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Ford lowers 2018 profit forecast as Q2 net falls 48% Michael Martinez, Automotive News / July 25, 2018 DETROIT -- Ford Motor Co. lowered its full-year forecast due to challenges overseas and said CEO Jim Hackett's global restructuring efforts could result in charges totaling $11 billion over the next three to five years. CFO Bob Shanks said the weaker guidance was not related to the Trump administration's tariffs on steel and aluminum, which General Motors cited earlier in the day when cutting its own outlook. Ford did, however, take a tariff hit in the quarter and expects a bigger impact later this year. Ford said trouble in Europe and Asia will trim adjusted earnings to $1.30-$1.50 a share in 2018, from prior guidance of $1.45-$1.70 per share. In a statement, the company said it expects a loss in Europe due to higher costs, and a “significant loss” in Asia due to lower pricing and an unfavorable mix in China. In the second quarter, Ford's net income fell 48 percent to $1.1 billion. Executives blamed the drop on challenges in China and a supplier fire that crippled U.S. production of highly profitable F-series pickups for more than a week in May. Revenue fell 2 percent to $38.9 billion compared with the second quarter of 2017. Ford's earnings before interest and taxes dropped 40 percent to $1.7 billion. "It was obviously a very tough quarter for us," Shanks told reporters. Ford's North American profit dropped 25 percent to $1.8 billion. It attributed the decline to a fire at a Michigan magnesium plant that made parts for the F series and a settlement over faulty Takata airbags. Ford's earnings fell in each of its global regions other than the one that comprises Africa and the Middle East. Shanks said Ford took a $145 million hit in the quarter related to tariffs and expects that Ford will lose $500 million-$600 million on tariff-related charges this year. But he said the issue was not affecting earnings guidance because the company will be able to absorb the costs in North America. Ford shares sank earlier Wednesday to their lowest level in nearly six years before its earnings were reported, but recovered most of their losses and closed the day off less than 1 percent at $10.52. In after hours trading, the shares fell 2.4 percent as of 4:31 pm ET. Restructuring charges Shanks declined to say if the $11 billion in restructuring charges would result in Ford pulling out of any global markets but suggested that, by offering a concrete number, Ford already had a sense of what exactly it planned to do. A Morgan Stanley analyst report in March estimated that Ford would need to take charges of $4 billion to $12 billion to achieve the kind of cost cuts Hackett is targeting. Ford said it has postponed its upcoming investor day, scheduled for Sept. 26, and will set a new date “when more specifics can be shared on global redesign and restructuring.” Ford’s profit margin for the quarter was 2.7 percent, down from 5.1 percent a year earlier. Its North American margin declined to 7.4 percent from 9.5 percent in the second quarter of 2017. The company lost $394 million in its Asia Pacific region, versus a $167 million profit a year earlier. Its European region swung to a loss of $73 million, and South American losses grew 1 percent to $178 million. It made $49 million in the Middle East & Africa after losing the same amount a year earlier. Ford said its mobility unit lost $181 million in the second quarter, nearly triple its outflow a year ago. The unit is in a stage with heavy investment and little revenue to offset that. Ford Motor Credit made $645 million, a 4.2 percent increase. Ford’s net income equaled 27 cents per share, 4 cents less than the consensus estimate on Wall Street of 31 cents.

Johnson is right. It's a hypocritical situation. We constantly criticize the Chinese government for giving select industry financial support......and then we do the same thing. Low soy bean prices this season is not going to break the farmers. A cyclical industry, it's not the first season that prices were low. Always been the nature of the business. When prices are high, you don't hear a peep.

Top Republicans rip Trump’s farm-aid plan as ‘welfare,’ ‘Soviet type of economy’ Market Watch / July 25, 2018 Republican senators from agricultural states were quick to condemn President Donald Trump’s plan to offer farmers $12 billion in emergency aid to offset the impact of the administration’s escalating trade war with China. A number of top lawmakers said the plan does little to solve the overall problem — the Trump administration’s own trade policies — and goes against free-market principles. “You have a terrible policy that sends farmers to the poorhouse, and then you put them on welfare, and we borrow the money from other countries. It’s hard to believe there isn’t an outright revolt right now in Congress over what is happening.” Sen. Bob Corker, R-Tenn In a statement, Tennessee Republican Sen. Bob Corker called Trump’s trade policy “incoherent” and that the administration was “offering welfare to farmers to solve a problem they themselves created.” Corker later told Bloomberg News that it was “a terrible policy” that should have Congress revolting. Sen. Ben Sasse, R-Neb., said in a statement: “This trade war is cutting the legs out from under farmers and the White House’s ‘plan’ is to spend $12 billion on gold crutches. . . .America’s farmers don’t want to be paid to lose — they want to win by feeding the world.” Responding to a speech Trump made Tuesday in Kansas City, Mo., in which he claimed farmers would benefit from his tariffs, Sen. Chuck Grassley, R-Iowa, said: “The president’s going to have to say more than ‘I like the farmers and I support the farmers,’” Bloomberg News reported. Sen. Ron Johnson, R-Wisc., said Trump’s bailout plan was downright un-American. “This is becoming more and more like a Soviet type of economy here. Commissars deciding who should be granted waivers. Commissars in the administration trying to figure out how they’re going to sprinkle around benefits,” he said.

Five Scania P 490 6×6 fire trucks has been ordered by Fraport Greece, which will improve their airports fire safety. Scania Group Press Release / July 24, 2018 Scania rescue and firefighting vehicles go to airports Fraport Greece, which operates 14 regional airports in Greece, has ordered ten new Scania fire trucks with Rosenbauer superstructures. The investment will significantly improve the regions’ airport fire safety capabilities. The rescue and firefighting vehicles are being delivered to the airports on the islands of Corfu, Kefalonia, Kos, Mykonos, Mytilini, Rhodes, Samos, Santorini, Thessaloniki and Zakynthos. Together these airports annually handle more than 20 million arriving and departing passengers. State-of-the-art Scania trucks deliver highest safety standards The Scania P 490 6×6 is equipped for a 7,000-litre supply and a 860-litre foam tank. The extinguishing performance is 6,000 litres per minute at 10 bar. The delivery also includes training and new personal protective equipment. “With the addition of the new state-of-the-art fire trucks we are delivering on our commitment to the highest possible standards at the 14 airports we operate, for both passengers and employees,” says Fraport Greece Chief Executive Officer Alexander Zinell. .

GM outlook darkens as profits fall on steel costs Michael Wayland, Automotive News / July 25, 2018 DETROIT -- General Motors lowered its earnings forecast for the year following a second-quarter profit decline due indirectly to the Trump administration's tariffs on steel and aluminum. Although GM sources around 90 percent of its steel and most of its aluminum domestically, the 25 percent tariff on steel and 10 percent tariff on aluminum are still expected to have a significant impact on the automaker's costs. GM expects the cost increases to have a $1 billion impact on its business operations this year, up from an earlier estimate of about $500 million. The automaker on Wednesday said earnings before interest and taxes dropped 13 percent to $3.2 billion compared with a year earlier. Net income from continuing operations, which exclude the sale of its European operations last year, fell 2.8 percent to $2.39 billion. Revenue for the second quarter fell less than 1 percent to $36.8 billion. GM CFO Chuck Stevens said the automaker’s North American operations absorbed most of the cost increases for steel and aluminum. “We’ve got some work to do the rest of the year there,” he said. GM lowered its guidance on free cash flow for the year from the mid-$5 billion range to $4 billion and its earnings per share -- a key estimate for Wall Street -- to about $6 from the $6.30-$6.60 range. GM also lowered its North American profit margin expectations to 9-10 percent from 10 percent. Other factors impacting the automaker’s earnings for the second quarter included foreign currency devaluation -- particularly in South America -- and lower production of its full-size pickups due to plant changeover for GM’s next-gen Chevrolet Silverado and GMC Sierra. The 2019 full-size pickups, Stevens said, are being shipped to dealers with first deliveries to customers expected in August -- on track with the company’s previously announced launch plans. GM shares fell 5 percent in pre-market trading. Regions: North American earnings declined from $3.5 billion to $2.7 billion in the second quarter. Earnings for the company's international operations also declined, to $143 million from $317 million a year earlier. Finance: GM Financial reported earnings of $536 million, up from $357 million a year earlier. Forty-five percent of GM’s U.S. sales in the quarter were financed through GM Financial. Operating profit margin: Profit margin for the quarter was 8.7 percent, including a 9.4 percent margin for North America. Expectations: GM beat Wall Street’s expectations for a 13th consecutive quarter. The company reported earnings per share of $1.81, above analysts' forecasts of $1.78 -- a key metric for how Wall Street judges the company.

Sergio Marchionne, turnaround virtuoso who built Fiat Chrysler, dies at 66 Lindsay Chappell, Automotive News / July 25, 2018 Sergio Marchionne, the man in black and self-proclaimed fixer who plucked Chrysler from the ashes of bankruptcy in 2009 and hitched it to Fiat to create a money-making global automaker, has died, according to a statement from Fiat Chrysler Chairman John Elkann. He was 66. "Unfortunately, what we feared has come to pass. Sergio Marchionne, man and friend, is gone," Elkann said in the statement issued by Exor, the holding company for the controlling Agnelli family. Marchionne became gravely ill after what the company has called shoulder surgery, forcing him to be replaced as CEO of Fiat Chrysler Automobiles on July 21. The company appointed Mike Manley, 54, head of the automaker's Jeep and Ram brands, as Marchionne's successor. Manley is expected to make public comments to analysts Wednesday after FCA releases second-quarter earnings. "I believe that the best way to honor his memory is to build on the legacy he left us, continuing to develop the human values of responsibility and openness of which he was the most ardent champion," Elkann said. "My family and I will be forever grateful for what he has done. Our thoughts are with Manuela, and his sons Alessio and Tyler. I would ask again everyone to respect the privacy of Sergio’s family." Marchionne was already beginning to wind down a remarkable career -- he telegraphed well in advance that he planned to retire as CEO of Fiat Chrysler Automobiles in April 2019, after the conclusion of the company's 2014-18 business plan. It was an improbable career that saw a young Italian immigrant in Canada go to college, become an accountant and, years later, arrive seemingly out of nowhere in European corporate circles to first save Fiat Group and later use Chrysler's strengths in light trucks to forge the combined Italian-American company into a true global automaker. Concerns over Marchionne's medical condition rippled through the company for weeks. Corporate directors called a meeting in Italy on July 21 to determine his successor. Marchionne, a workaholic who often slept on a sofa aboard a plane as he traveled regularly to steer Fiat Chrysler, was a heavy smoker and espresso drinker until quitting both about a year ago. In his last public appearance, on June 26, Marchionne, appeared fatigued and out of breath as he presented a Jeep Wrangler to Italy’s paramilitary police, the Carabinieri, at a ceremony in Rome. Marchionne captivated the global auto industry over the last decade with his candid assessments, tireless competitive spirit, remarkable transparency and multiple roles: chairman and CEO of Fiat Chrysler Automobiles, chairman and CEO of Ferrari, chairman of Maserati, and chairman of CNH Industrial, a European producer of trucks, buses, tractors and construction vehicles. Professional roots in accounting Marchionne was born in postwar Italy, where both his grandfather and uncle were killed in the fighting. He lived in Italy until emigrating with his family to Toronto at age 14. He studied philosophy and other subjects at Canadian colleges and received master of business administration and law degrees before becoming an accountant and rising through management ranks at several Canadian businesses. He was recognized as an accountant, tax specialist, attorney and business strategist. But it was in the automotive world where Marchionne rose to larger-than-life fame, regularly crisscrossing the globe, brandishing multiple cellular devices at a time and dressing almost constantly in black -- a life practice he said he adopted to save several seconds of decision-making every morning. While he was perhaps the most provocative executive to steer Chrysler since Lee Iacocca retired in the early 1990s, Marchionne preferred a tiny office in a wing of FCA's vast technical center in a Detroit suburb, where he could regularly confab with engineers, marketing executives and product planners. Marchionne did what many pundits said was improbable: He resuscitated not just one failing automaker but two. He returned America's perennial underdog and No. 3 automaker, Chrysler, to profitability by uniting it through a complex merger with Fiat -- an Italian company that seemed incapable of penetrating the U.S. market. "What I found was ... a company that had been run by a foreign entity for a long period of time, that had taken all of its wares on the way out," Marchionne said of his early days steering Chrysler in an address at the Brookings Institution in May 2014. "In 2006-2007, it had been flipped over to financially competent — but industrially incompetent — private equity investors who had run it for a period of time and then run into a brick wall in a crisis. What we ended up looking at [when Fiat arrived] was empty cupboards in terms of technology and product. And so we started from scratch." Fiat was also on the brink of death in June 2004 when Marchionne was recruited by the company's controlling Agnelli family to sort things out. Fiat suffered a loss of approximately $2.5 billion on its core auto operations the same year. Many analysts expected it to simply exit the auto business. The turnaround Marchionne, who had moved to Europe at the time, had gained the Agnellis' notice by pulling storied old Swiss quality-assurance firm SGS back from near-collapse as CEO. Given control of Fiat, he negotiated an over $2 billion payment by General Motors to settle past contractual obligations with Fiat. He closed inefficient factories and restructured debt. Then he focused on expanding Fiat's product line, investing 10 billion euros to develop 20 new models in four years. The turnaround made Fiat a cash-rich player by the end of the decade, just as the economic crash of 2008 hit the United States and battered the auto industry. Marchionne in 2009 led Fiat to acquire a 20 percent stake in Chrysler, with a UAW pension trust owning 55 percent, and the U.S. and Canadian governments controlling minority stakes. More important, as Marchionne took control of the Detroit automaker, the government-managed arrangement allowed Chrysler to quickly emerge from bankruptcy with $6.6 billion in high-interest government financing. Marchionne's strategy for returning Chrysler to profitability was to invest in new products, with Fiat and Chrysler sharing vehicles, engines and factories. His first priority was to get the company healthy enough again to enter the private capital markets and shed its high-interest government debt. By May 2011, he could count that as the first of many goals he would accomplish. Ram was spun off from the large Dodge division. Younger Chrysler executives replaced veterans and were handed ambitious sales and financial targets but with autonomy to reach them. The Jeep lineup was nourished and expanded globally. Chrysler's American roots -- "Imported from Detroit" -- were played up in advertising that drew plaudits from dealers, employees and many consumers. FROM OUR ARCHIVES: Does FCA have the right strategy to survive the post-Marchionne era? Within months of taking control of Chrysler, Marchionne met with dealers in Las Vegas. He made the first of what he called "a promise for a promise" that called for Fiat Chrysler to invest in and improve products if dealers agreed to invest in stores and embrace best operating practices with customers. By 2014, Fiat had gained full ownership of Chrysler, but Marchionne's original plan to expand products and restore profits at Fiat Chrysler was thwarted by changing consumer preferences. The outlook for new, small fuel-efficient cars in 2009 and 2010 -- inspiring Marchionne's hopes to sell Fiats in America again -- began to wane, overtaken by rising pickup, SUV and crossover sales as the American economy recovered and new-vehicle demand rose to new highs. Blunt tongue For all his brilliance, iconoclast drive and opportunistic ways, Marchionne's sometimes blunt tongue also tainted the company's performance and outlook at times. In 2011, when he complained about the U.S. government's "shyster" interest rates on FCA's bailout loans, Marchionne was forced to apologize the next day. He once described the former Jeep Commander "unfit for human consumption" while some of the large SUVs remained for sale in dealership showrooms. He openly defied federal safety regulators by vigorously defending Fiat Chrysler's approach to safety issues on older Jeep SUVs. And in the final days of the Obama administration, when the EPA alleged that FCA had undeclared emissions software on EcoDiesel-equipped Ram pickups and Jeep Grand Cherokee SUVs, Marchionne angrily protested. His steadfast denials likely factored into delayed certification of the 2017 Ram 1500 EcoDiesel and difficulty winning approval for other profitable light trucks equipped with the engine. And in 2015, Marchionne clashed with UAW leaders over Fiat Chrysler's widespread hiring of lower-paid U.S. factory workers and a proposal to scrap a controversial two-tier wage scale by phasing out the top wage rate as longtime union employees retired. Still, both sides of the FCA house largely prospered under Marchionne. In May, Marchionne told FCA shareholders that he expects the company to deliver adjusted earnings before interest and taxes of between $15 billion and $18.7 billion [13 billion and 16 billion euros] in 2022, up from $7.7 billion [6.6 billion euros] in 2017. The company's new five-year business plan, he said, will see operating margins rise to between 9 and 11 percent, compared with 6.3 percent last year. Strategic vision Marchionne surprised the auto industry three years ago by laying out a thought-provoking vision for the global business in a presentation called "Confessions of a Capital Junkie." Marchionne complained that the auto industry generates a low return on capital in large part because each automaker incurs the same high expenses of investing in r&d and capital costs to develop the same products and technologies and achieve the same results. The New York Times called him "Detroit's chief instigator" and an obsessive "automotive Cassandra" after Marchionne warned of disastrous consequences if automakers continued with unbridled spending. "It is absolutely clear that the amount of capital waste that's going on in this industry is something that certainly requires remedy," Marchionne said in an April 2015 earnings conference call that stunned Wall Street analysts. "A remedy in our view is through consolidation." "It's fundamentally immoral to allow for that waste to continue unchecked," Marchionne later told The Times. In calling for more industry consolidation, Marchionne even proposed a merger or acquisition with FCA. The appeal was roundly rebuffed by his two chief domestic competitors, Ford Motor Co. and General Motors, and prompted him to refocus FCA inward, to "get our own house in order." He moved boldly. Predicting that U.S. consumer demand had permanently shifted away from cars in favor of light trucks, he recast FCA's product and manufacturing portfolio to answer the challenge, killing the slow-selling Dodge Dart and Chrysler 200 sedans to make room for more domestically produced Jeep and Ram vehicles. Though he was criticized frequently for failing to follow industry trends, Marchionne preferred instead a slower, less-expensive approach of partnering with others to satisfy needs for electrification and autonomous driving. FCA partnered with Waymo to bring early-stage autonomous driving to the Pacifica hybrid minivan, for example. Fiat Chrysler's newly released five-year plan will see the company invest $10.5 billion to develop new electric and hybrid vehicles. Yet, as Marchionne prepared to cede control of the global automaker he largely built from discarded scraps, he remained focused on two goals: freeing FCA from its burden of having more debt on its books than cash, and using Jeep and Alfa Romeo to drive global profitability to levels that would rival or surpass those of larger global automakers. .

I agree. From the standpoint of making money, Paccar stock never impressed me.

International Trucks Press Release / July 23, 2018 It’s our steadfast commitment to leading the industry in uptime and a fresh way of looking at engine design. With a new team and fresh ideas we set out to deliver the ultimate 12.4-liter engine. .

Cummins Press Release / July 23, 2018 The Cummins X15™ engine is off to an exceptional start since it went into full production last year, expanding the company’s industry leading market share for Class 8 heavy duty engines and winning praise for its durability and fuel economy. The engine has won design awards, been embraced by truck makers and last month Cummins introduced a version for commercial marine segments. “Cummins has always been a technology leader, helping us to meet new emission standards whether we’re operating in California or across the nation,” said John Savage, Executive Vice President of Savage Services, a transportation, logistics and materials handling corporation that participated in the early testing of the X15. “When it comes to reliability, Cummins is progressive. They don’t sit back on their laurels.” KEY QUALITIES The X15 is today the best-selling engine for Class 8 trucks, the large trucks commonly seen on interstate highways in the U.S. Cummins supplied more diesel engines for that class than any other engine maker in 2017. Thanks largely to the X15, the company saw its market share increase from 35 percent in 2016 to 38 percent in 2017, according to WardsAuto.com. Available in performance and efficiency configurations, the engine’s popularity stems from three key attributes: reliability, lower maintenance costs and fuel economy. Reliability was enhanced by a design that simplified some systems, backed by more than 10 million miles of testing. Total cost of ownership has been reduced by as much as 40 percent compared to a 2010 ISX15 engine. And the fuel economy numbers are particularly striking. Compared to corresponding 2016 models, the X15 Efficiency Series has seen a 2 to 3 percent gain in fuel economy for the 400 to 450 horsepower (hp) range and up to a 12 percent increase for 485 to 500 hp ratings. Measured against comparable 2012 engines, it gets as much as a 20 percent bump in fuel economy. That saves operators money and also translates into greenhouse gas (GHG) savings at a time many heavy duty fleets are trying to do their part to achieve climate-related goals. The X15 Efficiency Series reduces GHGs beyond the U.S. environmental standards established in 2017. NEW DEVELOPMENTS In just the past few months the engine has seen several new developments: • In May, Cummins and Navistar announced the X15 was being paired with the Endurant transmission in Navistar’s International LoneStar and LT Series trucks. The first product of the new Eaton Cummins joint venture, Endurant weighs up to 105 pounds less than comparable automated manual transmissions, enabling smoother shifting and improved fuel economy. • In June, Cummins announced a version of the X15 that uses the engine platform proven in heavy duty truck markets for marine segments. Designed to withstand long, continuous duty operation, the marine version meets Environmental Protection Agency Tier 3 and International Maritime Organization Tier II emissions standards. It utilizes the latest Cummins fuel system product to achieve an efficient fuel burn for clean emissions and optimized fuel economy. A FAMILIAR TUNE It looks like Cummins will stay atop the heavy duty market for a while. When the X15 was first introduced in July of 2016, it was unveiled along with the company’s new X12™ engine, the lightest heavy-duty engine in North America going into full production this year for vocational and coach duty. The X12 was named to Heavy-Duty Trucking magazine’s 2018 Top 20 Products list for its innovation. That’s the same honor the X15 won in 2017.

Evan Lockridge, Heavy Duty Trucking (HDT) / July 24, 2018 The parent company of truck makers Peterbilt, Kenworth, and DAF reported on July 24 a 50% rise in profit and forecast the strong truck sales market will continue into 2019. Paccar Inc. earned net income of $559.6 million, or $1.59 per share, 50% higher than the $373 million, or $1.06 per share, earned in the same period last year. Second quarter net sales and financial services revenues were a record $5.81 billion, 23% higher than the $4.70 billion achieved in the second quarter of 2017. “Paccar’s financial results reflect strong global truck demand, increasing Paccar truck production and market share, and robust global aftermarket parts sales,” said Ron Armstrong, CEO. “The positive economic and freight growth in North America and Europe are good indicators that 2019 will be another strong truck market.” According to Paccar, Class 8 truck industry retail sales for the U.S. and Canada have increased by 32% year-to-date and are expected to be in a range of 265,000 to 285,000 vehicles in 2018. “U.S. and Canada Class 8 truck industry orders surged by 111% in the first six months of 2018 compared to the same period last year,” said Gary Moore, Paccar executive vice president. “The growing economy and record levels of freight tonnage have resulted in excellent demand for Kenworth and Peterbilt vehicles.” DAF, based in The Netherlands, achieved a record 16.5% market share in the European above-16-tonne segment in the first half of 2018. European truck industry registrations in the above-16-tonne market are estimated to be in a range of 300,000 to 320,000 vehicles in 2018, which would be the third highest in history, according to the company. Kenworth, Peterbilt, and DAF delivered a record 46,400 trucks in the second quarter of 2018, 18% higher than in the same period last year. “Truck deliveries increased in North America, Europe, Australia, and Brazil in the second quarter, reflecting strong customer demand for the industry-leading Kenworth, Peterbilt and DAF trucks,” said Darrin Siver, Paccar senior vice president.

Navistar adding Dana's drive axles to medium-duty trucks Trailer-Body Builders / July 24, 2018 Dana Incorporated’s Spicer single drive axles will be standard equipment on International MV Series medium-duty trucks and IC Bus CE Series and RE Series models, the company said. The standard-product position is effective immediately and includes Dana Spicer S110, S130, S140, S170 and S190 models, as well as the 060 Series. “Our medium-duty trucks and buses are known for their workhorse qualities, delivering consistent performance and maximum productivity,” said David McKean, chief procurement officer for Navistar, whose subsidiaries and brands produce International commercial trucks. “Spicer axles were chosen to support these applications due to their steadfast reliability and Dana’s dedication to deliver technologies that drive greater overall efficiency.” Spicer single drive axles offer advanced design features that reduce installation and lifecycle costs, including lighter weight over competitive models; high-capacity gearing and bearing system for durability and reliability with higher horsepower/torque engines; GenTech extra-quiet gearing for diminished noise, vibration, and harshness (NVH); and a wide ratio range to cover a variety of straight truck applications. “We continue to collaborate with Navistar to provide innovative solutions to meet rigorous efficiency benchmarks and improve total cost of ownership,” said Mark Wallace, executive vice president of Dana and president of Dana Commercial Vehicle Driveline Technologies. “Our Spicer single axles are designed to optimize performance and increase profitability. “We are confident they will deliver for our joint end-user customers and are honored that Navistar has chosen Dana axles for this exclusive position.”

Two Kenworth models make Dana single-drive axles standard Fleet Owner / July 24, 2018 Dana Spicer S140 single-reduction, single-drive axles have been made standard on two staple Kenworth models. The Kenworth T270 and T370 medium duty trucks now come fitted with these axles. The T270 includes the Dana Spicer S17-140 graded at 16,000 lbs., and the Kenworth T370, which will have a slightly different axle, the Dana Spicer S21-140, is rated at 21,000 pounds. These two models are a small showcase of the expansive offerings Dana Spicer crafts to fit the range of fleet needs, from small, private companies to large, multinational enterprises. The axles contribute broad ration coverage, and the company touts their dependability at higher horsepower and torque that are powered by high-capacity gearing. Dana Spicer uses R series spindles in their line of axles. The S140 specifically offers GenTech extra-quiet gearing to lower noise by as much as 12dB compared to similar standard models, while also contributing to a more smooth, comfortable drive. Not only can the customer benefit from this technology, but the drivers can too. And in a side-by-side comparison of the S140 axles with the Dana P20060S axle, the former saves as much as 85 lbs.

Relish every morning that you wake up.

Marchionne suffered embolism during cancer surgery Larry Vellequette, Automotive News / July 24, 2018 Recently replaced Fiat Chrysler Automobiles CEO Sergio Marchionne suffered an embolism while undergoing an operation for an invasive shoulder sarcoma and has irreversible damage to his brain function, an Italian business website reported Tuesday. The executive failed to tell FCA Chairman John Elkann of the seriousness of his illness, the report said. Lettera43, in a report Tuesday citing anonymous sources, said Marchionne, 66, had been diagnosed "long ago" with the invasive shoulder sarcoma — a malignant form of cancer that can develop in the body's soft tissue — and "expressed some doubts" about the effectiveness of the high-risk operation he underwent at the University of Zurich in late June. Sources told Lettera43, which has led coverage of Marchionne's illness, that during the operation, he was struck by a cerebral embolism, plunging him into a coma. It also claims Marchionne is being kept alive only by machines, and that doctors said there was no hope of recovery. According to the American Heart Association, an embolism occurs when a blood clot or piece of fatty plaque breaks loose and travels through the bloodstream and becomes lodged in a blood vessel and blocks blood flow. When an embolism blocks the flow of blood to the brain, it is called a cerebral embolism, a type of stroke. Lettera43 said Marchionne suffered for some time from "severe shoulder pain that made arm movements difficult," according to a translation, and that he took cortisone to soothe it. It said Marchionne also suffered from a chronic thyroid condition for which he had been taking medications for an extended period.

Kia upgraded 2018 Sportage features new 1.6L diesel, 2.0L diesel 48V mild-hybrid technology Green Car Congress / July 24, 2018 Kia Motors’ upgraded 2018 Kia Sportage (earlier post), the brand’s global best-selling vehicle, offers a 2.0-liter diesel engine now available with Kia’s new eight-speed automatic transmission, and—in certain markets—48-volt mild-hybrid power (earlier post). The Sportage is also available with an all-new 1.6-liter diesel engine, employing the company’s new SmartStream efficiency technologies. These new powertrains deliver greater performance and efficiency, and sit alongside the Sportage’s range of gasoline engines. The 48V diesel mild-hybrid unit is the first to be launched as part of Kia’s global powertrain electrification strategy. With this development, Kia becomes the first manufacturer to offer hybrid, plug-in hybrid, battery-electric and 48-volt mild-hybrid technology across its full model line-up. New ‘SmartStream’ 1.6-liter diesel engine. The 2018 Sportage is available in Europe and Korea with Kia’s new 1.6-liter, four-cylinder diesel engine. The cleanest diesel engine the company has ever made, the new power unit replaces the Sportage’s existing 1.7-liter CRDi (common-rail direct injection) diesel engine. Developed with Kia’s ‘SmartStream’ innovations, the new 1.6-liter engine delivers greater efficiency and fuel economy. Combustion is made more efficient with the adoption of a new high-efficiency fuel injection system and revised valvetrain. The engine’s four reshaped cylinder heads create a bowl shape in the combustion chamber for a more equal distribution of air and fuel from the injectors to aid combustion. The new turbocharger system, integrated into the cylinder head, recirculates hot exhaust gases more efficiently to balance performance and efficiency more effectively. Elements of the crankshaft and pistons have been redesigned to reduce mechanical friction within the engine, allowing it to rotate more freely to further enhance efficiency. These modifications are supported by a new Integrated Thermal Management System (ITMS), further aiding heating and efficiency. The ITMS intelligently distributes coolant throughout the cylinder head, engine block, radiator, and transmission oil heat exchange, enabling the engine to warm up to optimal operating temperatures sooner. The system more closely manages engine temperatures throughout the course of a drive for maximum efficiency. Kia’s new SmartStream engine also benefits from reduced weight compared to its 1.7-liter predecessor. The cylinder block and head are both cast in aluminum, and the smaller displacement renders the engine 18 kg (40 lbs) lighter than that which it replaces, reducing overall vehicle weight. Smaller, lighter components also reduce component inertia throughout the engine. The new 1.6-liter ‘SmartStream’ engine is available with a choice of power outputs: 115 or 136 ps. Driving the front wheels via six-speed manual transmission as standard, 136 ps models are also available with all-wheel drive and a seven-speed double-clutch transmission. In markets adhering to the Euro 6d TEMP emissions standard, the engine also features Kia’s selective catalytic reduction (SCR) active emissions control technology to reduce NOx and diesel particulate matter. Idle Stop & Go (ISG) is also available. The engine’s SmartStream technologies enable the car to travel up to 16.3 km/l (6.13 l/100 km or 38.3 mpg US) on the Worldwide-harmonized Light vehicles Test Procedure (WLTP) combined cycle (in markets following the Euro 6d TEMP emissions standard)—the highest fuel economy of any mid-sized CUV. In Europe, one of the largest markets for the new engine, CO2emissions are rated from 126 g/km for 115 ps models, and 123 g/km for higher-powered models (combined, WLTP, converted back to New European Driving Cycle) 2.0-liter diesel engine with new 8-speed auto and 48V mild-hybrid power. The 2018 Sportage continues to offer a high-powered 2.0-liter diesel engine, with the latest model introducing new powertrain options for buyers depending on market. For customers in Europe, the Sportage is the first Kia to be available with the brand’s new 2.0-liter ‘R’ diesel mild-hybrid powertrain. For other global markets, the 2.0-liter diesel engine is now available with a smooth-shifting new eight-speed automatic transmission (without the mild-hybrid system). The mild-hybrid system has been engineered to deliver greater efficiency, delivering and recuperating electric power to supplement the internal combustion engine seamlessly. Acceleration is aided by power from a compact 0.44 kWh 48-volt lithium-ion battery, and engine-off time is extended with the adoption of a new Mild-Hybrid Starter-Generator (MHSG) unit. The MHSG is connected by belt to the engine’s crankshaft, and switches seamlessly between motor and generator modes. In motor-mode the battery is discharged under acceleration, providing up to 12 kW of electric power assistance to the engine, to reduce engine load and emissions. Under deceleration—when braking, or coasting towards a junction or downhill—the MHSG switches to generator mode, recuperating energy from the crankshaft to recharge the battery on-the-go. An advanced Electronic Control Unit (ECU) calculates the most efficient use of available energy and adjusts accordingly, taking into account the amount of charge remaining in the car’s batteries. The battery and MHSG also support a new Moving Stop & Start function. If the battery has sufficient charge, the combustion engine turns off automatically during in-gear deceleration and braking. The MHSG seamlessly re-ignites the engine when the driver presses the throttle pedal. The compact nature of the mild-hybrid powertrain made it relatively straightforward to integrate into the Sportage’s existing architecture. The 48-volt battery is located beneath the trunk floor, minimizing the impact on practicality. Because the MHSG integrates directly with the engine, driving the crankshaft via a belt, there was little need to repackage the engine bay. In Europe, equipped with Kia’s Selective Catalytic Reduction (SCR) active emissions control technology, the new mild-hybrid powertrain can reduce CO2 emissions by up to 4% on the Worldwide-harmonized Light vehicles Test Procedure (WLTP). Tested on WLTP and converted back to NEDC, CO2 emissions for the new powertrain are rated in Europe from 138 g/km for models equipped with a manual transmission, and from 149 g/km when paired with an eight-speed automatic transmission (combined). The new powertrain is paired with the Sportage’s all-wheel drive system, transmitting power via six-speed manual or a newly-adopted eight-speed automatic transmission. The powertrain produces 185 ps and 400 N·m torque. For selected global markets, the 2.0-liter diesel engine is available to buyers with a choice of front- and all-wheel drive, as well as a six-speed manual, in addition to the optional new eight-speed automatic transmission. The line-up of gasoline engines remains the same in the upgraded Sportage, and varies by market. The Sportage can be equipped with a choice of two T-GDi (turbocharged gasoline direct injection) engines with 1.6-liter or 2.0-liter displacement. Three naturally-aspirated engines are also available – a 2.0-liter MPI (multi-point injection) engine, as well as 1.6-liter and 2.4-liter GDi engines. The new mid-sized crossover utility vehicle (CUV) also features a refreshed exterior and interior design, as well as new safety and infotainment technologies. Depending on market, the upgraded Sportage adopts Kia’s latest advanced driving assistance systems, including Smart Cruise Control with Stop&Go, an Surround View Monitor for easier parking maneuvers, and Driver Attention Warning, to combat fatigue and inattentiveness at the wheel. Customers have a choice of Kia’s new infotainment systems: a 7.0-inch touchscreen, or a new frameless 8.0-inch infotainment system. The Sportage has become a major contributor to Kia’s global success as the CUV segment continues to grow. The Sportage has introduced millions of buyers around the world to the Kia brand, and it now accounts for one in six Kia cars sold globally. It represents everything that Kia stands for as a brand – great design, the latest technologies, and high quality and reliability. The 2018 model is more compelling than ever, with a range of new powertrain advances, an updated design, and new features to further improve safety, comfort and convenience. —Ho Sung Song, Executive Vice President and Chief Operating Officer of Global Operations Division, Kia Motors Corporation Total worldwide sales of the Sportage reached more than 450,000 in 2017, with one sold somewhere in the world every 69 seconds. The five-millionth Sportage was built in March 2018, three months into the car’s 25th year on sale, following its introduction in 1993. The Sportage is produced at two Kia manufacturing facilities: in Žilina, Slovakia for European customers, and Gwangju, South Korea for most other markets. Global sales of the upgraded 2018 Kia Sportage commence during the third quarter of 2018. .

Chevy, GMC to keep profit machines humming Michael Wayland, Automotive News / July 23, 2018 For Chevrolet and GMC, the next two years will be about one thing: profit. Beginning with the launches of the next-generation full-size pickups in the fall, the two brands are about to feed General Motors' principal profit centers, pickups and SUVs. The Silverado and Sierra will be followed next year by their heavy-duty counterparts and then the next-generation full-size SUVs, a segment GM rules. Successful launches of these vehicles mean higher profits, while flaws or extended downtime could have a ripple effect on both brands' plans overall. Spark: The 2019 minicar will arrive in dealerships in late summer with a freshened exterior and additional active safety technology, including optional low-speed automatic braking. A redesign of the car into a crossover is expected as early as 2021. Sonic: Sales have plunged since the arrival of the Trax, a crossover built on the same platform. The car is expected to end production as early as this year to make way at the Orion Township, Mich., plant for Bolt EV production and other potential variants of the all-electric vehicle. Cruze: Despite a 26 percent sales decline in the first half of 2018 and GM's decision to cut two of its three production shifts, the Cruze was freshened for the 2019 model year. It is expected to go on sale in the fall with several convenience and cosmetic updates, including a more prominent grille. A redesign is expected in 2022. Malibu: GM is freshening the midsize sedan for the 2019 model year as sales sag. When it arrives in dealerships in the fall, it will include a redesigned front fascia with a more prominent grille and a new RS trim. A re-engineering and possible redesign are expected in 2021. Impala: Aside from minor packaging and trim changes, the Impala has been stagnant amid declining sales of large sedans. The Impala remains on GM's Epsilon II architecture with the Cadillac XTS, which was refreshed for the 2018 model year but isn't expected to last long into the next decade. The Impala is expected to end along with it, if not before. Bolt EV: GM's first all-electric vehicle for the mass market is more important to the company for its self-driving ride-hailing fleets — expected to launch next year — than it is for consumers at this point. Sales were up 3.5 percent in the first half but fell 23 percent in the second quarter. Don't expect too many changes to the Bolt EV aside from a possible freshening late next year before it moves to GM's new EV platform, likely in 2022. Expect a Bolt-based crossover coming to Chevy, not Buick, in 2020 if not before. Volt: Reports that GM would pull the plug on its plug-in hybrid may have been premature. The car is expected to remain primarily as it is following a re-engineering due in showrooms this year until a redesign and/or repositioning of the car into a crossover in the early 2020s. Camaro: Despite hyped performance models, the Camaro has failed to gain traction in the last two years. Sales declined 6.6 percent last year, followed by a 31 percent spiral for the first half of 2018. Chevy is expanding the availability of its popular 1LE track package and 10-speed transmission as part of a freshening for the 2019 model year. Expect a redesign as early as 2021. Corvette: The sports car could receive minor updates in 2019. That would be in conjunction with a long-awaited midengine version for the 2020 model year. Spy photos have shown a lower hood line, longer rear deck and much shorter dash-to-axle ratio than the current C7 Corvette. Trax: Sales of the subcompact crossover rose 27 percent in the first half of 2018. Expect a redesign around 2020. GMC subcompact crossover: There aren't too many places left for GMC to expand, and brand head Duncan Aldred has said he believes a subcompact crossover would fit well in the lineup. Expect it as early as 2020. Equinox/Terrain: Redesigning the compact crossovers for the 2018 model year has resulted in double-digit sales increases in 2018. Expect a freshening in the early 2020s, including a plug-in hybrid version of the Equinox and possibly the Terrain. Compact crossover EV: A Chevy compact crossover EV, similar in size to the Equinox, is expected as early as 2021. Blazer: Production of the midsize crossover — slotted between the Equinox and Traverse — is expected to begin in December, with vehicles arriving in numbers early next year. The resurrected SUV-turned-crossover has been designed to complement recent vehicle updates in Chevrolet's lineup but with a more aggressive, sculpted look. Powering the front-wheel-drive Blazer will be a standard 2.5-liter four-cylinder engine rated at 193 hp and 188 pound-feet of torque. A 3.6-liter V-6 engine also is available, offering 305 hp and 269 pound-feet of torque. Both direct-injection engines feature stop-start technology and are paired to a nine-speed transmission. A hybrid or plug-in hybrid variant is expected after 2022. Acadia: The Acadia shrunk in 2016, creating some separation from the Traverse and Buick Enclave, but it became quickly outdated once those vehicles were redesigned months after it. Hence, the quick freshening, and potential re-engineering expected late next year, followed by a redesign in 2022. Traverse: A weight reduction, tech upgrade and more trucklike appearance for the 2018 model year have paid off for the large crossover. Sales are up 30 percent in 2018. Expect a freshening in 2021, followed by a plug-in variant after 2022. Tahoe/Suburban/Yukon/Yukon XL: GM's full-size SUVs got some styling and trim enhancements a year ago, as well as a 10-speed transmission. They'll be redesigned in 2020 as GM works to maintain its dominance over Ford following a well-received redesign of Ford's Expedition and the upcoming resurrection of the Bronco SUV. Hybrid variants of the vehicles are expected as early as 2022. Colorado/Canyon: GM gave its midsize pickups a new engine and eight-speed transmission two years ago, and it launched the Colorado ZR2 for heavy-duty off-roading last year. More styling and technology updates are expected next year to fend off a resurrected Ford Ranger, followed by redesigns, including fuel cell variants, in 2022. Silverado/Sierra 1500: The full-size pickups will be larger and lighter when they arrive in vehicle showrooms this fall to go up against a redesigned Ram 1500 and the segment-leading aluminum-body Ford F-150. Initial fuel economy gains for the trucks were unimpressive with a new Dynamic Fuel Management system for the V-8 models, but estimates for a new diesel and four-cylinder offering haven't been released. Silverado/Sierra 2500HD/3500HD: GM's heavy-duty pickups are on tap for a redesign about a year after their light-duty brethren. They're expected to arrive in mid- to late 2019. Express/Savana: Will they ever be redesigned? Expectations are not anytime soon. GM seems content to let the 15-year-old vans — whose development costs were fully amortized long ago — quietly age rather than invest the big bucks necessary for a new generation to compete against Ford's segment-dominating Transit series. .

GM plans focus on high-margin, high-tech products Michael Wayland, Automotive News / July 23, 2018 DETROIT -- General Motors will go from high profits to high tech in the coming years. Launches of highly lucrative vehicles such as its full-size and heavy-duty pickups and full-size SUVs over the next two years or so will be followed by a pivot to electrification — particularly for Chevrolet and Cadillac — in the early to mid-2020s. GM last year promised to launch 20 battery-electric or fuel-cell-powered vehicles globally by 2023, including a next-generation EV platform beginning in 2021. China will receive the bulk of those models, but the U.S. is expected to receive a handful as well as several new hybrid and plug-in hybrid variants of established nameplates. Before that electrification, expect GM to continue to freshen its recently launched crossovers and stand its ground in several car segments that domestic rivals have withdrawn from or announced plans to exit. GM has scaled down its car production in recent years and, judging by its future product plans, will fill much of that capacity with new products.

Ford commits $4 billion to autonomous vehicles, forms new subsidiary Michael Martinez, Automotive News / July 24, 2018 DETROIT -- Ford Motor Co. on Tuesday said its investments in autonomous-vehicle development are expected to total $4 billion through 2023 and that it has formed a subsidiary devoted to those efforts called Ford Autonomous Vehicles LLC. The subsidiary will be be based primarily at the campus Ford is creating in Detroit's Corktown neighborhood and led by Sherif Marakby, a Ford vice president who spent a year heading Uber's autonomous-vehicle program before rejoining Ford in 2017. It will have its own board of directors chaired by Marcy Klevorn, Ford's president of mobility. The new LLC will be the entity charged with fulfilling Ford's promise to launch a self-driving commercial vehicle at scale in 2021. It includes the automaker's self-driving systems integration, autonomous vehicle research and advanced engineering, AV transportation-as-a-service network development, user experience, business strategy and business development teams. "Ford has made tremendous progress across the self driving value chain — from technology development to business model innovation to user experience," Ford CEO Jim Hackett said in a statement. "Now is the right time to consolidate our autonomous driving platform into one team to best position the business for the opportunities ahead." Ford shares rose after the announcement, gaining 2.2 percent to $10.70 in midday trading. The $4 billion in AV spending includes $1 billion that Ford has committed to investing in Argo AI, a Pittsburgh startup that has become its partner in self-driving system development. Ford Autonomous Vehicles LLC will hold the ownership stake in Argo AI that Ford received in exchange. Third-party investment The subsidiary is set up to take on other third-party investment and will be separate from Ford's Smart Mobility LLC, which handles new business opportunities such as its Chariot shuttles. Marakby, currently Ford's vice president for autonomous vehicles and electrification, has been given the title of CEO for the autonomous-vehicle unit. The automaker made several other organizational changes effective Aug. 1 as a result. Ted Cannis, Ford's global director for electrification, will lead Ford's electric-vehicle arm, known as Team Edison. Additionally, Ford said it is reorganizing its global operations division, headed by Joe Hinrichs, to include information technology as well as the company's global order-to-delivery system. Ford's chief information officer, Jeff Lemmer, will report to Hinrichs. And Hau Thai-Tang, Ford's executive vice president for product development and purchasing, will report directly to Hackett instead of Hinrichs. "The evolution of computing power and IT have helped bring great products to customers — from cars to tablets," Hackett said. "We can now harness this technology to unlock a new world of vehicle personalization, supply chain choreography and inventory leanness that rivals any industrial model in the world — and Joe's challenge is to help us redesign this system to do just that — while better serving customers and dealers and improving our overall fitness." The announcement follows Ford's recent purchase of Detroit's vacant Michigan Central Station, a century-old office tower it plans to convert into the hub of an urban campus dedicated to work on autonomous and electric vehicles. Ford opened an office near the depot earlier this year for about 200 employees that are part of Team Edison. .

Trailer-Body Builders / July 23, 2018 The new Volvo VNL 300 daycab now is available with the latest version of the Cummins ISX12N “Near Zero” natural gas engine, providing an alternative fuel solution for pick-up and delivery, and regional-haul operations. “The Cummins ISX12N represents best-in-class gas engine technology for local pick-up and delivery and regional haul operations,” said John Moore, Volvo Trucks North America product marketing manager, powertrain. “The low carbon footprint, expanded delivery and distribution, abundant supply and stable pricing of natural gas offer substantial benefits to fleet operators looking to utilize the fuel as a clean, quiet and cost-effective alternative to diesel without the need for a DPF or SCR system.” With available engine ratings of 350 horsepower with 1,450 pound-feet torque, up to 400 horsepower with 1,450 lb-ft torque, the ISX12N natural gas-powered engine is approved for gross combination weights of up to 80,000 lbs, making it well suited for heavy-duty regional-haul truck and tractor applications, port drayage, vocational, refuse and conventional straight truck applications. The natural gas power plant can be operated on compressed natural gas, liquefied natural gas or renewable natural gas. The ISX12N engine is OBD (On-Board Diagnostic) compliant and US EPA and CARB certified. .

Transport Topics / July 20, 2018 Volvo Trucks North America says its D13TC engine’s turbo compounding unit will add 50 horsepower through waste heat recovery and will improve fuel efficiency by 7.5%. The com­pany believes the technology could reach the same level of market acceptance as its automated transmissions. But not every manufacturer believes turbo compounding is the best way to improve fuel efficiency. John Moore, Volvo Trucks’ product marketing manager for powertrain, told Equipment & Maintenance Update that the turbo compounding unit will raise the engine’s brake thermal efficiency — the amount of energy produced by a gallon of diesel to power the wheels — from 43% to 48%. It does this by capturing energy that would have been lost in the stack or the cooling system and feeding it back into the engine. It is the equivalent of a truck having 1.5 turbochargers, according to Moore. “It’s like a push from behind,” he said. The engine was introduced as part of Volvo’s 2017 greenhouse gas standards-compliant powertrain. The technology is designed to meet the expected 1.2 million-mile life of the engine without requiring extra maintenance, Volvo said. Fleets can expect a payback within the first year of operation, Moore said. The technol-ogy eventually could achieve the same level of 90% market acceptance that automated transmissions eventually reached among the company’s customers, he said. But, that won’t happen immediately. “It’s something different, and this industry, it’s slow to change,” Moore said. “So any time you introduce anything new to any product, people kind of take a back stance and look at it from afar. So we have to do our due diligence to show that this is a premium product.” And what about the other OEMs? Mack Trucks, which like Volvo Trucks is a brand within the Volvo Group, announced last year that turbo compounding would be available with its 2017 MP engines. Its recently announced Mack MP8HE engine uses Mack Energy Recovery Technology, its turbo compounder. The turbo compounder combined with features such as aerodynamic improvements in­cluded in the Mack HE+ package enables Mack Anthem models to improve fuel efficiency by up to 9.5% and qualify for the U.S. Environmental Protection Agency’s SmartWay designation. Detroit uses turbo compounding in its DD16 engine, its largest, to generate up to about 192 pound-feet of torque for Freightliner and Western Star Trucks. Detroit, Freightliner and Western Star are part of Daimler Trucks North America. But Detroit has moved away from turbo compounding in its DD15 engines, which did have the technology prior to the 2014 GHG regulations. According to Brian Daniels, manager of Detroit powertrain and component product marketing, that engine’s 2014 update left out ­turbo compounding and instead relied on its proprietary Detroit Asymmetric Turbocharger, which he said is a simplified, more efficient and more durable design that is 70 pounds lighter. The engine’s turbine housing includes two different-sized scrolls that separate exhaust gas routing for higher recircu­lation and reduced nitrogen oxide emissions, Daniels said. Fuel efficiency is improved through other features, including its variable-­speed water pump, piston design and downspeeding. According to Volvo Trucks, the biggest improvement with turbo compounding occurs in longhaul applications that are downsped, a growing segment that now includes a third of the company’s on-highway sales. With those packages, the torque band is 37% wider, allowing trucks to achieve peak torque at 900 rpm instead of 1,000 and continuing that range up to 1,300 rpm. Across that wide a range, the driver will notice better performance because the truck won’t downshift as often, and it will save fuel, Moore said. The engine will run in 11th gear between 50 and 60 mph. “Our challenge is to create an engine that’s super fuel-efficient yet drives well because it’s two factors there,” he said. “You have to have happy drivers, and you have to have happy owners.” Jack Legler, technical director for American Trucking Associations’ Technology & Maintenance Council, said turbo compounding can be especially effective for fleets that are downspeeding and that the maintenance shouldn’t be too much of a headache. “All you’re doing is boosting on top of boosting on top of boosting,” he said. According to Volvo Trucks’ Moore, waste heat recovery systems such as turbo compounding will be one way truck manufacturers improve fuel efficiency. One potential is using a Rankine cycle system where a fluid would be used to capture some of the energy in a closed system. “The future, everybody’s going to have new technology, and that means different things,” Moore said. “We don’t know exactly what everybody’s going to use, but chances are it’ll be some sort of recovery system to try to take advantage of that wasted heat.” “We feel we’ll be very well positioned in the future with this engine,” Moore said. However, Jim Nachtman, Navistar’s marketing director, heavy-duty product segment, said the company doesn’t have plans to add a turbo compounder to its line of International trucks. Nachtman said manufacturers must ensure new technologies don’t add to a fleet’s maintenance issues, thereby negating any fuel economy gains they offer. “If you add a lot of complexity to a vehicle, there’s a higher propensity for something to fail, and when a fleet tells us that a day of downtime is worth $1,000 to $1,500 per day depending on the fleet, plus the cost of the repair itself, if you save a small amount of fuel economy but incur some extra downtime, in general that is not advantageous to the customer’s bottom line,” Nachtman said. Instead, Navistar intends to continue improving the turbocharger itself, which it sees as a better option. Its turbocharger will look the same, but the geometry will be a little different in order to promote more efficient air flow. The manufacturer is concentrating on other ways to improve engine efficiency — by moving to a low-friction ring pack, low-friction piston skirt coatings and a slower water pump speed, for example. Changing from an 11-blade fan blade to a six-blade version has freed an additional 31 horsepower, while predictive cruise control can improve fuel economy by 1% to 2%. Nachtman said International increased fuel economy 4% to 5% in the 2016-17 model year and increased it 9% with last year’s A26 engine in its LT series in comparison with its N13. “Essentially there’s a limitless number of ways that you can improve fuel economy, and one of our jobs is to find ways that basically deliver the highest return on investment for the customer,” Nachtman said. “We try to come up with the technologies that will give best-in-class fuel economy while retaining the likely easy to service and outstanding uptime characteristics that are required.” Technologies sometimes fail to take root for one reason or another. Legler said he had expected liquefied natural gas to gain a foothold in the U.S. market, but the storage challenges and costs were too prohibitive. Among the other manufacturers, engine maker Cummins does not include turbo compounding in its original equipment specs, the company said. The widespread adoption of turbo compounding will depend on whether the fuel economy gains will justify the various costs, including research costs, Legler said. “Fleets aren’t going to buy anything that doesn’t put something on the bottom line that has a positive, or significant, ROI that’s bigger than their other opportunity costs,” he said. Changes are being driven by market demand as well as future federal GHG regulations affecting trucks in 2021, 2024 and 2027. Of the two, market demand is the more powerful, Legler said. “Freight shippers aren’t going to pay for green just because it’s green,” he said. “They’re going to pay for it because it keeps their shipping costs down unless there’s a cost associated on the other side of it.” Paccar, which makes Peterbilt and Kenworth trucks, declined to comment for this story.

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It’s an extremely sad situation. Sergio is both a wonderful and brilliant thinking human being.

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