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Prime Mover Magazine / November 22, 2018 Autonomous Emergency Braking, Vehicle Stability Control and exhaust emissions compliance with Euro 6 are just some of the standout features of Hino’s all-new 500 Series Standard Cab officially launched this week. “The level of safety in this truck has never been seen in any Japanese-built medium-duty truck in Australia,” said Hino Australia Manager of Product Strategy, Daniel Petrovski. “This is complemented by the superior torque, increased power and reduced fuel consumption of the all-new A05 five-litre four-cylinder engine,” he said. Headlining the substantial leap forward in safety is the Pre-Collision System (PCS) incorporating Autonomous Emergency Braking (AEB), Pedestrian Detection (PD) and Safety Eye (SE). The new truck also includes Adaptive Cruise Control (ACC) and Lane Departure Warning (LDW). ACC utilises the SE to continuously scan the road ahead. If a slower vehicle is detected it reduces engine power and engages the engine brake to match the speed of the slower vehicle. LDW is designed to alert the driver, both visually on the Multi-Information Display and audibly through the speakers, if the vehicle deviates from its lane without the turn indicators being triggered. Another active safety feature that Hino says is unique among Japanese medium-duty contenders is the standard inclusion of Vehicle Stability Control (VSC) incorporating Anti-Lock Braking (ABS) and traction control. According to Hino, this makes it the only Japanese manufacturer to offer VSC as standard equipment on every on-road model in its 300 and 500 Series ranges, from the 300 Series car licence model through to the 350hp heavy-duty 500 Series FM 6x4 models. Further inbuilt safety technology includes a standard reversing camera complete with infrared night vision capability and a microphone. In addition, the new 500 Series Standard Cab range sports an impressive suite of passive safety features including a driver’s airbag, UN ECE R29 cab strength rating (single cab) and ADR 84/00 compliant Front Underrun Protection.

Prime Mover Magazine / November 22, 2018 Improved performance and operational efficiency, along with reduced emissions are hallmarks of the all-new A05 five-litre four-cylinder engine powering the newly launched Hino 500 Series Standard Cab range. The A05 is a derivative of the larger A09 six-cylinder engine fitted to the 700 Series heavy-duty models in Japan and the heavy-duty 500 Series Wide Cab models in Australia. The A05 has the same dimensions in terms of cylinder bore and crankshaft journal diameters as its ‘big brother,’ the A09. “A variant of the A09 also powers the Hino Dakar Rally team’s “Little Monster’’ race truck,” said Daniel Petrovski, Hino Australia Manager Product Strategy. The new A05 engine has three power ratings which are dependent on the model selected – the FC 1124 and FD 1124 models feature the A05-TE engine, which delivers 240hp at 2300rpm and 794Nm of torque at 1,400rpm. FE 1424 crew models have the A05-TD with 240hp at 2300rpm and 833Nm at 1,400rpm. “The range-topping FD 1126 and FE 1426 models sport the top performing A05C-TC, which produces peak power of 260hp at 2300rpm and a very healthy torque rating of 882Nm at 1400rpm," said Petrovski. “The high torque output and low revving nature of this engine are further evidence of its heavy-duty genes,” said Petrovski. “While reducing rpm improves the fuel efficiency it also reduces stress on the engine and ultimately improves reliability and durability,” he said. “The new A05 engine produces as much torque as the larger J08 engine in the 500 Series Wide Cab models, and has 10 to 20 per cent more torque than the J07 engine in the outgoing Standard Cab vehicles." Auxiliary braking has also taken a big step forward thanks to a new engine brake. “Better known as a Jacobs Engine Brake® or Jake brake, the new 500 Series will be the first Japanese medium-duty truck below 15 tonne Gross Vehicle Mass in Australia fitted with a true engine brake,” Petrovski said. “Combined with a traditional exhaust brake, the downhill descent control is class leading,” he said. “The A05 can also be specified with a 343Nm live-drive power take-off (PTO) driven at engine speed. Suitable for all types of applications requiring engine dependant drive, it is sure to make its mark in applications such as mixers and vacuum trucks.” On the transmission front, the new range comes with either manual, automated manual (AMT) or torque converter automatic. For drivers who prefer to use a clutch pedal and shift gears themselves, the Hino LX06 and MX06 six-speed manual gearboxes are fitted as standard to the FC and FD models, while the FE is fitted with the new MX07 seven-speed manual, which offers more operational versatility and one more gear than its rivals. “The LX transmission is proven in the outgoing 500 Series Standard Cab and we have added the new range of MX transmissions to support the increased torque of the A05 engine,” said Petrovski. FD and FE customers also have the option of an AMT in MX06 and MX07 – six- and seven-speed respectively – guises. With these versions a unique rotary dial on the dash is used to select reverse, neutral and drive while a lever on the steering column lets the driver switch between auto and manual mode and manually select gears. “In addition, a six-speed Allison 2500 Series automatic transmission is available across the range of 500 Series Standard Cabs,” said Petrovski. “This means Hino is the only Japanese manufacturer to offer an automatic transmission in all models from the car licence 300 Series through to the 6x4 FM 2632.”

DAF Trucks Press Release / November 23, 2018 Really everything is about concrete at German company Thomas Beton. Watch the video and discover why they choose to work with DAF and the DAF CF Concrete Mixer. .

DAF Trucks Press Release / November 22, 2018 Throughout the years we’ve delivered different fire fighting vehicles. These DAFs assist the brave fire men and women who help, save and protect people in need. .

Chevy Silverado is among 2.7 million GM vehicles being probed over brakes Gabrielle Coppola, Bloomberg / November 24, 2018 U.S. highway safety investigators are probing an alleged defect in 2.7 million pickups and SUVs built by General Motors that are getting into collisions because drivers are having trouble braking. The National Highway Traffic Safety Administration (NHTSA) opened an investigation on Tuesday of trucks and SUVs including GM’s best-selling Chevrolet Silverado after receiving 111 complaints from consumers. The power brake vacuum pump in the models can degrade and make it difficult to stop, according to the NHTSA. There have been nine crashes related to the problem and two injuries. The investigation involves the 2014 to 2016 model year Chevy Silverado, Suburban and Tahoe; GMC Sierra and Yukon; and the Cadillac Escalade. GM has been monitoring field reports and other data on the vehicles and will cooperate with NHTSA to evaluate them further, said company spokesman Tom Wilkinson. The scale of Detroit automakers’ pickup sales is such that when something goes wrong with the trucks, recalls can be costly. GM’s rival Ford Motor Co. called back about 2 million F-150 pickups in September, and the North American safety campaign cost the company about $140 million. That recall involved faulty seat-belt pretensioners that sparked fires after crashes.

160 degree.....215SB165B 170 degree.....215SB165BP2 180 degree.....215SB165CP3

“I think Europe needs to get a handle on migration because that is what lit the flame" (right-wing populism spreading across the Continent). “I admire the very generous and compassionate approaches that were taken particularly by leaders like Angela Merkel, but I think it is fair to say Europe has done its part, and must send a very clear message — ‘we are not going to be able to continue provide refuge and support’ — because if we don’t deal with the migration issue it will continue to roil the body politic.” Hillary Clinton - November 22, 2018

Please take note of this U-model's unusual options. They weren't in the order book. The battery box mounting and related steps, spare tire carrier, air reservoir mounting, fuel tank mounting and bumper mounting were all purpose-designed for and at the request of Smiths. This era was the peak of the former Mack Trucks. Optimized for efficiency, maximum performance at the least possible operating costs....for Smiths. This truck was a "money-maker".

Warmest holiday wishes to the BMT family, their families and friends.

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Scania Group Press Release / November 21, 2018 Gas-fuelled and electric trucks will be exempt from all MAUT road toll charges in Germany during 2019 and 2020. Additionally, some truck buyers can benefit from a subsidy of up to EUR 12,000 for LNG trucks and up to EUR 8,000 for CNG trucks. Scania has already experienced greater interest in CNG and LNG trucks among German customers. “Significant CO2 reductions in combination with better economics drive the shift to sustainable transportation solutions,” says Christian Hottgenroth, Sales Director for Trucks at Scania Deutschland Österreich. “We welcome the toll exemption since it gives our customers an additional incentive to invest in gas vehicles.” Gas-fuelled vehicles have so far failed to make significant inroads in the German market. One reason is that the country has been ill-served by filling stations. In fact, the country’s very first permanent public LNG filling station was only opened last month in Hamburg. In addition, there are three mobile LNG filling stations in use and the next permanent public LNG filling station will open in Berlin later this month. There are now plans for a rapid expansion of filling stations with 10–12 facilities being established. However, these will take at least eight months before they are up and running and the MAUT exemption goes into force from January 2019. The legislation encompasses vehicles that operate on CNG (Compressed Natural Gas), LNG (Liquefied Natural Gas) as well as battery electric vehicles. Considering distances on toll roads, the MAUT exemption will be most favourable for long-distance transport hauliers. For heavy 5-axle Euro 6 trucks the coming MAUT rates will be raised from 13.5 eurocents per kilometre to 18.7 eurocents, which gas and electric vehicles can avoid altogether. For a long-distance truck with an annual mileage of 100,000 kilometres on toll roads, the annual savings amount to EUR 18,700 per year if the gas truck is taken into operation from January 2019. With these savings, the customer can look forward to a positive business case. .

Ted, did the kings and queens of old ever care what the masses thought? No. Do today's politicians, in any country, actually care what the masses think? No.

Two nice conventional cab (bonneted) Scania trucks.

Scania Group Press Release / November 20, 2018 Erling Rolstad started to drive trucks at the age of 19. The fact that both his parents were truck drivers – the profession even reaches back as far as his great-grandfather – influenced his interest in vehicles. When he won the Scania Driver Competitions national final in Norway in 2015, it felt like a great achievement that the skills he gained as a truck driver could take him to the big final. .

Volvo Trucks Press Release / November 20, 2018 In a landmark agreement between Volvo Trucks and Norwegian mining company Brønnøy Kalk AS, six autonomous Volvo FH trucks will transport limestone over a five-kilometre stretch in a mine. Tests of this solution have been carried out successfully and will continue throughout 2018 to become fully operational by the end of 2019. The deal represents Volvo Trucks’ first commercial autonomous transport solution that will run in a real operation. It is a new solution whereby the customer buys a transport service where Volvo Trucks takes full responsibility for the delivery of the limestone to the crusher. . .

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Paul, Ted and Timmy.....need to watch your back. https://www.bbc.com/news/world-australia-46269876

Scania Group Press Release / November 19, 2018 Finnish forester’s dedication to continuous improvement sees it using Scania Suomi’s driver training coaches. Finnish forestry transporter Puukuljetus Vesala’s drivers are well known in the province of Ostrobothnia for their excellent fuel-saving efforts behind the wheel. Despite those good reputations, the company decided to use Scania Suomi’s driver training coaches. “I wanted to see if we could save fuel,” explains Managing Director Jarkko Vesala. “Our drivers’ fuel consumption performances varied and we wanted to identify individual strengths and weaknesses. The training allowed each driver to identify which aspects of their driving habits they needed to improve.” You never stop learning Of course, Vesala was aware that professional drivers might be sceptical about the need for further training. “One might think that after 20 years of driving a driver knows just about everything. I am no exception myself; I used to think that way. However, over the years the vehicle technology has developed enormously, and I need to know more to get the full benefit of all these new features.” After consulting with his drivers, Vesala found that most welcomed the chance for some coaching. So they and the company’s entire fleet of five four-axle timber trucks arrived at Scania in Kokkola to take Scania Driver Training. First they drove their trucks, then they studied driving theory and then they went on a test drive, making use of their newly-acquired skills. How to achieve a lasting improvement However, the training did not end there. Over the next year, each driver received a bi-monthly report outlining their driving habits, along with suggestions for improvements. Each driver was assigned a personal trainer who discussed the results with them. “Everyone can drive well for one day, but a good driver performs at a consistently high level, month after month. That’s why a full year’s training is important to achieve a lasting improvement,” says Vesala. All five of Puukuljetus Vesala’s trucks are made by Scania. That means they are similarly equipped to enable drivers to easily switch from one truck to another. Jarkko Vesala is the third-generation owner of the family business. With more than a quarter of a century of experience, he was loading timber trucks when some of his colleagues were riding mopeds. Did driver training help him? “Absolutely. The biggest surprise was how much of the time we spent idling. Before training, idling was at between 15 and 18 percent and now it’s down to between five and seven percent. Today, it feels bad if someone leaves the ignition on at a petrol station. That’s equal to a very expensive cup of coffee!” Making a safe and sustainable difference Before training, the company lacked guidelines for driving speeds. Since the training these have been set at 80–82 km/h. Previously, speed was unnecessarily high when driving without loads. The company’s drivers are also planning ahead more often now, and according to the Scania Fleet Management system hard braking has significantly declined. “When driving a 76 metric tonne (167,551 pound) tractor and trailer combination, which is permitted in Finland, it’s important to know when to start coasting. Anticipation also increases safety,” says Vesala. Overall, the training scheme has evened out the drivers’ fuel-saving performance, which Vesala appreciates. “Traditionally, continuing education isn’t common in the transport industry, but those that invest in coaching tend to be more successful, with greater employee commitment as well.” .

Aaron Marsh, Fleet Owner / November 19, 2018 After a six-month trial using renewable diesel in heavy trucks this past summer, the New York City Dept. of Citywide Administrative Services (DCAS) is planning a long-term purchasing contract for much more of the fuel as the city moves to phase out petroleum-based diesel in its fleet vehicles. Renewable diesel—often confused with biodiesel—is made from organic waste materials such as animal fats and vegetable oils, similar to biodiesel. But renewable diesel is refined differently and delivers the chemical equivalent of traditional crude oil-based diesel, so it can be used in blends or as a complete replacement fuel in any diesel engine without modifications. While biodiesel contains oxygen and can potentially have contaminants and problems when used in cold temperatures, renewable diesel avoids those issues and burns much cleaner than regular diesel. DCAS estimated it can reduce CO2 emissions from diesel engines by 65% using renewable diesel and noted its fleet burns up to 17 million gallons of diesel a year that could be switched out for the more sustainable fuel. DCAS has long used biodiesel in blends of 5-20% at all NYC agencies and for all diesel-powered equipment. DCAS Deputy Commissioner and NYC Chief Fleet Officer Keith Kerman has told Fleet Owner on several occasions there have been no cold-weather problems with biodiesel even at 20% blends used during the winter. NYC's move to expand renewable diesel comes in the wake of California's deadliest wildfires in history, which have rekindled the climate change debate; on one side of that argument, some do not believe mankind has any effect on Earth's climate. New York City fleet officials have a different view. "The climate crisis is real and it's urgent," said Lisette Camilo, Commissioner of DCAS. "Renewable diesel is 99% petroleum-free and helps keep fossil fuels in the ground and emissions out of our air." "Every time we choose to reinforce our reliance on fossil fuels for transportation, we choose to pollute our air and accelerate the current climate crisis," contended Mark Chambers, director of NYC Mayor Bill de Blasio's Office of Sustainability. DCAS used a million gallons of renewable diesel as it tested out the fuel. It powered garbage trucks, Parks Dept. equipment, Dept. of Correction buses, police emergency service vehicles, and other heavy and specialized fleet units, according to the city. NYC's fleet includes 13,000 diesel trucks and off-road equipment, many of which will be transitioning to renewable diesel going forward. NYC now operates 1,700 on-road electric vehicles and nearly 6,000 hybrid, solar-powered, and natural gas-powered fleet units. All told among its light-duty vehicles purchased this year, DCAS recently announced it had achieved staggering average fuel economy of 100 mpg, more than twice the light-duty fleet's average three years ago. Phasing out petroleum-based diesel is part of Mayor de Blasio's "80 x 50" initiative to reduce greenhouse gas emissions in New York City by at least 80% by 2050. The mayor's NYC Clean Fleet initiative announced in 2015 calls for the city to cut municipal vehicle emissions in half by 2025 and 80% by 2035.

If I was the driver and the train started rolling, I would have pulled myself onto the nearest car and headed forward back to the engine double-time.

Seth Clevenger, Transport Topics / November 19, 2018 DUBAI, United Arab Emirates — The perpetual drive toward improved fuel economy and tighter emission controls for diesel engines will push the trucking industry toward increasingly efficient, low-viscosity engine oils, technology experts at Shell Lubricants said. While engine oil might not be the first place fleets look to cut fuel costs, Shell made its case that many heavy-duty operations are leaving significant savings on the table. In the United States, even transitioning from a standard 15W-40 oil to a 10W-30 grade can unlock greater fuel economy, the company said. “There is still so much to gain by convincing customers to move to lower viscosity lubricants,” said Jason Brown, global technology manager for diesel engine oils at Shell. To validate its argument that lubricant selection can have an important effect on fuel efficiency, Shell conducted extensive testing of eight of its engine oils in 18 different diesel engines across three major markets — the United States, Germany and China. The company revealed the results of this global fuel-economy program here Nov. 16 at the Shell Rimula Ultimate Stopover event for global customers and trade press. In the United States, Shell tested various engine oils in six different trucks meeting 2010 emission standards that were equipped with diesel engines from Cummins, Detroit, Paccar, Navistar, Mack and Ford. The fuel-economy field trials, conducted at a test site in Texas, were designed to mirror real-world highway and urban driving conditions, Brown said. After 24 days of testing, including two tests on each truck-oil combination, Shell’s 10W-30 CK-4 engine oil demonstrated a 2.3% average fuel-economy benefit compared with its standard 15W-40 oil and a 1.4% gain compared with a 10W-40 grade. Meanwhile, Shell’s 10W-30 FA-4 oil showed a 2.6% fuel-efficiency improvement compared with the 15W-40 and a gain of more than 1.7% from the 10W-40. A prototype 0W-20 oil showed even stronger fuel-economy benefits: a gain of more than 3.7% versus the 15W-40 and a nearly 2.9% gain from the 10W-40. Although that 0W-20 grade won’t be viable until manufacturers begin designing their engines for such a low-viscosity oil, it does illustrate that significant opportunities remain to enhance the efficiency of lubricant, Brown said. However, the push to boost fuel efficiency must be tempered by the need to maintain engine protection in a range of applications and operating conditions, from heavy mining to high altitudes and extreme heat. “Designing ultra-thin, low-viscosity engine oils does open the world to you in fuel economy, but you have to balance that with the needs of the engine,” Brown said. “Thinner oils are definitely going to have to work harder and last longer. That’s the opportunity.” Shell said its fuel-efficiency tests in the United States and around the globe have given it more specific data to share with fleet customers and will allow the company to collaborate more closely with engine makers on future development. “If you really want to deliver fuel economy with true integrity and accuracy, you need to run it where the customers are, in their equipment,” Brown said. “You can’t just choose one engine and decide that’s applicable to the entire world.” Shell executives also reflected on the North American market’s recent transition to the American Petroleum Institute’s CK-4 and FA-4 engine oil categories, which became industry standards in December 2016. Chris Guerrero, global brand director for Shell Diesel Engine Oils, cited a “huge level of adoption” for CK-4, which replaced the CJ-4 category. “Largely, it is a CK-4 market in North America,” he said. However, adoption has been much slower for FA-4, which is designed specifically for newer engines and has limited backward compatibility. One barrier has been fleets’ preference to minimize complexity in their maintenance shops by carrying one engine oil instead of two, Guerrero said. Nonetheless, the longer term trend is moving toward higher efficiency, he said, and Shell’s work on FA-4 also will prepare the company for changes in other parts of the world. Shell markets its engine oils under the Shell Rotella brand in North America, while Shell Rimula is the company’s primary brand in much of the rest of the world. While 15W-40 remains the dominant engine oil viscosity in the North American market, there is a growing acceptance of lighter grades, said Dan Arcy, Shell’s global OEM technical manager and industry trade association liaison. Truck manufacturers are now factory-filling their vehicles with 10W-30 oils, he said. Looking further into the future, the industry may very well move to 0W-20 lubricants in heavy-duty diesels. “I think it will happen,” Arcy said. “How well and how fast that’ll be accepted is yet to be determined.”

"No stock available", and "No longer available" (NLA), are two different meanings. Does the Mack (brand) remanufacturing center in Middletown, Pennsylvania still offer the 4103-5000338059X ? Ask your Mack brand dealer to call its district parts representative (DPR) for assistance. Let us know the result.

So Renault Trucks owner, The Volvo Group, through its US arm Volvo Trucks North America (VTNA), refuses to provide water pumps for Mack MS200P and MS250P/T trucks, rebadged Renault Midlums, when the "group" through its Renault network in Europe still offers these service parts???

How does a train engineer live down getting out of a locomotive without engaging the brakes?