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Matt Cole, Commercial Carrier Journal (CCJ) / November 12, 2018 A brake light issue on certain Freightliner Cascadia tractors has prompted Daimler Trucks North America to recall more than 6,000 units to fix the problem. Daimler’s recall affects 6,326 model year 2017-2018 Cascadia tractors in which the brake lights may remain on after the brake pedal is released. Trucks included in the recall were manufactured between June 8, 2016, and June 30, 2017. Daimler has yet to develop a remedy for the recall, but it will begin notifying affected truck owners on Dec. 17, according to documents from the National Highway Traffic Safety Administration. Owners of affected trucks can contact DTNA customer service at 1-800-547-0712 with recall number FL-799. NHTSA’s recall number is 18V-742.

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Opposed-Piston Diesels Enter Limited Production Tom Berg, Heavy Duty Trucking (HDT) / November 9, 2018 A pair of heavy-duty opposed-piston engines will be produced for an emissions-reduction project in California, officials with the program announced Nov. 8 at a press event in San Diego. The two 10.6-liter 450-hp engines designed by Achates Power will run in Peterbilt tractors in regular service to prove the low-emissions performance that they’ve demonstrated in laboratory simulations, officials said. They will be operated within the state by the transportation arms of Tyson Foods and Walmart, and will be running by late 2019. Achates’ heavy-duty engine met the ultra-low nitrogen oxide standard of 0.02 gram per brake-horsepower-hour, which is 90% less than the current federal limit, said David Johnson, the firm’s president and CEO. That’s also up to 15-20% below the greenhouse gas requirement for carbon dioxide. The 0.02 grams per brake horsepower-hour (g/bhp-hr) Ultra-Low NOx standard target has been achieved in natural gas engines but not yet in a production diesel engine, according to a company announcement. The project team has started building the engines that will run in the Peterbilt demonstration vehicles. Achates is a development company whose engineers have been working to perfect the opposed-piston, or OP, concept since 2004. It expects to license designs to existing engine manufacturers but will assemble the in-service test engines at its San Diego facility. The demonstration project is funded by the California Air Resources Board (CARB) and several air-quality districts, and managed by CalStart, a Pasadena-based non-profit organization that encourages use of sustainable transportation methods. The Achates OP engine also achieves superior fuel efficiency by virtue of its lower heat losses, improved combustion and reduced pumping losses, Johnson said. An OP engine has two pistons per cylinder, facing each other, and a central combustion chamber. Explosive fuel burn pushes the pistons apart and their connecting rods twist separate crankshafts at each end of the cylinder. Through pulleys and gears, the crankshafts transfer their power to a single output shaft. It is a two-stroke design with no intake or exhaust valves; fuel-air mix and exhaust enter and leave the combustion chamber through ports in the cylinders. Achates Power is leading a project team with personnel from Aramco Services, BASF, Corning, Dana, Delphi, Eaton, Faurecia, Federal Mogul, Honeywell, Litens and Federal Mogul, along with the Southwest Research Institute. Peterbilt will integrate and deploy the new engine in two of its Model 579 Class 8 road tractors for the project. “This project challenges conventional wisdom in the industry: that ultra-low NOx cannot be combined with ultra-high efficiency in a diesel engine,” said Bill Van Amburg, CalStart’s executive vice president. “This impressive team is showing that you can significantly improve air quality while also making progress on climate change. We can and must do both. “Success in this project will support widespread commercial adoption of the ultra-low NOx standard in Class 7 and 8 trucks, which will support CARB’s – and the world’s – air quality and environmental goals.” Said Johnson, “Achates Power is committed to bringing the opposed-piston engine to market to provide a practical solution for ultra-clean, ultra-efficient and cost-effective transportation. Our project with CalStart for CARB shows the need in the market for solutions that will meet the goals we all desire, without forcing solutions on the industry.” .

We've all known people who are driving 20 to 30 year-old Toyota pickups, or Honda cars, and they still look great. You just don't see that many old GM vehicles, and if you do they're beat up. The interior materials used by GM right up to the present day, and both Car & Driver and Motor Trend often comment on this, are cheap when compared to the competition.

Why Paccar Inc. Stock Slid 16.1% in October Despite Solid Quarterly Numbers The Motley Fool / November 12, 2018 The truck manufacturer is benefiting from strong trucking markets, so what's worrying investors? What happened Paccar Inc. (NASDAQ:PCAR) was on its way to a strong year when October happened. Shares of Paccar [and Navistar] got caught in the broader industrials sell-off, and even better-than-expected quarterly earnings backed by exceptionally strong trucking markets couldn't help investors shrug off their pessimism. Paccar stock finally ended October down 16.1%, according to data provided by S&P Global Market Intelligence, and has barely budged so far this month. So what Orders for heavy-duty Class 8 trucks in North America are sitting at record highs, with October likely to be the eighth straight month of industry orders of more than 40,000 units, according to research firm FTR. As a leading truck manufacturer in the U.S., Paccar is making the most of the good times, as evidenced by its third-quarter numbers that were released on Oct. 23. In Q3, Paccar's production hit record highs, revenue climbed 14% to $5.76 billion, and net income soared 35% to $545.3 million. While the company didn't give out its backlog value, CEO Ron Armstrong revealed that Class 8 orders for Paccar's flagship truck brands, Kenworth and Peterbilt, more than doubled during the first nine months of the year compared with the year-ago period. Meanwhile, in Europe, Paccar's DAF brand achieved record market share of 16.6% in the above-16-tonne market, up from 15.1% same quarter last year. Given those numbers, it appears fears of escalating trade tensions between the U.S. and China and concerns about the trucking cycle peaking triggered a sell-off in Paccar shares in October. Now what While we can't say much about how long the trade war will last or how badly it'll affect Paccar, the trucking markets remain on a strong footing. Barely days ago, FTR raised its forecast for 2019 North American industry Class 8 truck shipments, as it foresees robust freight growth. Paccar, for its part, is chalking out plans to increase capital expenditures in 2019 by nearly 20% of the projected 2018 midpoint of $450 billion on new truck models, diesel and powertrain technologies, and capacity expansion for both trucks and parts. So if not for the broader market sell-off, October would've likely been a smoother ride for Paccar.

David Shepardson, Reuters / November 12, 2018 WASHINGTON - The U.S. Environmental Protection Agency on Monday will announce plans to propose new rules to significantly decrease emissions of smog-forming nitrogen oxide from diesel highway heavy-duty trucks and engines, an agency official said. Industry groups and state environmental officials have urged the EPA to set new nationwide rules as the state of California has been moving forward with plans to set new state emissions limits. California also wants nationwide rules in part because more than half of all trucks delivering goods in the state are registered in other states. The effort to impose a new regulatory limit by EPA comes as the Trump administration has generally touted its efforts to eliminate regulations. But the effort on nitrogen oxide (NOx) is backed by industry, which wants to avoid a patchwork of federal and state standards, the official said. In December 2016, the Obama-led EPA said in response to petitions to impose new standards that it acknowledged "a need for additional NOx reductions from on-highway heavy-duty engines, particularly in areas of the country with elevated levels of air pollution" and said it planned to propose new rules that could begin in the 2024 model year. Another administration official said Monday the new proposed emissions rules may not be announced until 2020.

My mindset of GM is stuck in the 1970s thru 1990s, when they blatantly designed cars to wear out, forcing customers back to the showroom. Toyota and Honda gave the BIG 3 a wake-up call with quality and durability.

Revived credit business helps GM finance its future Hannah Lutz & Michael Wayland, Automotive News / November 12, 2018 DETROIT — A business line General Motors pioneered nearly a century ago is expected to begin significantly contributing to the company's future, providing a fount of profits to fund investments in emerging technologies such as electrified and autonomous vehicles. GM Financial, the company's captive auto financing arm, paid GM a $375 million dividend on Oct. 30 that will be reflected in the GM's fourth-quarter earnings. It's the first in a series of annual payouts GM Financial will pay GM until it consistently holds 50 percent of GM retail sales penetration in the U.S., which is expected to occur in the early 2020s. The dividend, according to GM CFO Dhivya Suryadevara, will strengthen long-term cash generation and free cash flow — targeted to be $4 billion to end 2018. "Combined with the ongoing GM Financial dividend and our focus on cost reduction, we see significant opportunity to improve cash generation," she told analysts when discussing third-quarter earnings on Oct. 31. "We are confident in the opportunity ahead of us and continue to expect strong performance over the short term as well as the long term." GM Financial refers to its leverage ratio — measured as the ratio of net earning assets to tangible net worth — to determine how and when to send capital back to GM. 'True captive' In 2015, announced a target to more than double pretax earnings of $803 million from 2014 to as much as $2 billion for GM Financial by 2018. Through the first nine months of this year, it was at $1.48 billion. Suryadevara said earnings for GM Financial will experience "traditional seasonality" in the fourth quarter, but the business will still report "significant" profit growth for the year compared to 2017. Financing 50 percent of GM's retail sales in the U.S. has been an important goal in delivering on GM Financial's value propositions, said GM Financial CFO Susan Sheffield. "We talk about loyalty and retention and are a true captive at those levels," she told Automotive News this month. GM has a long, complex and pioneering history with captive financing firms. It established General Motors Acceptance Corp. as the industry's first captive finance company in 1919 — decades ahead of others such as Ford Motor Co. The business helped GM weather difficult times in its core automotive business and later diversified into other financial services, such as insurance and mortgages. However, GM sold its majority stake in the company in 2006 in a scramble to raise cash. It further reduced its stake in 2009, as part of its government bailout and bankruptcy restructuring. The rebranded business became the independent bank Ally Financial, which continued to provide financing to GM dealers and customers. But GM didn't stay out of the financing game for long. In 2010, it formed GM Financial with the acquisition of subprime lender AmeriCredit and has expanded the business by adding services such as prime and floorplan lending and taking or acquiring business from Ally. In 2015, GM notified Ally that it would steer all of its lease subsidies for its brands in the U.S. to GM Financial, instead of distributing them among Ally, GM Financial and, to a lesser extent, U.S. Bank. The move gives GM more control of its customer data and a better shot at keeping its off-lease customers. Ally also sold GM many of its international business operations such as China, Europe, South America and Mexico starting in 2013 — the same year it sold its remaining stake in Ally. Suryadevara said GM expects the financial arm to continue doing well despite challenges such as higher interest rates. "We're, again, continuing to risk-manage this business, and this is going to be a strong contributor to earnings as we move forward," she said. While the unit's financial results have improved — a net income of $441 million in the third quarter vs. $51.3 million eight years ago — GM Financial still has operational and reputation hurdles to clear. It ranked below average on the J.D. Power 2018 U.S. Dealer Financing Satisfaction Study, which followed as many as 2.5 million GM Financial customers affected by problems that followed a systemwide technology upgrade in late December. From January through May, the lender stopped reporting customers' payment information to credit bureaus. The reporting halt saved some past-due customers from the consequences of late payments but customers applying for other types of loans were left in limbo. The company quickly resolved several problems including customers who were overcharged or undercharged, but the effort was further complicated by intermittent phone outages. "Frankly, we didn't have the capacity to grow to the size we expect to grow to in the coming years," Bob Beatty, executive vice president of customer experience, told Automotive News in January. . GM Financial vs. Ford Credit General Motors beat Ford by decades in establishing a captive finance company, but today Ford Motor Credit is more profitable: FORD CREDIT GM FINANCIAL Q3 9 mos Q3 9 mos Revenue $3 billion $8.9 billion $3.5 billion $10.4 billion Pretax profit $678 million $2 billion $498 million $1.5 billion Net income $518 million $1.7 billion $441 million $1.3 billion . Heir to GMAC General Motors has a long and recently complex history with auto financing. 1919: GM creates General Motors Acceptance Corp. It becomes the model for modern captive finance companies. Ford follows 40 years later with Ford Motor Credit Co. 1980s-90s: GMAC expands into mortgages and corporate finance. 2006: GM sells a majority stake in GMAC to raise cash. 2009: GM further reduces its stake in GMAC, as both companies receive government bailouts. 2010: GM purchases subprime lender AmeriCredit and turns it into GM Financial; GMAC is renamed Ally Financial. 2013: GM sells its remaining ownership in Ally, and buys many of its international operations. 2014: Ally goes public at IPO price of $25 a share. 2018: GM Financial pays first dividend of $375 million to GM.

As does the Army's superb transportation museum at Fort Eustis. http://www.transportation.army.mil/museum/wwi/index.html

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The Liberty truck was crude, but an attempt in the right direction. The US Army's next step, the "Standard Fleet", was huge leap ahead that resulted in cutting edge trucks superior to civilian models. https://www.bigmacktrucks.com/topic/41596-when-the-us-army-became-a-truck-manufacturer-–-the-qmc-standard-fleet/?tab=comments#comment-302225

A good read....I thought. https://edition.cnn.com/2018/11/10/us/ww2-reunion-us-german-veterans/index.html

What did your Mack brand sales person or service manager say when you called them???

The key initial targeted use of AI is military, because he with the most advanced AI can rule the battlefield. I'm willing to bet that AI development is 10 to 15 years more advanced than we're led to believe.

The French know how to do a good protest. No guns, knives or cars running over people (Charlottesville), and the police have a good time. .

Most auto and truckmakers today hire targeting diversity, not experience. Volvo is a textbook example of that.

Artificial Intelligence frightens me. .

Navistar is out of the gates loudly on the CV Series. Huge potential here. A lot of medium fleets can now standardize on one truck brand down to Class 4. Since the Silverado launch, one hasn't heard a word from Chevrolet (I again say GM commercial should be under the GMC brand). Shall we accept bets on how long it takes Ford and Dodge to launch tilt-hood Class 4/5 models? Speaking of Ford, removing a cab to R&R an engine is absurd (another argument for low-cab-forward COE design).

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I see "mega dealer" Vanguard Truck Centers bought St. Louis Mack in 2013. Click on locations......https://vanguardtrucks.com/ Alike Caterpillar, the day is coming when there will be 15 or less Mack brand distributor principals nationwide. At distributor meetings, Volvo will save on catering.

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International intros ‘upfit friendly’ CV Series chassis cab Trailer-Body Builders / November 9, 2018 OEM also looking to attract small businesses, larger fleets that already are customers of its MV, LT Series trucks CHICAGO IL. International Truck recently unveiled its CV Series of trucks, calling itself “the only” OEM to offer Class 4-5 trucks that are designed, distributed and supported by a manufacturer specializing in commercial vehicles. The new truck suits various body types, which International, a unit of Navistar Inc, is targeting for small businesses, growing fleets and current customers of the company’s larger equipment. “To date, there’s only been two competitors in this market for the past several years: Ford and Ram. With Ford dominating this segment for quite some time,” said Michael Cancelliere, Navistar’s president of truck and parts. “We’ve designed, built and tested the CV Series to deliver the commercial-grade power, reliability and practicality that growing businesses require, along with the comfort, safety features and easy drivability that drivers appreciate. And we are backing it up with the expertise of the International dealer network, the only network in this category 100% dedicated to commercial vehicles.” The CV Series’ focus on growing businesses is reflected in the vehicle’s commercial-grade features, which include a gear-driven transfer case, a high-strength, low-alloy steel frame rail and a painted chassis for enhanced longevity and corrosion resistance. The OEM also is looking to attract larger fleets that already are customers of International’s MV Series medium-duty trucks and the heavy-duty LT Series. “They want to have a one-stop shop,” said David Majors, Navistar’s vice president of product development. “They already have a relationship with the dealer in their area. So we think there is a huge opportunity there. Majors said those customers of International’s larger trucks have already shown interest in the CV Series. “When we were developing the vehicle we actually brought in people like Miller, Jerr-Dan (and) Altec to help us when we were defining the vehicle requirements,” Majors said. Earlier this year, Chevrolet also re-entered the medium-duty market with Class 4-6 editions of its Silverado series. Those trucks were developed in conjunction with Navistar thanks to a partnership with GM. International had discontinued its last Classes 4-5 TerraStar model in 2015. “We had a couple opportunities between the two of us,” Majors said of the business arrangement between Navistar and GM. “They had a cab and an engine that would work in the segment. We had some open capacity in our Springfield, OH, plant. So putting that together and looking at the market, we really thought that between the two of us, we could actually make a difference in the market.” That business arrangement is shown off in the automotive-like interior. Multiple infotainment options are available, including an 8-inch color touchscreen with navigation and, for the first time in an International truck, Apple CarPlay and Android Auto. International says it offers the segment’s only optional air ride suspension with an engine-mounted compressor, which can be used to adjust the height and provide a smooth ride for cargo protection and crew comfort. “What we brought to the party from the Navistar side is really the commercial vehicle,” Majors said, noting that things such as the steps are commercial-grade, stamped metal—compared to the plastic steps typically seen on other trucks in this segment. “You get a muddy boot on that step you’re going to be fine,” Majors said, pointing to a CV Series truck. “You get it one of their trucks, you’re going to slide around a bit. So those are the little things we do because we’ve been in the business for so long.” For faster, more convenient service, the CV Series includes a commercial-style forward-tilting hood, which provides easy access to the engine and to routine maintenance points. Under that hood is International’s diesel 6.6-liter, 350-horsepower engine with 700 lb-ft of torque. Equipped with that engine and two Allison transmission options, the CV is capable of handling up to a maximum GCWR of 37,500 lbs. “The CV Series has been compared to a field office with perks,” Cancelliere said. “Our philosophy is that driver comfort is critical to get the job done smoothly and efficiently, and the CV Series brings that philosophy to life.” The truck was tested in extreme environments, including 40 degrees below zero weather in Fairbanks AK, and 115 degrees in Apache AZ, as well as high-altitude testing at 12,000 feet in Loveland Pass CO. “The CV Series features a long list of heavy-duty details that would only be found on a truck designed by commercial truck engineers,” Majors said during the unveiling of the truck in front of hundreds of customers and dealers. “Our engineers had one mission: to create the toughest, most capable, most upfit-friendly Class 4 and 5 truck to be found at any work site.” The CV Series has the ability to accommodate a wide range of specialized body types. Straight frame rails with no rivets on the top flange provide a clean area from cab to axle, making it easy to mount bodies for virtually any commercial-grade application. Like other International trucks, the CV Series is outfitted with HuckBolt chassis fasteners that provide consistently superior clamping force without re-torquing and won’t come loose even in extreme environments. Accommodating the configuration options required by different bodies, the CV Series offers a dual battery box mounted under the cab. The CV Series also includes multiple fuel tank options, optional exhaust outlets to suit the vocation and body and multiple wheelbase options that can suit almost any application. CV Series customers also have access to the same Truck Specialty Center expertise as all International customers. At these centers, which are fully owned and operated by International Truck, experts provide quick, efficient and cost-effective custom engineering solutions. “The CV Series is the only truck in the segment that can take advantage of this level of customization,” Cancelliere said. “No one has more experience at body integration than International Truck.” The International dealer network’s more than 700 service locations feature more than 7,600 ASE-certified commercial diesel-trained technicians in the US and more than 1,900 in Canada—a critical advantage over automotive-based service networks. “Our network is committed to providing the expertise needed to keep your business moving,” Cancelliere said. “No matter the location, if a customer needs service, help is likely to be nearby.”