s worth noting at this point that ZF’s Traxion shifter works in complete harmony with the strong traits of the D38 engine, not only combining exceptionally quick and smooth shifts with a number of integrated fuel-saving modes, but also displaying a remarkable level of grade-sensing intuition. So intuitive that there was never any consideration of opting for manual mode, particularly with the engine’s consistent propensity for holding onto top gear right down to 1,100 rpm or, in a few instances, even 1,000rpm. The first climb of any note, or at least the first to cause the 640 to dig some way into its deep reserves, and the first to show the big MAN’s willingness to use the entirety of a wide torque band, was the run up to the St Helena tunnel where the big German was forced back to ninth gear at 1,400rpm, yet easily holding 50km/h. The only other southbound climb to ask more of the 640 was the run into Coolongolook, south of Taree, where the truck dropped back to seventh gear after being unavoidably baulked by slower traffic. Meantime, the on-board trip computer was forecasting a high regard for fuel efficiency from the start. From Brisbane to Coffs Harbour, for instance, the fuel average was a surprisingly thrifty 1.89km/litre (5.34mpg) but, as undulations grew greater on the run south, the fuel average for the 760km trip finished at 1.83km/litre (5.17mpg). Sure, it’s some way off the extraordinarily efficient 2.06km/litre (5.82mpg) returned by the 560hp model 18 months earlier, pulling much the same weight with the same trailer set over the same route, but it’s still an incredibly good result for a truck dispensing such formidable performance with so few kilometres under its belt. When it’s all boiled down, the 26.640 is not only the most powerful MAN to ever tackle Australia’s heavy-duty sector, it also provides the brand with an imposing flagship model embedded with the quality, manners, performance and efficiency to be competitive in a highly competitive market of premium cab-overs. Have no doubt, this is a MAN with some serious attitude. Video - https://www.ownerdriver.com.au/truck-reviews/1807/meet-the-muscle-man

Comprehensive Cascadia Testing in Australia Diesel News Australia / September 2018 As we are so early in the process, with comprehensive Cascadia testing in Australia, Freightliner are unwilling to be tied down to the specifics of what will be offered to the Australian truck buyer in 2020. However, there are some concrete factors which the company is willing to divulge. The first test truck is the Cascadia 116, fitted with a DD13 engine and the DT12 AMT. The second truck is fitted with the DD16 engine and the DT12 transmission. This is the first time a left hand truck has been run on the road as part of a testing program in Australia. The engines on offer will be the Detroit DD13 and DD16. Top power on the 16 litre is going to be over 600 hp, but how far over is yet to be decided. These engine choices match those available in the heavy end of the Mercedes Benz range, which uses the 13 and 16 litre Mercedes engines based on the same engine blocks. The Detroit DT 12 is the North American version. of the AMT used in the Benz models sold here. This will be supplemented by an Eaton option both in the form of the 13 and 18 speed Roadranger, but also the Ultrashift Plus AMT. “There will be an Eaton option,” states Stephen Downes, , Freightliner Australia Director firmly. “There’s still some work to be done on GCM ratings. The Detroit DT12 will get us a fair way to where we want to be, but if we want to go heavier, we will have to look at alternatives. We’ve got to make sure that what we put in, rear axles, engines, gearboxes, cabs, the whole gamut, is unconditionally ready to go. “We think we can sell the DT12 along with this truck on the basis of fuel economy and suitability for the driver pool. When you get a chance to drive it, you will see that it is seamless.” In the US, 93 per cent of Cascadias sold are fitted with the Detroit AMT. The safety systems offered in the US market, as Detroit Assurance, bring all of the global Daimler safety systems, and these are expected to also be on offer here in Australia. This will clearly differentiate the models from the current offering from Freightliner and align with what is on offer in the Mercedes Benz from Daimler in Australia. Freightliner are spending more than ever before on developing a truck for a non-US market. The company clearly see the Australian market as one which it can grow market share. By bringing the Cascadia platform into Australia the future should see a quicker transfer of all technologies from the US into trucks being sold in North America. “We have seen, in the past, trucks brought into Australia, which weren’t fit for purpose,” says Stephen. “I vow not to make that mistake. There can be no doubt this truck will be ready when we launch it to market. That’s why we are doing all of this testing. We are going to the Nth degree to deliver to ensure we get it right the first time. “There’s a massive amount of opportunity for Freightliner with this truck. an opportunity to make sure we, very clearly, get it right, we know what the truck operators expect, and by the end of this program we will have delivered the best bonneted truck to the Australian market, that it has ever seen. That might sound a bit confident, but once you get to drive it, it won’t take much to convince you.”

New Zealand Trucker / September 2018 The calibre of detail and preparation on this month’s Top Truck is no coincidence. The net result of an owner-driver who started at the bottom of the ladder, surrounded by legends of the industry. In the early 80s a young Matt Barraclough moved to Bay View, just north of Napier, as result of his father’s employment with Pan Pac. This placed Matt ringside in an iconic era of log trucks passing right by his doorstep, heading just up the road to feed the insatiable appetite of the Whirinaki mill. Matt ’s passion for trucks started early, riding shotgun with his Dad, who was helping out with relief driving for a couple of the local logging contractors. This is where Matt ’s love for log trucks started and to this day it’s as strong as ever. “I used to watch the likes of Cliff Guy roll past in his immaculate W model Kenworth and think to myself, ‘that ’s me, that ’s what I want to be doing’,” said Matt. After leaving school Matt started working for a local nursery that had a couple of four-wheelers. As he set off to sit his licence the manager said, “Do not fail mate, you have deliveries this afternoon”. When Matt ’s Dad began working for Linton Transport Matt seized the opportunity to help out around the yard, on the wash, and looking over the shoulders of the mechanics. “Mucking-in and getting your hands dirty and spending time in the passenger’s seat is the way to learn; it ’s these opportunities that are missing for today ’s youngsters,” said Matt. At 21 Matt finally realised the dream of getting into the driver’s seat of a log unit. It was a night shift position driving a DAF CF85 for a local contractor. From there he spent time with Gary Deakin on export out of the Awaho Forest, and then with Alan Forbes at Pan Pac for the best part of seven years. It was in 2010 that an opportunity to become an owner-driver with Pan Pac presented itself. This involved the purchase of a secondhand DAF CF85 logging unit with 177,000 kilometres on the clock. The DAF did the groundwork over the next three and a half years that paved the way for the purchase of Matt ’s first new rig, ‘Elvis’, a Kenworth K108E. Now four and a half years later it was time to raise the bar a little. ‘Sweet Child of Mine’ is a 2017 flat roof Kenworth K200 running a Cummins X15 at 458kW (615hp) mated to a manual 18-speed Roadranger with Meritor 46-160 diffs on Kenworth’s 8-bag air suspension, and rigged out with Kraft logging equipment. The paint scheme is a twist on a classic Kenworth factory scheme, and is similar to the well-known Melbourne-based ‘Freestones’ fleet, one Matt ’s always liked. The roof mounted 7” air intakes with mushroom tops are a tipof-the-hat to the ‘old-skool’ Aussie cabovers of the day. Matt had a clear image of exactly what he was trying to achieve; however the rig would not have come together the way it has without a dedicated team in the background taking Matt ’s ideas and turning them into reality. The signage and pin-striping were a collaboration with Darren Caulfield, and Matt is very quick to praise Darren for all his efforts. Also, the team at Kraft were “just magic”; the level of enthusiasm for the project was exactly what was needed. As for the stainless steel work that adorns ‘Sweet Child of Mine’, that is the work of locals KR Tong Engineering, “‘Grunter’ went above and beyond,” said Matt. Then there is special mention of the amazing support from Matt ’s family. Without them alongside him Matt said he could not have achieved this goal. “Daphne is so diligent looking after all the accounts as well as crunching the numbers for me, and the kids look after the cleaning: Blake on the exterior and Reese on the interior,” said Matt. “It really is a family business that I am very proud of.” The layout of the unit is a real credit to Matt, as is the presentation. It is fair to say that the legends of the industry in the Bay who influenced Matt on his journey have all had a hand in this build. ‘Sweet child of mine’ is a true working truck, and the photo above shows that its job first and foremost is to put food on the Barraclough table. But opening the poster will also show the pride this family takes in its number one ride. .

Volvo Trucks Australia / September 9, 2018 See the difference that Ultra Low Crawler Gears has made to the Clarence River project. .

Scania Australia / August 12, 2018 Scania has launched the highly-awarded New Truck Generation in Australia. It is the safest and most fuel-efficient truck range available, featuring side curtain roll-over airbags as standard on every model. From the P 220 rigid to the S 730 ‘King of the Road’ prime mover, Scania has a truck that can be perfectly tailored to every need. .

Navistar's in bed with GM, VW wants to get in bed with Ford, and VW's Traton potentially wants to deepen its investment in Navistar. The plot thickens.

Asian Trucker / September 11, 2018 Mitsubishi Fuso Truck and Bus Corporation (MFTBC), under Daimler Trucks, today announced the construction of a new CKD assembly plant in Thailand during a press conference on the sidelines of the DTA ISCS Conference (Daimler Trucks Asia International Sales and Customer Services Conference) held in Bangkok. It was further announced that DCVT will take over the Mercedes-Benz Truck and Bus business to have a consolidated organization dedicated to commercial vehicles. During the media roundtable, Michael Kamper, Senior Vice President and Head of Sales & Marketing, MFTBC stated: “With its conducive business environment and strategic location in Southeast Asia, Thailand constitutes a key market for our global growth strategy. DCVT’s strong performance gives us great confidence to further expand our business here with the construction of a new CKD assembly plant dedicated to the Thai market.” Sascha Ricanek, CEO of DCVT said: “Thailand’s consistent growth makes it a crucial market for our long-term success. Today we are proud to announce two important milestones which underline our commitment to our customers in Thailand: First, we are investing in the construction of a new assembly plant for the Thai market. And second, it was a natural step for us to consolidate our commercial vehicles business including the FUSO and Mercedes-Benz brands under DCVT in line with Daimler’s global ‘Customer Dedication Strategy to offer our local customers unsurpassed products and services.” Production in Thailand for Thailand MFTBC will invest 12 Million Euro (450 million Thai Baht) into the new plant, which will be located in the Eastern Economic Corridor (EEC), a key region for Thailand’s economic growth. The state-of-the-art plant will conform to Daimler’s highest standards to ensure excellence for Thai customers. In a first stage, the plant will assemble FUSO’s heavy-duty FJ 2528C trucks, launched in Thailand earlier this year and designed for the rapidly growing construction segment. Construction of the plant is scheduled to commence in October 2018 with the inauguration of the facilities targeted for the second quarter of 2019. .

Yours, with the three protruding dimples, is not factory. A 32MK53P1 never had them. Call Watt's Mack at 1-888-304-6225 and ask for a 32MK53 (black painted) or 32MK53P4 (chrome).

I again suggest, political parties have no purpose whatsoever and should be banned. Rather than compliment government, parties only serve to convolute and corrupt. Each elected government representative, an employee of his state's people, should focus on representing the will and desire of those people.....and nothing more. Draining the swamp in DC is kind of like the CPC removing all the corrupt cadres......once done there would be no one left.

The fuel cell electric truck will be launched in 2019 ● The truck boasts a distinctive design befitting of an eco-friendly truck ● Plans for the European market to be unveiled at IAA Commercial Vehicles 2018 SEOUL, Sept. 13, 2018 — Hyundai Motor today presented a first look at a render image of a new truck with fuel cell powertrain which is set to be launched in 2019. After the ix35 Fuel Cell and the NEXO, Hyundai presents yet another milestone for its leadership in fuel cell technology with the presentation of the fuel cell electric truck. Fuel cell electric truck boasts distinctive design which sets it apart from other Hyundai commercial vehicle line-up. The truck aims at simple and clean design which is also aerodynamically efficient with a spoiler and side protector. The front grille symbolizes hydrogen through geometric shapes, giving the vehicle a unique and powerful look. The vehicle emanates an eco-friendly look with an iconic blue color application and a bold side body graphic on the container, which visualizes its dynamic character. During the IAA Commercial Vehicles 2018 taking place in Hanover Germany, Hyundai will announce the future plans for introducing the fuel cell electric truck in the European eco-friendly commercial vehicle market next year as well revealing vehicle specification. Hyundai Motor also recently completed South Korea’s first domestic highway journey with an autonomously navigated semi-trailer truck. Hyundai’s Xcient truck drove approximately 40km on the highway between Uiwang and Incheon, carrying large semi-trailer simulating cargo transportation, showcasing Hyundai’s innovative technological advancement in future mobility. .

I'm biased, but they're both extremely good. The Scania V8 architecture allowed it to evolve forward and meet all current emissions standards. MAN decided to introduce the 15.2-litre D38 inline six, which is a wonderful powerplant. Drivers love the sound and performance of the Scania V8, and accountants smile approvingly at its fuel economy.

Sisu makes an extremely good planetary, but Meritor's is a superb global product as well. Meritor has produced all of Volvo's axles since 1998, including planetary.

Jim, if they buy, I imagine it would be a single purchase. As said above, it is possible that Troy Clarke and the board don't want to sell, or VW (Traton) would be satisfied with equity and joint-venture projects. I think they'd rather own, buy out as Daimler and Volvo did Freightliner and Mack.