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Heavy Duty Trucking (HDT) / September 19, 2018 Cummins unveiled its PowerDrive suite of plug-in hybrid electric solutions on a functional Kenworth T370 utility truck at the IAA Commercial Vehicles Show in Hannover, Germany. PowerDrive replaces the conventional transmission and switches in real time between two hybrid and pure electric modes, optimizing the powertrain for the best fuel economy in any situation. The hybrid utility truck featured a recovery crane that could operate off of either engine power take-off or electric power. The vehicle is also configured with exportable grid quality electric power to recharge other vehicles. The PowerDrive hybrid system is designed for light, medium, and heavy-duty applications and it can be paired with various sizes of diesel or natural gas engines and battery pack outputs. So far, vehicles using the system have travelled over 6 million miles in a fleet setting in the U.S. and China. Work is underway to introduce it to the European market in the near future. The flexible hybrid architecture shifts between pure electric with a 50-mile range and hybrid for jobs requiring more than 300 miles of range. It operates as a hybrid in either series or parallel configuration modes. Series is better suited to low speeds and urban driving while parallel is ideal for higher road speeds on the highway. In a series hybrid, the electric motor is the only means of providing power to the wheels. The motor receives electric power from either the battery pack or from the engine generator. In a parallel hybrid, the engine and electric motor combine to provide the power that drives the wheels. The third mode of electric plus comes online when higher energy is required when the system senses gradient climbing or acceleration for overtaking. The Kenworth T370 with PowerDrive 6000 is paired with a Cummins B6.7 engine. The service vehicle was commissioned by Cummins to support EV and PHEV vehicle field tests and pilot routes. It features three vehicle charging stations with direct charging cables from the truck to the PHEV or EV vehicle requiring charging. A Class 6 truck powered by PowerDrive can realize reduced emissions of up to 80%, according to Cummins, and can also reduce fuel costs. “The Cummins PowerDrive is intelligent, versatile and compact, providing our on-highway customers the flexibility needed to meet the demands of their diverse jobs and markets,” said Julie Furber, Cummins executive director of electrified power. “Cummins is ready to offer the new PowerDrive suite through our OEM partners. We look forward to discussing how the PowerDrive’s compact packaging envelope and weight saving benefits will enable OEMs to produce PHEV (plug-in hybrid electric vehicles) vehicles for diverse needs without compromising performance or range.” .

Deborah Lockridge, Heavy Duty Trucking (HDT) / September 19, 2018 When looking at the development of new products, Daimler Truck and Bus head Martin Daum says, there are headlines, knowledge, and business. And while business means products that customer can order currently to help them succeed, at the same time there’s the broader economic side of business to consider – and Daum’s not as euphoric about the current hot market as some of his competitive counterparts. Daum shared his thoughts on these topics in a roundtable discussion at the IAA Commercial Vehicles show in Hanover, Germany, Sept. 19. From Headlines to Real World Flashy demonstration vehicles like the fully autonomous van concept that rolled onto the show floor earlier that morning generate headlines, he explained. From there, the company develops knowledge that eventually allows some version of those technologies to appear in real-world vehicles that fleets can order – and that’s the business. Take the new Mercedes Actros heavy-duty truck, which boasts features such as Active Drive Assist, flat screen panels for a dashboard, and MirrorCam, which replaces the traditional truck mirrors with a camera system for improved visibility and aerodynamics. When asked whether these features will make their way to North America, Daum said that he was heeding corporate advice to not be the CBS, or “chief bean spiller,” but he told reporters that “you can be sure that everything you’re seen today you’ll see on the streets of the U.S., but I’m not telling you when.” For instance, the MirrorCam would not be legal in the U.S., where regulations require mirrors. “With conventional trucks in the United States, we have different angles especially when it comes to the front visibility, but we are in talks with legislators to get innovations into the states as well,” he said. When pressed about what we might see first, Daum said, “Whatever the customer needs most.” Another example of Daum’s headlines-knowledge-business spectrum would be electric vehicles. Daimler showed off at its IAA booth electric and hybrid vehicles from vans up to heavy trucks and buses – some available today in various markets, such as the eCanter and the new eVito van; some concepts or vehicles in various stages of testing, such as the eActros, an electric Class 8 Fuso, or a fuel cell hybrid Sprinter F-Cell. There’s talk of hydrogen fuel cells as a way to extend the range of electric trucks, and in fact Daum said Daimler is designing electric drivetrains to have the flexibility to replace batteries with fuel cells and hydrogen tanks. “I would say we have a long history in [fuel cell research]. We don’t see the technology at the moment ripe for market. It works technology wise, but it’s twice as expensive than today’s electric trucks – which are twice as expense as internal combustion trucks. And we don’t have the hydrogen infrastructure. If there’s a market, we’ll be there.” Meanwhile, in traditional drivetrains, as the company works to develop trucks to meet the upcoming GHG2 fuel efficiency standards, Daum said, “We still have a lot of things in store. You’ll see a lot of presentations in the next two or three years with significant details on amazing technology with the traditional product. I know already the next phase, and it will be amazing…. We want to lead that market and set the pace.” What Goes Up Must Come Down With true German understatement, Daum said, the outlook for 2019 “seems at the moment to be not bad. The sentiments of our customers is strong, the demand for freight is high, freight rates continue to be high, the new trucks are better than trucks still on the road so you see this replacement cycle.” However, he said, his internal compass from his years heading up Daimler Trucks North America tells him, “I think the markets are, a little bit too high. In years when the market is too high above the long-term average, it foreshadows a valley. The higher it is before, the deeper the valley will be. So I am not rejoicing.” DTNA is sold out for 2018 and basically for the first half of 2019, Daum said. When asked what his biggest fear for 2019 is, he said, “What can change a strong market? I would say the economy — start a trade war, get into recession in the States. High interest rates... there’s a lot of things on the horizon. But I tell you this is daily life for the executive of a truck company and we’ll deal with it.” When asked about the Trump administration’s tariffs, Daum declined to comment on specifics, but said, “In general, I am a huge proponent of open markets. We are one globe, we are one people on that globe.” By working globally, he said, companies and countries alike create a “bigger cake,” a stronger economy to share in. “It doesn’t matter so much what my share is because I have more than I did yesterday. Whoever separates himself from the global market, ultimately that country suffers the most. You get a bigger share, but the cake shrinks. As a global company it’s especially threatening. We are strongly embedded in the local economies we serve. If this global exchange of ideas, people, and goods gets interrupted, then everyone will suffer,” he said, from companies to consumers to the broader economies. “A trade war at the end of the day will have no winner, just losers.” .

In this picture? M746 (aka. XM746, HET-70) Designed by Chrysler in cooperation with West Germany's Faun Werke, but Ward La France was low bidder. . .

Trailer-Body Builders / September 18, 2018 CIMC Intermodal Equipment, a manufacturer of intermodal chassis trailers, recently unveiled its new REVERE chassis. The REVERE 20-foot/40-foot City Combo Tandem WS chassis design is based on CIMC’s 2019 Premium Specification, which includes component specifications from industry-leading manufacturers: Electric harness and lights from Phillips Industries KIC/Accuride 10-year wheel ends TSE brake chambers and slack adjusters Holland Saturn 62 IM landing gear Hutchens spread axle mechanical suspension Bendix ECU and air valves The REVERE is a premium chassis, CIMC said, with all post-frame assembly done in the US with USA-made products and components. It includes CIMC standard KTL powder coating and is assembled using robotic precision welds and laser metal cutting processes. CIMC processes and standards, along with superior component specifications, support a 10-Year warranty on all non-wear items. “We’re bringing a special chassis to the North American market,” said Frank Sonzala, CIMC president and CEO. “With the highest-quality components supplied by our partners and spec’d as standard equipment on the REVERE, this chassis undoubtedly commands a 10-Year warranty. CIMC continues to benchmark our industry with standards that meet or exceed customer demands. “The REVERE is the just the latest in our efforts to transform the intermodal segment.” The REVERE will carry one 20-foot or one 40-foot ISO container. It meets all TOFC, AAR, DOT, FMVSS, ISO, ANSI, SAE and TTMA specifications .

Trailer-Body Builders / September 18, 2018 WABCO has introduced a whole new generation of high-performance MAXX single-piston air disc brakes for trucks, buses and trailers. The new line accelerates the industry’s conversion from conventional drum brakes to air disc brakes (ADBs). The fifth-generation range of single-piston ADB technology is suitable for all types of light-, medium- and heavy-duty vehicles, WABCO said. MAXX’s new lighter-weight, high-performance and low drag-torque design boosts fuel efficiency and enables increased transport payloads. “Powerfully demonstrating WABCO‘s global single-piston ADB leadership, this cutting-edge MAXX ADB range offers clear technology advantages and differentiating value over both drum brakes and dual-piston ADB technology, which is reflected in the significant volume of advance orders being received from original equipment manufacturers world-wide,” said Jorge Solis, president of WABCO’s truck, bus and car OEM division. “WABCO’s mastery of single-piston ADB technology has been refined over more than two decades and is fully trusted by our customers across the globe. Its world-class quality has been clearly demonstrated in more than six million wheel-ends, including for the most demanding heavy-duty truck applications. Exceeding the performance standards of other ADB systems on the market, WABCO’s pioneering single-piston MAXX technology is the definitive industry benchmark that others are now seeking to emulate.” With 20% fewer parts than the current design, and more than 40% fewer parts compared to other ADB brands, the new MAXX platform offers superior reliability and an excellent weight-performance ratio, the company said. Delivering enhanced fuel efficiency, the compact design offers an average weight of 35 kilograms per ADB in a six-by-two wheel truck application – 12 kilograms less per truck than other manufacturers’ European heavy-duty ADB systems. Further demonstrating the advantages of WABCO’s single-piston ADB technology over other ADB systems available on the market, MAXX intelligently manages taper wear compensation with a superior patented design suitable for all truck and trailer applications, including the most demanding heavy-duty truck requirements, helping extend brake pad life. Available in 2019, WABCO’s new MAXX modular platform is simultaneously available in 17.5-inch to 22.5-inch rim sizes. The portfolio spans from the MAXX 17 and MAXX 19 light- and medium-duty brakes to MAXX 22 heavy-duty brakes, including MAXX 22L, the industry’s lightest rear-axle brake of its kind, according to WABCO. It also includes the MAXXUSTM heavy-duty truck ADB, specifically tailored for the North American market. “With many of the world’s leading global OEMs increasingly converting to WABCO’s MAXX ADB technology, including for 30,000 Nm heavy-duty applications, we see generally that the significant safety and cost benefits offered by WABCO’s single-piston platform are helping to accelerate the industry’s migration from dual-piston ADB and conventional drum brakes,” Solis said. .

All the major North American truck journalists are covering the New Actros launch. Rare that they report on a global market truck. Interesting.

New Mercedes-Benz Actros Showcases Daimler’s Next-Gen Safety Technologies Joe Howard, Transport Topics / September 18, 2018 HANOVER, Germany — Touting technology that is as “easy to use as a smartphone,” Daimler AG on Sept. 18 showcased safety systems on the next generation of its global highway tractor that it said points the way forward for connectivity in the commercial sector. Hosting 500 members of the international press from 45 countries in a hangar at the Hanover airport, Daimler in a media event prior to IAA 2018 showcased its new Mercedes-Benz Actros highway tractor, a key component of its global lineup and a vehicle that features a suite of technologies that the company says will make the truck a safer tool for its customers. That includes a suite of safety systems designed to limit the potential for accidents, including Active Drive Assist, which will intervene if, for example, a truck accidentally leaves its lane due to wind. In this case, the system will steer the truck back into its lane. This system also will apply brakes if it detects an object in the vehicle’s way or if the truck gets too close to another vehicle. “That is a huge step forward in terms of safety,” said Stefan Buchner, head of Mercedes-Benz Trucks, during a presentation here. “Dealing with this truck is as easy as using a smartphone.” Also included is Active Brake Assist 5, an enhancement of Active Brake Assist 4 that improves how the radar and camera systems interact and which can react to people that cross the vehicle’s path at speeds of up to 50 kph (31 mph). The system can apply full braking in these cases. If the system detects either a pedestrian or a stationary object, the system alerts the driver through a multistage warning system. If the driver does not intervene, the system will apply emergency braking, within specified limits. Daimler also is introducing its “MirrorCam” technology on the truck, which uses cameras to replace mirrors. The system, Buchner said, gives the driver “much-better all-around visibility from the interior — the driver can see exactly what the cameras are seeing,” via screens inside the cab. This includes multiple camera functions, including one that resembles the view of a conventional mirror, along with a view shown when taking corners that includes the tractor and trailer, Daimler said. Distance lines also are incorporated to help the driver assess traffic coming up from behind. There also is an additional line that can be individually set to show the end of the trailer. When the vehicle is reversing, the system gives the driver a split view; the upper section of the display shows the area closer to the truck, while the lower part displays the area away from the vehicle. “We are not only thinking about the future — we are creating it,” Buchner said. The company’s near-term future in terms of sales is bright, said Martin Daum, global head of Daimler Trucks and Buses. In introductory remarks, he said orders are up 30% for the first half of the year and that Daimler “remains optimistic” for the rest of 2018. He said the company is “basically sold out for the year” and predicted that 2018 will be a record year for the manufacturer. “We are very busy these days,” he said. .

Ahead of IAA, Daimler shows the future is drawing closer Neil Abt, Fleet Owner / September 18, 2018 HANOVER, Germany. In the summer of 2014, Daimler Trucks unveiled Future Truck 2025, which in many ways ushered in a new era of trucking. After demonstrating a self-driving truck on a closed stretch of the Autobahn that July, the company used the IAA Commercial Vehicles show in the fall to display a sleek, modern design for that Mercedes-Benz concept truck. I attended both events that year and was among those left feeling that while Daimler had successfully created an attention-grabbing vehicle, there remained many questions about how "real" any of what we were seeing really was. Fast forward to 2018, and it seems Daimler is on its way to proving skeptics like myself wrong. "The future is here," declared Stefan Buchner, head of Mercedes-Benz Trucks, during a media event on Sept. 18, one day ahead of the start of the 2018 IAA show. Buchner made the comment as he emerged from the new Mercedes-Benz Actros, which he said incorporates numerous features from the conceptual Future Truck. The Actros, which is basically the European equivalent of the Freightliner Cascadia, included several “world premieres.” That is important for North American trucking fleets because anything debuting at IAA is likely coming to North America in the near future. The new Actros includes active drive assist, which "gives the driver access to semi-automated driving at all speeds for the first time in a series production truck," Daimler said. It can apply full emergency braking up to a speed of about 32 mph. This supports all drivers, "especially on monotonous, long-distance roads and [in] annoying traffic jams," Buchner said. Additionally, sideguard assist technology provides visible warnings if a pedestrian or cyclist is in a blind spot. Another new feature is MirrorCam, based on concepts first seen on the Future Truck. The system, which replaces traditional side mirrors, offers a wider range of vision and background illumination to adjust for poor lighting. Inside the cab, there is also a multimedia cockpit display aimed at simplifying the business and infotainment options a truck driver often accesses while in motion. That, too, is based on systems first shown in the Future Truck. While the new Actros is a more traditional cabover design for the European market, the electric eActros also on display is similar to that sleek Future Truck shown back in 2014. It was another example of how those four-year old concepts are becoming a reality. Daimler’s pre-IAA event, attended by 500 journalists from 45 countries, included various electrification and connectivity advancements for its truck, van, and bus products. I will be covering these developments next week, as well as other highlights from the hundreds of other companies exhibiting at IAA. If today’s event was any indication, it is certain to be a fascinating few days. .

Heavy Duty Trucking (HDT) / September 18, 2018 Commercial vehicles are expected to run on diesel fuel through 2040 due to increases in fuel economy, according to new research from IHS Markit. In 22 years, 66% of new medium and heavy commercial vehicles sold in the U.S. will be fueled by diesel, compared to 80% today. Range and load capacity requirements from long-haul, on-highway trucking will keep diesel relevant in the short- and long-term, while other vehicle types will grow in popularity as technology continues to advance, according to the forecast. The findings came in Reinventing the Truck, a new multi-client research initiative that analyzes the world’s largest trucking markets. “Understanding the future course of commercial trucking is so important because its impacts will reverberate far beyond just the trucking industry and through a whole host of industries,” said Daniel Evans, vice president of the IHS Markit downstream practice and co-author of the study. “Trucking accounts for half of diesel demand globally, or one-sixth of oil demand, making the future of trucking critically important for the oil industry. A wholistic, system-wide view is needed to see the full picture of this new reality of transportation.” The report predicts a 15% compound annual growth rate for battery electric vehicles in the U.S. through 2040, as acquisition rates increase for medium-duty trucks. The initial cost disadvantage of BEVs will require adoption from larger truck fleets first, before they can be implemented smaller fleet owners and operators.

Ford Offers Fleet-Only Options for 2019 Transit Connect Paul Clinton, Heavy Duty Trucking (HDT) / September 18, 2018 Fleet managers who purchase the 2019 Ford Transit Connect compact van will have a choice of several options not available to retail buyers, including an exclusive engine with a natural gas prep package and other options. The 2019 Transit Connect is entering its third generation with plenty of upgrades that include a new diesel engine choice, an array of driver-assisting technology, connectivity, and fuel-saving technology. Ford has been selling the compact van in the U.S. since 2009. "Fleets have embraced the Transit Connect for its maneuverability, flexibility and efficiency," said Tim Stoehr, Ford's general fleet marketing manager. "The compact van does even more for our customers, adding two new drivetrains, including the only diesel in the segment, as well as smart, intuitive technology such as standard pre-collision assist with pedestrian detection, standard embedded modem, standard Side Wind Stabilization, available blind spot alert with cross-traffic alert, available lane keeping system, available wireless phone charging and available adaptive cruise control." Among the three available engines, Ford will offer a 2.5-liter iVCT inline four-cylinder gas engine with a CNG/propane autogas prep package as a fleet-only option on XL and XLT cargo vans and XL passenger wagons. It will be paired with a six-speed automatic (SelectShift) transmission and standard 60-amp battery that's rated at 590 CCA (cold cranking amps). An optional heavy-duty 80-amp battery is rated at 800 CCA. Other fleet-only options include a third-row seat delete in the wagon, carpeted floor cover for all rows, and two engine governors to cap top speed at 65 mph or 75 mph. Ford's MyKey programmable ignition key remains standard for Transit Connect XLT. The feature enables fleet administrators to set warnings and limits for vehicle speed, and restrict the entertainment system's audio to 45% of maximum volume. .

Daimler Trucks Touts Technology Advances Ahead of IAA Show Deborah Lockridge, Heavy Duty Trucking (HDT) / September 18, 2018 Daimler kicked off the bi-annual IAA Commercial Vehicles Show in Hannover, Germany, with a flashy highlight of its latest high-tech and electric trucks, vans, and buses for some 500 media representatives from 45 countries. In 2014, recalled Stefan Buchner, head of Mercedes-Benz Trucks, Daimler Trucks hosted global journalists for a special demonstration of the Future Truck 2025 concept truck, which demonstrated automated driving functions on a closed section of German autobahn. “It still gives me goosebumps” to think about it, he told reporters gathered at an airline hangar. “The Future Truck inspired the whole world. Now it’s arrived – the future is here. Four years after presenting the vision of the Future Truck, we are introducing a series production truck with many of the same advantages.” The new Mercedes-Benz Actros has more than 60 new features. According to Buchner, four of them are world “firsts,” some of which could well make their way into North American trucks in the future (just as the Future Truck 2025 demonstration in 2014 was followed up by the Freightliner Inspiration Truck driving itself across Hoover Dam for reporters the following year.) 1. Multimedia cockpit Instead of gauges and buttons, the dash features two flat screens, like elongated tablets. Both can be controlled via thumbpads on the steering wheel, and the right-hand one is also an intuitive touchscreen. 2. Active Drive Assist This feature builds on adaptive cruise control to put partially automated driving into series production. The new Active Drive Assist can brake, accelerate and steer independently. Unlike systems that only work at certain speeds, Active Drive Assist offers the driver partially automated driving in all speed ranges for the first time in a series-produced truck, according to Daimler. New elements are the active latitudinal control and the combination of longitudinal and lateral control in all speed ranges through the fusion of radar and camera information. If the truck drifts from its lane, it can automatically steer itself back. “It’s an important step to support the driver, especially on long-distance routes and in annoying traffic jams,” Buchner said. “But as we are still in partly automated mode, he still has his hands on the steering wheel.” 3. Active Brake Assist 5 Since the launch of Active Brake Assist 1 in 2006, nearly 230,000 trucks from Mercedes-Benz have been sold with the emergency braking assistant on board. Active Brake Assist 5 supports the driver when there is a danger of a rear-end collision or a collision with person crossing, oncoming or walking in the truck’s lane – with an automatic full application of the brakes if necessary. Active Brake Assist 5 now works with a combination of radar and a camera system. This allows it to monitor the space ahead of the vehicle even better and to react to persons in the road even better. 4. Mirror-cams The main mirrors and wide-angle mirrors on the new Actors have been replaced by mirror-cams as standard equipment. The mirror-cam The system offers greatly improved all-round visibility, better aerodynamics for improve fuel efficiency, and consists of two cameras mounted on the outside of the vehicle and two 15-inch displays on the A-pillars inside the driver's cab. Daimler also highlighted its electromobility progress, with a dazzling array of electric vehicles from vans to buses to heavy trucks driving silently into the hangar accompanied by dramatic music and lighting. One of those was the eActros concept truck. Martin Zeilinger, head of advanced engineering, told reporters that 10 logistics companies are involved in the testing/demonstration phase, including Nagel, Dachser, Meyer Logistics, and others. The testing will be done in two periods of one year each. Most of the test vehicles are in a 6x2 configuration, but they also are testing some 4x2s. Zeilinger emphasized that the trucks are designed for practical use and a realistic payload, although they’ll still not be able to carry as much payload as a comparable diesel thanks to the weight of batteries and other equipment. He said they have been validated for up to 200 kilometers of range. Recharging time varies from two to 11 hours depending on the charging option being used. Also on display at IAA are several series-produced or series-ready electric vehicle models: the Mercedes-Benz eVito, eSprinter vans, the Fuso eCanter and the 'Jouley' from Thomas Built Buses. In addition, the Concept Sprinter F-Cell and the E-Fuso Vision One both provide insights into the electric future. .

Daimler displays safety-first philosophy in launch John G. Smith, Today’s Trucking / September 18, 2018 HANNOVER, Germany – Safety is the name of the game, and Daimler has clearly raised that game with an array of new features unveiled during the IAA truck show. The latest generation of Europe’s cabover Actros tractor includes no fewer than 60 new features, four of which have made world premiers. But in a launch event branded as “transforming transportation”, the focuses on visibility, pedestrian detection, and automated braking took center stage. Active Brake Assist 5, for example, offers driving support at speeds up to 50 km/h – using a radar-based system that detects pedestrians more than a meter tall. After the system warns a driver about the person ahead of the truck, it will fully apply the brakes automatically. Earlier generations of such collision-mitigation systems have only been able to detect objects like vehicles, or offered just partial braking. Active Drive Assist, meanwhile, combines active longitudinal and lateral controls at all speeds, using cameras and radar to read the area ahead of the truck, intervening with steering support to help keep an equipped vehicle in its lane. It builds on the existing Proximity Control Assist system with stop-and-go functions, as well as Lane Keeping Assist. If the truck gets too close to another vehicle, the brakes are applied. When the vehicle ahead begins to speed up, the truck accelerates back to a predetermined speed. Meanwhile, pedestrians or cyclists too close to the right side of a vehicle are better protected through Sideguard Assist with Pedestrian Detection, offering the truck driver a combination of visual and acoustic warnings. It’s something that will be particularly handy when making right turns in urban areas. Visibility has also been enhanced with a new MirrorCam system that displays images on two large vertical screens mounted on the A pillars, largely eliminating some of the traditional blind spots associated with traditional West Coast mirrors. It’s more than a simple camera image, however. A series of lines that overlay the video image help drivers to better determine distances. When reversing, the upper display shows the area close to the vehicle, while the lower display shows the area further away. A driver-initiated setting will keep the back of the trailer in the center of the screen as the truck backs around a corner. And the display will even show warnings from a Sideguard Assist system. An added advantage to using a camera-based system is improved aerodynamics, playing a role in helping the latest generation of the Actros to improve fuel economy by a reported 3% on the highway and 5% in urban settings. The new Actros with an L cab or above comes standard with the MirrorCam system instead of a conventional mirror. North American regulations still require traditional mirrors, though. But the broader story comes from more than any single system. In many cases, the new capabilities overlap and strengthen each other. Active Drive Assist, for example, draws data from the latest generation of Daimler’s Predictive Powertrain Control, and uses the same radar and camera-based technologies as Active Brake Assist 5. Updates are not limited to safety systems alone, either. New multimedia displays in the cab also replace traditional switches and buttons, with the new Actros featuring two centrally located color displays. The conventional instrument cluster with speedometer, tachometer and fuel gauge now appears on a flat screen. The secondary display is a touchscreen to offer controls, with added functionality offered through the networked Multimedia Cockpit. Other Actros features announced today include: Predictive Powertrain Control, a cruise control system that recognizes junctions and roundabouts. A refined Uptime service, with real-time monitoring of all key vehicle functions, including the ability to control trailer functions. This year, Service 24h will offer real-time breakdown monitoring and repair status. The Fleetboard Cockpit, which includes a communication platform for truck drivers known as the Fleetboard Driver App, and a service that reports anomalies between fuel consumption and refueling data for Fleetboard Fuel loss. “We deliver innovation and progress because there’s always a better, stronger, simpler way to do it,” a video proclaimed. “We’ve been transforming transportation since 1896 and we’ll continue doing so to keep the world moving.” “We know what’s possible with technology,” Daimler Trucks and Buses CEO Martin Daum said, challenging those who might suggest the company is slow to introduce new technologies to the market. “We don’t promise. We deliver.” The question now is how long it will be before such technological advancements appear in Freightliner’s New Cascadia. The global manufacturer often adopts many of its innovations on both sides of the Atlantic. .

Meet Mercedes-Benz’ tech-laden new Actros Jeff Crissey, Commercial Carrier Journal (CCJ) / September 18, 2018 On the eve IAA 2018, the world’s largest commercial vehicle show in Hannover, Germany, Daimler Trucks introduced the new Mercedes-Benz Actros. More than just a vehicle refresh, Daimler says the production-series cabover is the realization of its Future Truck 2025 initiative rolled out four years earlier. The Future Truck’s fingerprints indeed are all over the new Actros, which boasts more than 16 new intelligent system features and four industry-firsts for production vehicles: a digital multimedia cockpit, semi-autonomous driver assistance, active braking on pedestrians and camera-based sideview monitoring. Regulations, size and weight restrictions, geography and customer needs clearly separate the new Actros from its Freightliner Cascadia sibling in North America, but Daimler consistently has demonstrated a willingness to introduce new truck features in other markets when demands and customer needs change. Here is a closer look at some of the major announcements of the new Actros: MirrorCam While current Federal Motor Carrier Safety Administration regulations require physical exterior side-view mirrors on trucks operating in the United States, new European regulations passed earlier this summer allow Daimler to replace conventional mirrors with MirrorCam, a new system that uses external cameras on the new Actros to display truck surroundings on two 15-inch displays mounted to the A pillars. A standard feature on the new Actros, MirrorCam is designed to increase overall side visibility and Daimler says the elimination of conventional mirrors improves aerodynamics and enhances diagonal visibility past the A pillars. “The MirrorCam increases the safety and aerodynamic efficiency,” said Gorden Wagener, chief design officer for Daimler AG. “I’m glad we were able to transform the new Actros into the digital age.” MirrorCam also displays virtual distance lines to assist the driver when steering in reverse and backing to a loading dock. A customizable reference line, such as one to represent the end of the trailer, can be added for more precise maneuvering applications. Active Drive Assist Building on the stop-and-go and lane keep assist functions in the current Actors, the new Actros’ Active Drive Assist system delivers SAE Level-2 automated driving with the addition of autonomous control of the distance between the truck and the forward vehicle as well as automatic lane guidance that combines camera-based active lane tracking with corrective steering. “Active Drive Assist can maintain the vehicle in the lane at all speeds to support drivers on long-distance roads and traffic jams, making the new Actros the first to do so in our industry,” said Stefan Buchner, head of Mercedes-Benz Trucks, adding the driver must still have his hands on the wheel at all times. “ Active Drive Assist significantly reduces the risk of accidents and the costs of a vehicle leaving its lane. It is a huge step forward in terms of safety.” Active Brake Assist 5 The new Active Brake Assist 5 system, which uses a Bendix-like camera and radar combination for object detection, now offers full emergency braking on pedestrian detection up to 50 kmph (32 mph). The camera and radar system has a pedestrian detection range of 80 to 100 meters in normal weather conditions, compared to 250 meters for vehicle detection. The system also updates the 2016-introduced Sideguard Assist, a feature that now alerts the driver to pedestrians and cyclists in addition to cars using two radar sensors mounted near the truck’s rear axle on the right side to provide audible, visual and haptic warnings. Mercedes-Benz says it soon will offer active braking in conjunction with its Sideguard Assist system. Multimedia cockpit Behind the wheel, the new Actros’ cockpit is a near carbon copy of the Future Truck 2025 concept. A large driver display with capacitive-touch controls mounted on the steering wheel replaces the traditional instrument cluster and gauges. A second display with touchscreen capability to the driver’s right side replaces many of the non-critical physical switches and buttons from the previous-generation Actros, including media, navigation, phone and climate control, using the new Mercedes-Benz User Experience (MBUX) platform. “We have placed 80 percent of all uses cases in the first two [screens],” said Wagener of the MBUX interface. .

Modine Manufacturing* set a 52-week low today of $14.90. * Modine Manufacturing Company provides engineered heat transfer systems and heat transfer components for use in on- and off-highway OEM vehicular applications primarily in the United States. The company operates through Americas, Europe, Asia, Commercial and Industrial Solutions, and Building HVAC segments. It offers powertrain cooling products, such as engine cooling assemblies, radiators, condensers, and charge air coolers; auxiliary cooling products, including power steering and transmission oil coolers; component assemblies; radiators for special applications; on-engine cooling products comprising exhaust gas recirculation, engine oil, fuel, and charge and intake air coolers; and chillers and cooling plates for battery thermal management. The company also provides heat-exchanger and microchannel Coils; unit, fluid, transformer oil, and brine coolers, as well as remote condensers; and coatings to protect against corrosion. In addition, it offers gas-fired, hydronic, electric, and oil-fired unit heaters; indoor and outdoor duct furnaces; infrared units; hydronic products, such as commercial fin-tube radiation, cabinet unit heaters, and convectors; roof-mounted direct- and indirect-fired makeup air units; commercial packaged rooftop ventilation units; unit ventilators; single packaged vertical units; precision air conditioning units for data center applications; air-handling units; chillers; ceiling cassettes; hybrid fan coils; and condensing units. It primarily serves automobile, truck, bus, and specialty vehicle OEMs; agricultural, industrial, and construction equipment OEMs; commercial and industrial equipment OEMs; heating, ventilation, and cooling OEMs; construction architects and contractors; and wholesalers of heating equipment. The company also exports its products. Modine Manufacturing Company was founded in 1916 and is headquartered in Racine, Wisconsin.

Your truck is a 1996. Have the front springs ever been replaced before?

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

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

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

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

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

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

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

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

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