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Just as the dual sales channel Chevrolet/ GMC strategy works well for GM, resulting in greater overall sales, the Kenworth/Peterbilt arrangement has worked well to target a broader range of potential customers, to Paccar’s benefit. It all boils down to management’s latest thought process, one or more executive’s personal opinion, rather than what is actually right. Paccar would not have the North American market share it enjoys today if it had only a single brand all these years.

At Ford Trucks, we’re serious about trucking. It's why we designed the all-new 2019 Ford Cargo heavy truck range from the ground up to meet your needs and expectations. See your authorized Ford heavy truck dealer for details. . .

Transport Topics / March 15, 2018 U.S. retail sales of Class 8 trucks shot up 49% in February to nearly 17,000 units as all but one truck maker posted high double-digit gains. Truck makers sold 16,687 units compared with 11,200 a year earlier, WardsAuto.com reported. Year-to-date, sales climbed 40.6% to 31,145. They are forecast to surge this year compared with 2017. “Truckers’ profits are off to the races, and when truckers make money they buy trucks,” Michael Baudendistel, a financial analyst with Stifel, Nicolaus & Co., wrote in a note to investors. In the 2017 fourth quarter, revenue per mile (excluding fuel surcharges) for public truckload carriers rose 10% year-over-year. As a result of the new tax reform law, their net margins are expected to increase 6% to 7% compared with 4% on average, Baudendistel wrote. “This is kind of the natural outcropping of what we have seen swelling over the last six months or so [as Class 8 orders topped 218,000],” said another analyst. He said a cycle of strong retail sales is at hand. Its latest forecast calls for North American Class 8 sales in 2018 to increase 25% to 314,500 compared with 252,000 in 2017. In 2019, the total is expected to stay essentially flat at 314,800. “Everybody is expanding to get what [freight] they think they can get” amid vigorous freight demand, nearly full-truck utilization and high rates, said Don Ake, vice president of commercial vehicles, at research firm FTR. “Now, in most places logistics is much harder to manage,” he said. The demand for trucks has truck makers ratcheting up production rates, which now stretch into October at Daimler Trucks North America, the company reported. DTNA’s Freightliner brand sold a leading 6,310 heavy-duty trucks, up 46.4% from a year earlier and good for a 37.8% market share. Western Star, DTNA’s niche brand, sold 379, up 34.9% from the 2017 period, earning it a 2.3% share. In a survey of about 25 DTNA dealers, they reported extended lead times for Freightliner are longest for over-the-road Class 8 trucks, according to Neil Frohnapple, director of equity research at The Buckingham Research Group, who conducted the survey. “A few dealers are concerned that customers could switch to other [truck makers] with shorter production lead times from their respective factories,” Frohnapple wrote in a note to investors. For International Trucks, a unit of Navistar Inc., sales hit 2,244, up 71.8% from the 2017 period and good for a 13.4% share. International’s backlog also is filling out the third quarter, the company said. “So everybody wants the best deal they can, but what they really want is the overall best value. And we’ve been very, very successful with the launch of our new products, particularly the LT [on-highway Class 8], and the A26 [12.4-liter engine] is doing extremely well also,” Michael Cancelliere, Navistar’s president of truck and parts, said March 8 during a fiscal-year first-quarter earnings call with analysts. At Peterbilt Motors Co., sales were 2,487, up 36.9% from a year earlier and good for a 14.9% share. Kenworth Truck Co. notched 2,100 sales, a year-over-year increase of 57.8% and good for a 12.6% share. Peterbilt and Kenworth are units of Paccar Inc. In February, Peterbilt introduced its Model 579 UltraLoft, an 80-inch integrated sleeper that has a 2% improvement in aerodynamics over the company’s current detachable sleeper. Production is scheduled to begin this summer. At the same time, Paccar is not concerned with 2018 being the possible peak of the current cycle, CEO Ron Armstrong said during a recent fourth-quarter earnings call with analysts. “We’ll flex to adjust to whatever the market demands are, and it’s a real strength of our company,” Armstrong said. Volvo Trucks North America sold 1,973 trucks, an 88.3% gain from a year earlier, and earned an 11.8% share. VTNA on March 14 launched its updated Class 8 VNX model designed for heavy-haul applications, which the company said made up a high-profile segment of the industry. It is available for order as a day cab, flat roof or midroof sleeper. The earlier version came on the market in 2013. Mack Trucks sold 1,194 trucks, an 8.1% gain over the year-earlier period, for a 7.2% share. “We expect there will be great opportunities this year,” said Jonathan Randall, senior vice president of sales and marketing for Mack Trucks North America. “We also expect some challenges along the way as we continue to keep a close eye on supply chain disruptions that can occur during a booming year.” .

Ford set to replace 75% of North American lineup in 2 years Michael Martinez, Automotive News / March 15, 2018 4 new nameplates planned DETROIT -- Ford Motor Co. says it aims to supplant Toyota Motor Corp. as the top seller of hybrid vehicles in the U.S. in three years as part of a dramatic reshaping of its lineup to focus heavily on utility vehicles and pickups. The automaker plans to add two off-road SUVs and create hybrid or electric versions of its other utilities with the expectation that light trucks will account for nearly seven out of every eight vehicles it sells in 2020. The automaker on Thursday said it would replace more than 75 percent of its North American lineup and add four nameplates within the next two years. It said the product blitz would reduce the average age of its fleet to 3.3 years from 5.7, giving it the industry's freshest lineup among full-line automakers. By 2020, Ford expects pickups, utilities and vans to be 86 percent of its sales, up from about 70 percent today. It will have eight utilities in North America, up from six today. Ford plans to offer a hybrid variant -- either a traditional hybrid, a plug-in hybrid or both -- on every new utility it adds or redesigns moving forward. The automaker expects to overtake Toyota in hybrid sales by 2021. Ford is currently No. 2. "We're moving past hybrids as a science project," Jim Farley, Ford's president of global markets, told reporters during an event at the automaker's product development center. "They're an accepted, reliable technology, and we want to make them as emotional and valuable as the desirable EcoBoost." The announcements followed months of pressure by analysts and investors who have asked for more concrete proof of Ford's plans to cut costs and transform its business. Wall Street and industry observers in recent months have criticized Ford as having an outdated product portfolio that, outside of the F series and Mustang, relies too heavily on low-margin cars and older SUVs. "Our passion for great vehicles is stronger than ever," Ford CEO Jim Hackett said in a statement. "This showroom transformation will thrill customers, drive profitable growth and further build toward our future of smart vehicles for a smart world." Product changes Ford's new utility offerings will fall into one of two categories: performance-oriented or off-road. "Where we compete is what you're seeing Ford bet on," Farley said. "We don't just want to be in the generic SUV business. We want to be either in the performance or in the high-speed, off-road business." That means an expansion of the Ford Performance ST badge, which Ford has already announced for the freshened Edge coming this year. There will also be an Explorer ST, Farley said Thursday. He also said Ford will offer a "lineup of off-road SUVs," including a small, purpose-built SUV and the Bronco, which is arriving in 2020. Farley said Ford was looking to target brands such as Jeep and Land Rover but with a different customer in mind. "Both of these vehicles are for a growing group of people who want to simplify their life and get out there with their family and friends," he said. "For Jeep, that's rock-crawling in Moab. For Ford, our people want true off-road vehicles that are comfortable at high speeds. They don't want SUVs that look like doomsday vehicles or have spartan, government-issued interiors." Additionally, Farley said Lincoln plans to offer two SUVs by 2020, including the Explorer-based Aviator. He said the luxury brand will add four utilities after 2020 but declined to go into specifics. In addition to off-road SUVs, Ford has said it plans to unveil a Mustang-inspired battery-electric SUV, tentatively referred to as the Mach 1. "That vehicle is going to be famous without having to shoot it up in space," Farley said, in a reference to Elon Musk's stunt that launched a Tesla Roadster via a SpaceX rocket last month. Operations changes Ford is working to make its vehicle-building process more efficient. It expects to achieve $4 billion in engineering efficiencies over the next five years. Among those efficiencies, it's reducing by 20 percent the time it takes a vehicle to go from a sketch to the showroom, and it's improving its plant changeover time by 25 percent. Moving forward, Ford said it plans to build its vehicles off five flexible, modular architectures. They are: front-wheel-drive unibody; rear-wheel-drive unibody; commercial unibody; body-on-frame; and battery electric. Ford also will significantly reduce the number of combinations available for order. For example, Joe Hinrichs, Ford's president of global operations, said there will be just two or three different moonroofs instead of today's seven. Roughly 80 percent of Ford vehicles are built using only 10 to 20 percent of combinations, he said. "Every action we now take is driven by what will serve our customers in a way that supports our business priorities," Hinrichs said. Ford shares rose 0.45 percent to close at $11.07 on Thursday. New tech Ford also plans to offer more standard driver-assistance technology. It has rolled out a number of features over the years, but now plans to package five of them together under a new name: Ford Co-Pilot360. That includes automatic emergency braking, blind spot monitor, backup camera, lane keep assist and auto high beams.

The Mack name has been synonymous with "heavy haul" for over 100 years around the world, and particularly in North America. America was literally built on the back of the Mack truck. That Volvo Group would, in North America, choose the Volvo brand rather than their Mack marque to go for greater market share in heavy haulage speaks volumes.

Kenworth T680 Available with MX-11 and Paccar Automated Transmission Heavy Duty Trucking (HDT) / March 14, 2018 Kenworth has made the T680 available for order with a combination of the Paccar MX-11 engine and the new Paccar Automated Transmission, designed for linehaul and regional haul applications up to 110,000 pounds GVWR. The MX-11 engine offers up to 430 horsepower and 1,650 lbs.-ft. of torque and is lighter that a comparable 13 liter engine, according to Paccar. The Paccar Automated Transmission is also lighter than comparable transmissions by as much as 105 pounds, to allow for greater payloads and has good low-speed maneuverability. “The proprietary Paccar Powertrain, which includes Paccar’s 10.8-liter MX-11 engine, 12-speed transmission and 40,000-pound tandem rear axle, provides outstanding performance through weight savings, increased fuel efficiency and enhanced driveability for Kenworth T680s operating in linehaul and regional haul applications,” said Kurt Swihart, Kenworth marketing director. The Paccar transmission features extended maintenance with a 750,000-mile oil change interval. The clutch is designed to be maintenance free and features an internally routed electrical system that minimizes exposure to the elements. It also features a fluid pressure detection system that protects the gears from low fluid conditions. The Paccar transmission is paired with Kenworth’s new column-mounted shifter that places gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance. The shifter position on the steering wheel column also frees up dash space by eliminating engine brake control switches. The 12-speed Paccar Automated Transmission is also available with the Paccar MX-13 engine rated up to 510 horsepower and 1,850 lbs.-ft. of torque and Paccar tandem rear axles to maximize Paccar powertrain efficiency and driveability. .

Rensselaer, Indiana – Eighty years after Austin Talbert first opened the doors to his company, Talbert Manufacturing is still going strong. Founded in 1938 as a heavy haul, crane rental, and construction equipment business in Lyons, Ill., Talbert made its mark in heavy-haul trailer safety innovations. Talbert is credited with the invention of the industry’s first gooseneck model with removable rear suspension for heavy-haul trailers. Current Talbert president Andrew Tanner says the company has tried to stay true to its founder’s vision of innovation and safety over the last 80 years. “We have never been a take-it-or-leave-it manufacturer,” Tanner said. “If our customers have a need, we listen and then we fulfill it. It’s how Austin Talbert made Talbert Manufacturing what it is today,” he said. The Indiana manufacturing facility Talbert occupies today is the same one its founder acquired in 1957 when he sold his crane rental and heavy-haul divisions to focus solely on trailer manufacturing, and the Talbert Construction Equipment Company became Talbert Manufacturing. Austin Talbert passed away in 2010 at the age of 97. .

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Volvo Trucks Unveils VNX Series for Heavy-Haul Trucking Applications Heavy Duty Trucking (HDT) / March 14, 2018 Volvo has debuted its new VNX series, built specifically for the needs of heavy-haul trucking operations such as logging, heavy equipment transport, and long combination vehicles. The new VNX series is the latest step in Volvo’s revitalization of its North American product range, complementing the new VNR series for regional haul and the new VNL series for long-haul operations, both introduced last year. Available with up to 605 hp and 2,050 lb.-ft. of torque, the Volvo VNX series is available in three cab configurations. The VNX 300 daycab is designed for local heavy-haul applications. The VNX 400 flat-roof regional sleeper is built for occasional overnights. The new VNX 740 features a 70-inch sleeper and all of Volvo’s latest interior enhancements, designed for heavy hauls over long distances. Approved gross combination weight ratings span from 125,000 to 160,000 pounds. Ratings of up to 225,000 pounds are available with application approval and appropriate components. Optional steer axles, lift axles, tridem drive axles, and longer fifth-wheel slides help meet a diverse range of weight distribution requirements. “From end-to-end, every feature of the VNX is built to stand up to any heavy-haul job you throw at it,” said Chris Stadler, Volvo Trucks North America product marketing manager – regional haul. “Improvements are easy to see throughout the VNX, including the bumper, axles, suspensions, braking, powertrain, and more.” Volvo VNX Offers Tough Specs for Heavy-Haul Applications Available in 6x4 tandem, 8x4 tandem, and 8x6 tridem configurations, the Volvo VNX offers a wide range of heavy-haul components to ensure it’s properly spec’d for the job. Front axle ratings range from 16,000 to 20,000 pounds with parabolic springs. The VNX is available with up to 445 tires to match front axle load capacity. Available rear axles range from 46,000 to 55,000 pounds, and the premium rear heavy-haul suspension ranges up to 52,000 pounds. Dual steering gears provide excellent maneuverability while under a heavy load. An increased ride height accommodates more articulation and front ramp angle, while the VNX bumper features a heavy-duty tow pin and center tow frame that equalizes forces to the chassis. The standard powertrain package for the new Volvo VNX is a Volvo D13 engine with 500 hp and 1,850 lb.-ft. of torque, paired with the 13- or 14-speed Volvo I-Shift with Crawler Gears automated manual transmission. Volvo’s new VNX series is also available with up to 605 hp and 2,050 lb.-ft. of torque, provided by the Cummins X15 Performance Series engine and paired with an Eaton Ultra Shift Plus or manual transmission. Safety and Connectivity, Too Like all Volvo models, the new VNX series cab is built with high-strength steel and exceeds both the Volvo Swedish Cab Safety Test and ECE R-29 rollover requirements. The standard driver’s side airbag is now joined by an integrated, seat-mounted rollover airbag on the driver’s side. Volvo Enhanced Stability Technology, an electronic stability control system, is standard on all Volvo VNX models. By continually monitoring operating parameters, it detects imminent loss of control, jackknife, or rollover events. The system automatically reduces engine torque and selectively applies braking to help the driver keep the truck on course The Volvo VNX series is equipped with automotive-quality LED headlights that produce abundant bright light to improve visibility. Automatic lighting and rain-sensing wipers are also available to improve safety. Inside, the dashboard on the VNX has been optimized to reduce distraction by displaying the critical information a professional driver needs at a quick glance and by grouping frequently used controls within easy reach. A configurable, 5-inch color driver information display with improved graphics works with steering wheel-mounted controls providing key operating information, as well as the ability to choose your preferred diagnostic data. A dash-top tray with multiple USB and 12V connections provides a convenient home for a driver’s many gadgets, which can also be linked to the optional in-dash infotainment system. Always in view, the instrument cluster’s clean, symmetrical layout and diffused, light-green backlighting makes it easy to read, reducing eyestrain and fatigue. All Volvo VNX models come standard with Volvo’s factory-installed connectivity hardware for access to Remote Diagnostics, which provides proactive diagnostics and monitoring of critical engine, transmission and aftertreatment trouble codes. The same hardware also allows customers to perform software and parameter updates over-the-air with Remote Programming, which helps improve uptime and vehicle efficiency, while reducing downtime costs. .

VTNA rolls out revitalized VNX tractor Sean Kilcarr, Fleet Owner / March 14, 2018 OEM dubs it a “hybrid” serving both on-highway and off-road needs. DUBLIN, VA. Volvo Trucks North America (VTNA) introduced a rebooted version of its VNX heavy-haul tractor model, available in one daycab and two sleeper configurations with Cummins and its own Volvo-branded powertrains as options. “The revitalization of our new VNX model shows we’re capable of handling heavy haul to support customers operating forestry and logging, heavy tanker operations, heavy flatbed and lowboy applications, and B-Trains,” said Chris Stadler, VTNA’s product marketing manager for regional haul. “Heavy haul is not a very big market but it is a very specialized market – there is no typical application or operation in heavy haul. There are different dilemmas and limitations to deal with. So our purpose [with the new VNX] is to bring more value to this market; to bring VNL features into the VNX and give customers more value than what they expect.” The revitalized tractor is available in three cab configurations: the VNX 300 daycab; the VNX 400 flat-roof regional sleeper, with a 42-in. sleeper berth; and the VNX 740 with a 70-in. sleeper. Approved gross combination weight ratings (GCWR) range from 125,000 to 160,000 lbs., with ratings of up to 225,000 lbs. available with application approval and appropriate components. There are range of optional steer axles, lift axles, tridem drive axles, and longer fifth-wheel slides available help meet a diverse range of weight distribution requirements, the OEM noted, including: 6x4 tandem, 8x4 tandem, and 8x6 tridem configurations; front axle ratings range from 16,000 to 20,000 lbs.; up to 445 tires to match front axle load capacity; rear axles ranging from 46,000 to 55,000 lbs.; and a “premium” rear heavy-haul suspension that ranges up to 52,000 lbs. Dual steering gears also help provide better maneuverability while under a heavy load, VTNA said. The standard powertrain package for the retooled VNX is a Volvo D13 engine with 500 hp and 1,850 lb.-ft. of torque, paired with the 13- or 14-speed Volvo I-Shift automated manual transmission (AMT) with crawler gears. The tractor can also be spec’d with the Cummins X15 Performance Series engines, with ratings of up to 605 hp and 2,050 lb.-ft. of torque, paired with either an Eaton Ultra Shift Plus AMT or Eaton manual gearbox. The VNX comes standard with the Volvo Enhanced Stability Technology (VEST) electronic stability control system as well as automotive-quality LED [light emitting diode] headlights, with automatic lighting and rain-sensing wipers available as options. Stadler said the VNX features a new hood design that is shared with the VNR regional and VNL long-haul models that will help improve both engine performance, due to improved airflow, as well as fuel economy due to its aerodynamic shape. He added that the VNX also shares a range on interiors features moved over from the VNL to help with driver retention – amenities Stadler said have rarely been offered in the heavy-haul segment. “The new VNX is a heavy-haul work tool for demanding jobs, and it gives professional drivers a comfortable working environment for performing at their best,” he explained. “The workspace was designed for maximum comfort and productivity, while the sleeper was designed to offer drivers a calm, restful space for their hours off the road.” The dashboard on the VNX has been redone in the VNL style to reduce distraction by displaying the critical information a professional driver needs at a quick glance and by grouping frequently used controls within easy reach. A configurable, five-inch color driver information display with improved graphics works with steering wheel-mounted controls providing key operating information, as well as the ability to choose your preferred diagnostic data. On top of that, a dash-top tray with multiple USB and 12-volt connections provides a “safe, convenient home” for a driver’s many gadgets, which can also be linked to the optional in-dash infotainment system. The retooled VNX enters production this May. .

Joe Howard, Transport Topics / March 14, 2018 DUBLIN, Va. — The timing is right for Volvo Trucks North America to “take a further step” into the heavy-haul market, a company executive said during the launch of an updated model in its VNX series. “This is us,” Magnus Koeck, vice president of marketing and brand management, told reporters during a March 14 presentation at the company’s customer center here alongside Volvo’s truck manufacturing plant. “We know how to develop trucks for rough conditions.” Volvo also recognizes that the business case is strong for the new truck, he said. “We see that we have a strong labor market, and consumer spending is driving GDP growth,” he said. “We had the rebound of the manufacturing sector in 2017, and we also see some moderate expansion into this year.” He added, “Construction is doing well overall. Housing is doing fine; it will have a slight increase this year.” He said that the company offers these types of severe-duty models worldwide, including its home country of Sweden, and is ready to expand its presence in the segment in North America. He pointed specifically to Canada and upstate New York as regions where heavy-haul applications are prevalent. With the new VNX, the company is targeting segments that include logging, heavy equipment transport and long combination vehicles, Volvo said. The new model replaces the earlier VNX, which was first introduced in 2013 at the Mid-America Trucking Show in Louisville, Kentucky. While heavy-haul is a small part of the truck market, it is one where Volvo recognizes demand, added product marketing manager Chris Stadler. “It’s not a big market, but it is a specialized market. There are needs,” he said. “There is no typical application out there in heavy haul.” Stadler added that Volvo listened to its customers to design a truck that could meet those specialized needs and handle “the jobs they do day-in and day-out.” “It is a high-profile segment,” Koeck added. The VNX will be offered in three cab configurations: the VNX 300 daycab, VNX 400 flat-roof regional sleeper and VNX 740 with a 70-inch sleeper. It will be available in 6×4 tandem, 8×4 tandem, and 8×6 tridem configurations, the company said. Power will come from either the Volvo D13 or Cummins X15 Performance series engine, with power ratings across the two engines ranging from 505 horsepower and 1,850 pound-feet of torque to 605 hp and 2,050 pound-feet. The Volvo I-Shift automated manual will be paired to the D13 in either 13- or 14-speed variants. When equipped with the I-Shift, the truck features a “crawler” mode that permits low-speed operation when climbing or ascending steep grades. Cummins-equipped models will be paired to the Eaton UltraShfit automated transmission. Both engines will be offered with Eaton manual transmissions. The truck is available in approved Gross Combination Weight Ratings from 125,000 to 160,000 pounds. Ratings of up to 225,000 pounds are available with application approval and appropriate components, the company said. The VNX offers optional steer axles, lift axles, tridem drive axles and longer fifth-wheel slides to help meet a variety of weight distribution requirements, Volvo said. Available rear axles range from 46,000 pounds to 55,000 pounds, and with rear heavy-haul suspension ranges up to 52,000 pounds. Dual steering gears help with maneuverability when the truck is carrying a heavy load. Plus, its high ride height can accommodate more articulation and front ramp angle, Volvo said. .

Ford recalls 1.4 million sedans because steering wheels could fall off Michael Martinez, Automotive News / March 14, 2018 Ford Motor Co. is recalling nearly 1.4 million Ford Fusion and Lincoln MKZ sedans in North America because loose bolts could allow the steering wheel to come off. The automaker said it knows of two accidents and one injury linked to the problem, which federal regulators began investigating in October. Ford said the steering wheel bolt can loosen over time, resulting in detachment of the wheel and a loss of steering control. The recall covers the following vehicles: 2014-17 Fusions built in Flat Rock, Mich., from Aug. 6, 2013, to Feb. 29, 2016. 2014-18 Fusions and MKZs built in Hermosillo, Mexico, from July 25, 2013, to March 5, 2018. The vast majority of the vehicles were sold in the U.S., while some are in Canada and Mexico, Ford said. Ford is telling dealers to install a longer steering-wheel bolt "with more robust thread engagement and larger nylon patch placed properly for proper torque retention." It's the second time in the last month that an automaker has had to initiate a recall for steering wheels that can fall off. Hyundai recalled about 44,000 of its Santa Fe and Santa Fe Sport crossovers in late February, saying the steering wheel assembly could break. Clutch plate fracture Separately, Ford said Wednesday that it would recall about 6,000 cars for potential clutch plate fractures that could increase the chance of a fire. That recall covers the 2013-16 Ford Focus with a 1.0-liter Fox GTDI engine and B6 manual transmission and the 2013-15 Ford Fusion with a 1.6-liter GTDI engine and B6 manual transmission. The Focuses were built in Wayne, Mich., from July 2014 through June 2016, while the Fusions were made in Hermosillo from March 2012 through June 2014. Ford said it's not aware of any accidents or injuries related to this recall.

Yes, that's a Buick — just without the 'Buick' name badge Jackie Charniga, Automotive News / March 13, 2018 DETROIT — Starting with the 2019 model year, Buick vehicles will no longer bear the name in North America. As each vehicle shifts in the next model year, the company said, the naming badge will disappear. Ditching the "Buick" script badge first was the 2019 Buick Envision. The badge was conspicuously absent during the premiere of the vehicle's midcycle refresh last month. "It was a small running change that we didn't view as especially worth announcing to the world, but I've been pretty amazed by the interest in it in the past couple days," Buick spokesman Stuart Fowle said. The main reason for dropping the script is consistency across marketplaces, according to Fowle. Since launching Buick in China, the only market outside of North America for the brand, the badge has been absent on those vehicles. But market research Buick conducted revealed that 3 out of 4 consumers recognize the tri-shield badge as Buick without seeing the name. "We are in the minority of brands that have their badge in addition to having their name on the back of the vehicle," Fowle said. "It was like we were saying Buick on the back of the car two times." Across the industry, Buick found name badges are disappearing more and more from vehicles. The exception, Buick found, is the pickup market, where the badges appear to get bigger and bigger in each model iteration. Another benefit of losing the Buick script is clearing space for the Avenir name. Buick's upscape subbrand is currently marked on the two front doors of the Enclave and the LaCrosse, though nothing today identifies Avenir from the rear, Fowle said. .

Florida teen killed 1, stabbed 2 others at sleepover because 'of his Muslim faith' WFTS-ABC News / March 13, 2018 PALM BEACH GARDENS, Fla. — A 17-year-old Florida teen has confessed to a deadly stabbing on Monday saying he did it because of his Muslim faith, according to Palm Beach Gardens police. Police say that a sleepover at a friend's house turned deadly when 17-year-old Corey Johnson secretly planned to kill his friend's mother, brother and brother's friend in their sleep. Johnson has since been charged with one count of murder and two counts of attempted murder. According to an arrest report, Johnson was sleeping over at 15-year-old Kyle Bancroft's house on Sunday night. Kyle's brother, 13-year-old Dane Bancroft, also had a friend sleeping over, 13-year-old Jovanni Brand. Kyle and Dane's mother, Elaine Simon, was at home watching the teens. Johnson said Brand was "idealizing famous people and referencing them as gods" which went against his faith, according to the arrest report. And he felt Dane "made fun of" his Muslim faith, the probable cause affidavit states. Johnson told police that he watched violent videos on the Internet and "was reading The Quaran from his phone just prior to the attack to give him courage to carry out his intentions," the probable cause affidavit states. "Our understanding is he had converted to Islam and had been watching violent videos online," said interim Palm Beach Gardens Police Chief Clint Shannon. When asked if the incident was linked to ISIS, Shannon replied, “Not from what we’ve uncovered, but we understand he has been watching violent videos, which may have some link to ISIS.” When authorities spoke to Kyle, he told them he knew that Johnson believes in the Muslim faith and although he (Kyle) doesn't believe in the faith, the two often watched videos about Muslim Jihadists together on the Internet. "The videos are extreme and encourage death to non-believers," the arrest report states. Johnson was a student at Dwyer High School and recently withdrawn. Johnson is being held at the Palm Beach County Juvenile Detention Center without bond. The FBI is now involved in the case. Following his arrest, Johnson told police that he bought a knife on Sunday and brought it to the sleepover. He said that around 4 a.m. on Monday, he realized that everyone in the house was asleep. That's when he said he made the decision to kill Simon, Dane and Brand. Johnson went to where Brand was sleeping in the loft located upstairs and stabbed him multiple times, then cut his throat. Around that time, Simon heard a commotion coming from upstairs and when she went to check on the boys, she was met at the stairs by Johnson who stabbed her multiple times. She says that Dane ran to protect her and was also stabbed multiple times. The two were able to escape to a neighbor who called 911. Officers who responded to the scene found Johnson barricaded in a bedroom, and later found Brand in an upstairs bedroom with multiple stab wounds and a throat laceration. He was pronounced dead at the scene. Police say that Kyle was unharmed during the incident, his mother was stabbed 12 times, and his younger brother Dane was stabbed 32 times. Simon told police that she has known Johnson for over 10 years. Following Johnson's arrest, he told police that he stabbed the victims "because of his Muslim faith."

Backlash grows over Chinese deals for Germany’s corporate jewels The Financial Times / March 13, 2018 Geely’s investment in Daimler crystallises fears about a loss of engineering knowhow and expertise When Geely announced last month that it had acquired close to 10 per cent of the shares in Daimler, owner of Mercedes-Benz, the gasps of shock in Berlin were almost audible. Politicians and commentators were in uproar. MPs wanted to know how the Chinese carmaker had managed to inveigle itself into a German industrial icon. “What’s disturbing is the way Geely just crept up on Daimler out of nowhere,” says MP Kerstin Andreae, the Greens’ expert on economic policy. “One fine day Daimler’s CEO [Dieter Zetsche] woke up to find he had a new principal shareholder, and that’s a huge change in the company’s ownership structure.” The latest in a series of controversial forays into German industry and financial services, the deal crystallised longstanding fears about Chinese intentions. The way some in Germany see it, China is on a mission to suck the country dry of its technological know-how and engineering expertise, and supplant it as one of the world’s leading industrial powers. It is, from Germany’s perspective, a process that is driven and directed by the Chinese government. Even purely private investments like Geely’s in Daimler are suspect. “The fear is that the state is somehow behind this deal, that geopolitical as well as economic interests are tied up in it,” says one senior German official. Geely chairman Li Shufu insists he is a private entrepreneur with no ties to the authorities. Speaking to German tabloid Bild am Sonntag earlier this month, he said he had not taken a “single cent” from Beijing to buy the Daimler shares. And his intention was not to siphon off German technology, but to co-operate on electric and self-driving cars so the two companies could better fend off Silicon Valley disrupters such as Elon Musk. “We can’t just abandon the field to him,” he said. Yet to Chinese state media he conveyed a somewhat different message. Speaking to CCTV, he said the investment was designed to “support the growth of the Chinese auto industry” and “serve our national strategies”. Reports that Geely was eyeing Daimler’s battery technology for electric cars — the company’s crown jewel — only heightened the sense of alarm in Berlin. Indeed, the concern in Germany is that Mr Li’s Daimler deal is all of a piece with Made in China 2025, President Xi Jinping’s 10-year plan to transform the country from a low-cost manufacturer into a high-tech power dominant in 10 advanced industries, including electric vehicles. It is a strategy that Germany sees as a direct threat to its commanding position in the car industry. “If Made in China 2025 succeeds, German industry might as well just pack up and go home,” says Thorsten Benner, director of the Global Public Policy Institute in Berlin. Germany is not the only country to see a backlash against Chinese acquisitions. In the US, a bill working its way through congress would significantly increase scrutiny of inbound investment, particularly in “critical” technologies such as artificial intelligence or robotics that are part of the Made in China 2025 strategy. But the anxiety is particularly acute in Germany. It specialises in precisely the area that Chinese companies are looking to move into as their labour costs rise — high-end manufacturing. The disquiet in German boardrooms has coincided with a huge shift in the political elite’s thinking on China. “You increasingly have the feeling that Germany and China are moving from being partners, to rivals, to adversaries,” says Dirk Schmidt, an expert on Chinese foreign policy at the University of Trier. “The change in mood is astonishing, considering how quickly it’s happened.” The Geely kerfuffle is only the latest example of a Chinese investment making waves in Germany. The most controversial was Chinese appliance maker Midea’s €4.5bn acquisition of Kuka, Germany’s largest maker of industrial robots, in 2016. Then in February last year, Chinese conglomerate HNA Group snapped up a 3 per cent stake in Deutsche Bank, which it later raised to 9.9 per cent — becoming the bank’s largest shareholder. The forays triggered a backlash. After the Kuka deal Berlin abruptly withdrew its clearance for Fujian Grand Chip Investment’s takeover of German chip equipment maker Aixtron. The company later dropped its bid after the administration of then US President Barack Obama stopped the deal on national security grounds because of Aixtron’s American subsidiaries. Then last year Berlin tightened its law on overseas investment, enhancing ministers’ powers to block foreign acquisitions of 25 per cent or more of companies operating in “critical infrastructure”. The change also gave the government longer to investigate takeovers, expanding the timeframe from two to four months. That sent out an important signal, says Björn Conrad, head of the China-focused consultancy Sinolytics. “Four months can be an eternity for an M&A deal,” he says. “It means a longer period of uncertainty.” Germany’s protectionist drive moved up a gear a year ago when it teamed up with France and Italy on a joint initiative to introduce more rigorous screening of foreign takeovers of EU companies, especially those with suspected state backing. The move could be the first step towards an EU-wide mechanism similar to Washington’s powerful Committee on Foreign Investment in the United States, or Cfius. The backlash has in part been fuelled by anger at what is seen as a lack of reciprocity in dealings between China and Germany. “It’s irritating how little China has implemented the principle of openness, which it rightly demands from other states, in its own backyard,” says Dieter Kempf, head of the BDI, Germany’s main business organisation. Berlin’s new coolness towards Chinese investment has led to a marked drop-off in deal activity. China itself has contributed with a regulatory clampdown on outbound deals, amid fears that the foreign acquisitions were draining the country’s foreign exchange reserves. HNA is one of a number of Chinese groups which are now under pressure to sell overseas assets: last month it revealed it had cut its stake in Deutsche Bank to 9.2 per cent. Yet the Geely deal bucked that trend, and revived fears of Chinese encroachment. “The public reaction was huge because Daimler is the German economy, even more so than Deutsche Bank,” says another German official. Mr Li also raised eyebrows by building up his $9bn stake in a way that allowed him to circumvent strict German disclosure rules. Normally investors must tell the authorities if their share of voting rights exceeds 3 per cent. Geely got around that with a clever combination of derivatives, bank financing and share options. Some German politicians felt Daimler and BaFin, the country’s financial regulator, had been tricked. “The whole operation looks very engineered,” says Hans Michelbach, an MP and finance expert from Chancellor Angela Merkel’s CDU/CSU bloc. Geely had apparently “exploited legislative grey areas” to sidestep the law, he says. Ms Merkel herself said there could be legal “loopholes” that needed to be closed. Some politicians worried about a potential conflict of interests: the Geely holding company also owns a minority stake in Volvo Group, which competes with Daimler’s heavy trucks division. Brigitte Zypries, economics minister, says Mr Li could now claim a seat on Daimler’s supervisory board: “If competitors are represented [there], then that’s a problem.” Mr Li told Bild that a Daimler board seat was “not a priority” for him, and has said he has no plans to increase his stake — “for the moment”. German mistrust of China’s economic motives is part of a broader cooling in the Berlin-Beijing relationship. Worries about the Chinese corporate advance are merging with concern about the growing centralisation of power and more assertive foreign policy under Mr Xi, a trend that was underscored by the Communist party’s move to scrap presidential term limits this week. The number of irritants is multiplying. Late last year, Germany’s internal security service revealed that Chinese intelligence agencies were setting up fake profiles on social networks such as LinkedIn to establish contact with — and potentially recruit — German politicians and officials. Berlin is also worried about China’s leadership of the “16+1” group, which embraces 16 central and eastern European countries, 11 of them members of the EU. “The impression is gaining ground that China is succeeding in splitting Europe,” says Mr Schmidt. “It’s getting harder to co-ordinate common positions on things like human rights.” Ms Merkel addressed the issue last month during a press conference with Zoran Zaev, the prime minister of Macedonia. Was China using the 16+1 group to influence Balkan states, a reporter asked her. “The question is: are economic relations being linked with political issues?” she said. If they were, this would not be in the “spirit of free trade”. Linked to that, Germany is highly suspicious of China’s Belt and Road Initiative, one of Mr Xi’s signature projects. It is worried that European countries, perhaps even a big EU economy such as Italy, will cave in to Chinese pressure to sign a bilateral memorandum of understanding supporting the project, which aims to finance and build infrastructure in about 70 countries in Eurasia, the Middle East and Africa. At the Munich Security Conference last month, Sigmar Gabriel, the German foreign minister, long seen as a hawk on China, warned that the initiative was “no sentimental evocation of Marco Polo”, but “an attempt to establish a comprehensive system for moulding the world in Chinese interests”. China is the only country “with a truly global, geostrategic idea”, he said. The west, Mr Gabriel added, had no strategy of its own to offer in response. Back in Berlin, authorities are still wrestling with how to respond to Geely’s investment in Daimler. Officials are angry at being blindsided but conscious that they lack the tools to intervene. Some MPs talk of changing the foreign investment law again: currently, deals can only be blocked if non-EU companies try to acquire more than 25 per cent of a German entity. That has left the government powerless to become involved in another controversial transaction: State Grid of China Corp’s attempt to buy a 20 per cent stake in 50 Hertz, a German electricity grid operator. “My view is that the 25 per cent threshold is not working,” said deputy economics minister Matthias Machnig last week. “It has to be changed.” Meanwhile, in some quarters there is resignation. Chinese influence in the global economy is growing, and no company, not even household names such as Daimler, is immune. “There’s a legitimate argument that Daimler will ultimately [only] survive by becoming a little less German and a little more Chinese,” says one German official. Authorities in Berlin say they will continue to keep a close eye on Geely’s actions at Daimler. “If it was really a corporate decision, then that’s fine,” says the senior official. “But with China, you never know.” --------------------------------------------------------------------------------------------- Investing in China: German businesses bemoan party role and data laws China is Germany’s largest trading partner, with imports and exports between the two reaching €187bn last year. Some 6,000 German companies are now active in China, which has received a total of €60bn in direct investment from Germany. For Daimler, the Chinese market is critical. It sells more S-Class Mercedes-Benz models in China than anywhere else and its largest production facility is in China. Last month the company had to issue a grovelling apology for posting an inspirational quote from the Dalai Lama on its Instagram account. But German business organisations complain that the environment for foreign groups operating in China is deteriorating. Dieter Kempf, head of the BDI business lobby, spoke out in January against the “Communist party’s increasing influence” on companies. “International investors should have the last word on business and investment decisions, not the party,” he said. At issue is Beijing’s demand that internal Communist party cells in joint ventures of foreign companies and state-owned Chinese entities be given an explicit role in decision-making, including investment plans. For the Mittelstand — the small and medium-sized enterprises that are the backbone of the German economy — “this sets all the warning lights flashing,” says Hubert Lienhard, head of the Asia-Pacific Committee of German Business, a trade body. “That’s the holy of holies for any company — how I deploy my own capital.” Another big worry is China’s cyber security law, which gives the government legal controls over the encryption and flow of data. The law “poses the risk of involuntary technology transfers and the loss of intellectual property rights, says Hanna Müller, the BDI’s top representative in Beijing. “You have to disclose a lot of data, and there is the risk that commercial secrets are just no longer protected.”

Volkswagen ordered to rehire employee suspected of trying to join ISIS RT / March 13, 2018 A German court has ruled that Volkswagen should reinstate an employee that was fired on suspicion of terrorism-related activities. The company failed to prove that he poses a genuine threat. “The mere suspicion that [a person] belongs to a radical ‘Jihad movement’ as well as a preventive confiscation of an international passport resulting from it do not provide a sufficient reason for the termination of employment,” a regional labor court in the state of Lower Saxony ruled on Monday. The person in question is a German citizen of Algerian descent, identified only as Samir B. He worked as an assembly worker at one of the Volkswagen plants in the city of Wolfsburg, located around 90 km (55.9 miles) east of Hannover. In December 2014, he was detained at Hannover airport as he was trying to fly to Istanbul. Police found more than €9,000 ($ 11,155) in cash and a drone in his bag. He was suspected of making an attempt to travel to Syria and Iraq to join the Islamic State (IS, formerly ISIS). The Wolfsburg city authorities then confiscated his international passport. Samir B. attempted to appeal that decision but a German court ruled in 2016 that the travel ban was justified. The court also said the man was a member of a local radical Islamist group and had contacts with “numerous people who had joined… Islamic State.” Following the court’s decision, Volkswagen dismissed the assembly worker, arguing that he posed a threat to the company’s “peace and security.” Samir also appealed this decision, however. According to the German daily Bild, Samir B. had close contact with two other radicals, who subsequently left Germany for Syria, where they joined IS but were later killed. He was also in communication with an IS recruiter and two other extremists who have since been imprisoned in Germany after returning from the Middle East. Volkswagen’s lawyers argued that the man issued threats against his colleagues, reportedly telling them they “will all die.” They also told the court that they believed he could potentially stage a terrorist attack at the plant. All these facts appeared to carry insufficient weight for the Lower Saxony court, however, which deemed his dismissal invalid. The court said that Volkswagen failed to provide any valid evidence of misconduct or any proof that the man could put the security of the plant in jeopardy. They have a month to rehire him. Following the court decision, Volkswagen said it, “continues to believe that the dismissal was justified.” The company added that it would consider appealing the ruling in the federal labor court after examining the decision, as reported by the Stern daily. In the meantime, Samir’s lawyer, Hans-Eberhard Schultz, denounced his client’s dismissal as a manifestation of “institutional racism.” Volkswagen decided to fire the man “because he is a radical Salafist,” the lawyer told NDR, adding that such attitude poses a “big problem.” Salafists follow an ultra-conservative, fundamentalist interpretation of Islam, and Salafist organizations such as Hizb ut-Tahrir seek to live under Sharia law, perceiving Western-style democracy as incompatible with obeying God. Their beliefs are often regarded as the spiritual basis for groups like Al-Qaeda and IS. German authorities have repeatedly expressed concerns over the steadily growing number of Islamist radicals living in Germany. In January 2018, a report by the German domestic intelligence service, the BfV, said that the number of Islamists in Berlin has more than doubled since 2011. In late 2017, the head of the BfV, Hans-Georg Maassen, warned that there is now a record number of Islamists in Germany, putting their number at roughly 11,000.

Aaron Marsh, Fleet Owner / March 13, 2018 Beginning with an electrified Class 4 NPR-HD, Isuzu's group of battery electric cab-over trucks could make it into customers' hands later this year for fleet demonstrations. While Isuzu Commercial Truck of America has noted that its forte is medium-duty trucks running 4-cyl. turbo diesels, the company rolled out an all-electric truck at the 2018 Work Truck Show that was headed straight for testing after the event. Fleet Owner caught up with Isuzu's Brian Tabel, executive director of marketing, to hear more. "We're putting together a group of five of these, and we'll be evaluating, testing and monitoring them," Tabel said. "Hopefully in Q3 of this year, we'll be putting all five of them in customers' hands for real-world demonstrations to get feedback about what's working, what's not working, and how we can progress and monitor for the future as we look at developing this product for the U.S. market." This first group of Isuzu's battery-electric trucks will be based on the Class 4 NPR-HD, which has a gross vehicle weight rating of 14,500 lbs. Isuzu turned to Nordresa, a developer and manufacturer of commercial electric powertrains in Québec, Canada, to modify the N-Series truck with electric motivation. The electric NPR-HD on display was quite young — it was finished just a few weeks ago — but nonetheless sported graphics and had a well-finished look. Tabel explained that it will be tested in a number of ways and environments including weight, load capabilities, charge times, and distances possible under various loads in a range of weather and temperature conditions. "We'll be evaluating everything," Tabel said. "These vehicles will be around the country in different environments so we can get a true evaluation of the differences in how an electric vehicle is going to operate in cold weather, for example, vs. a hot, humid climate in Florida." Climate and temperature variations can have a big effect on electric vehicles and their capabilities. Tabel pointed out how his own hybrid-electric passenger car shows a notable difference with heavier power drains like running the heat and electrically heated seats, for example, which effectively siphon power away from the electric motor. As far as what duty cycles Isuzu thinks the electric trucks will be good for, it's likely to be things like pickup and delivery and use in urban environments. "That's really where you're going to excel with an electric vehicle," Tabel contended. But Isuzu acknowledges that electric trucks are a certain part of the future, he added, just as electric vehicles have already made inroads in the passenger car market. "There's definitely some big customers out there that are requesting it," Tabel noted of electric trucks. "They're big fleet customers looking five, 10, 15 years down the road at how their fleets are going to work. "They're definitely looking at this technology and saying that this is the direction that they want to go," he continued. Meanwhile, regarding other alternate fuels, Isuzu now offers the Class 3 NPR Gas and Class 4 NPR-HD Gas with General Motors' 6.0L Vortec V8 gasoline engine that can be prepped to run on liquefied petroleum gas (LPG) or compressed natural gas (CNG). "It's an abundant resource for us," Tabel said regarding natural gas in North America. "As fuel prices are so low, I don't think there's as much of that desire or need that people want to move to different fuels," he added, "but if fuel prices increase, the demand for alternative fuels will increase again." Thus, the business demand for alternative fuels must be there to drive product development, but that's not all. For fleets especially, electric or alternative fuel vehicles need access to charging or fuel supply. "The infrastructure is the other thing that needs to be there," Tabel said. "There are a lot of places that don't have a CNG station near them, for example. But as the infrastructure improves and people have more fuel options, I think you'll see that trend where things will turn back to interest in things like CNG." .

Fuso adds gas-powered Class 4 and 5 trucks to its lineup Josh Fisher, Fleet Owner / March 13, 2018 Adding to its diesel and electric FE trucks, Mitsubishi Fuso will manufacture new gas trucks in South Carolina. INDIANAPOLIS. Mitsubishi Fuso Truck of America introduced its new gasoline-powered Class 4 and Class 5 FE Series cabover work trucks to go with its diesel and electric-powered FE trucks. The third powertrain option gives the OEM the broadest option among medium-duty trucks today. The new gas-powered trucks feature a GM 6.0L V8 engine and Allison 1000 automatic transmission. The company is touting its new cab interior that it says is designed to improve driver comfort and efficiency and will also find a home in the FE diesel models. The V8 gasoline engine will be initially available in two Fuso Class 4 models — the FE140 (14,500 lb. GVWR) and FE160 (15,995 lb. GVWR). It will soon be available in Fuso’s Class 5 FE180 (17,995 lb. GVWR) model, making it the first Class 5 cabover with an available gasoline-fueled engine. In all models, the PSI-GM V8 engine provides 297 HP and 361 lb-ft of torque. It has a broad torque curve and engine management calibration developed specifically to integrate seamlessly into FUSO’s FE models using the Allison 1000 transmission. In future models, the engine could be equipped to use compressed natural gas (CNG) or liquefied petroleum gas (LPG) as fuels, for those fleets looking to reduce their emissions footprint. “The truck demonstrates our ability to leverage the resources of our parent company Daimler,” Bill Lyons, Fuso’s vice president of sales operations, said at the Work Truck Show last week. “The entire project is a collaborative effort between Fuso and Freightliner Custom Chassis Corp. These will be the first Fuso vehicles assembled in the United States in Gaffney, SC. The truck will be produced using engines and transmissions built in the United States and chassis and cabs sourced from both Fuso in Europe and Japan.” The gasoline models, while not priced yet, will be several thousand dollars cheaper than their diesel counterparts, according to Lyons. The Class 4 trucks will be available later this year; the Class 5 trucks will start production in 2019. Along with the new V8 gasoline engine, the new Fusos are equiped with the Allison 1000 heavy-duty automatic transmission, which makes FUSO the first cabover manufacturer to offer a commercial truck transmission in a medium-duty cabover, according to Lyons. The Allison transmission was designed from the ground up for use in commercial trucks, according to the OEM, and includes a provision for an optional power take-off (PTO) that can drive a wide range of vocational-truck accessories, like lift bodies or dispensing pumps. The Allison transmission also takes advantage of Allison-exclusive Fuel Sense 2.0 transmission management software—with DynActive shifting technology. Instead of shifting gears based on a data table of fixed shift points, DynActive technology continually refines shifts via a proprietary learning algorithm, to provide a balance between performance and fuel economy for each operator’s specific duty cycle. The results yield a 2% to 6% improvement in fuel economy. In addition, Fuel Sense 2.0 management provides a “Neutral-at-Stop” feature that further reduces fuel consumption. To provide increased operating range and fewer fuel stops per shift, the new Fuso FE Gas models also include a 40-gallon, rear-mounted fuel tank, complemented by streamlined fuel line and wiring harness routing and securement. The latter improve serviceability for the lifetime of the truck while protecting sensitive fuel and wiring lines from rubbing and chafing damage, for enhanced durability and reliability. The clean frame rails that result also provide additional space for toolboxes and side-mounted vocational equipment. “We’re extremely happy to be able to offer these new gasoline-powered trucks to our customers,” said Justin Palmer, Fuso’s president and CEO. “While much of the medium-duty market still relies on diesel power, gasoline engines are increasing in popularity, and now occupy about a 40% market share, so development of a gas-engine option for our customers was a no-brainer... “We’re also proud of the fact that, by adding our new gas-engine line to our existing diesel FEs and eCanter all-electric trucks, our dealers can offer their customers the broadest range of powertrain choices in the marketplace,” Palmer said. “No other truck manufacturer, in any GVWR class, currently offers all three of these powertrain options.” Cab Enhancements In addition to the new powertrain, the FE Gas trucks will introduce a new cab interior design. Most notably, the driver seat bolstering and support is improved to provide all-day comfort, the seat cushion covering has been extended for durability, and the seatbelts are now high-visibility Fuso red. The instrument cluster colors were revised to improve visibility under all lighting conditions, and an LED cabin light has been added. Storage space, too, has been enhanced, with a new driver-side overhead console, floor tray and sun-visor pocket. Finally, for aesthetics, a new black-on-black color scheme has been implemented marked by silver trim accents throughout the cab interior, including the stereo frame, the shifter panel and the steering wheel emblem. All of the cab improvements noted above will be transferred to the FUSO FE Series diesel models, as well. “Our new Class 4 FE140 GAS and FE160 GAS models will be on dealer lots by the middle of this year,” Palmer said. “With this great addition to our line, we look forward to a very successful year in the medium-duty market.”

Transport Topics / March 13, 2018 U.S. retail sales of medium-duty trucks inched up in a normally flat month, clearing 17,000 units in February, WardsAuto.com reported. Sales in Classes 4-7 were 17,543, up 4.6% compared with 16,768 a year earlier. Year-to-date, sales rose 7.1% to 33,789, according to Ward’s. Sales mirror the economy, which is operating better than it was last year at this time, one analyst said. “In general, the economy is better off. We have this lingering psychological [post-election] bump that got a punctuation mark with tax reform finally getting passed. I think we are seeing early fruits of that [tax reform] with investment in equipment, especially by small businesses,” he said. The analyst suggested truck lease/rental companies could be buying earlier than usual to meet demand by businesses that need trucks to get work done but don’t want the commitment of a purchase. “It just kind of snowballs,” he added. One truck rental company agreed that something good is going on with the economy. “As we look at our Penske Truck Leasing business, our rental is really off the charts, we have never seen January come through like it has been,” Penske Automotive Group Inc. Chairman and CEO Roger Penske said on a Feb. 8 earnings call. Penske Truck Leasing Co. provides full-service truck leasing, truck rental, contract maintenance and logistics services. In February, sales of Class 7 trucks jumped the most, rising 7.8% to 4,411. Freightliner, a unit of Daimler Trucks North America, held a 51% market share in Class 7 with 2,262 sales. Combined sales by Paccar Inc.’s two truck brands rose 40% year-over-year to 902 Class 7 units. Paccar is the parent company of Peterbilt Motors Co. and Kenworth Truck Co. Class 6 volume rose 3% to 5,819 compared with a year earlier, and was led by sales at Freightliner, International and Ford. Isuzu Commercial Truck of America Inc. announced that production of its new entry in the Class 6 segment, the 2018 Isuzu FTR, will begin in May. The truck is powered by the Isuzu 4HK1-TC 5.2-liter turbocharged 4-cylinder diesel engine. The company sold 77 Class 6 trucks in February, or 6% of its Classes 4-7 volume of 1,282. Sales for Classes 4-5 rose 4.1% to 7,313 — led by Ford in Class 5 and Isuzu in Class 4. .

Heavy Duty Trucking (HDT) / March 12, 2018 Dana Inc. has signed an agreement to merge with the Driveline division of UK-based automotive system supplier GKN plc to create Dana plc, a global provider of driveline systems, in a move that will position it for the vehicle electrification market. GKN Driveline is based in the United Kingdom and produces constant-velocity jointed driveshafts, all-wheel-drive systems, and electrified driveline solutions. The transaction also includes GKN's Off-Highway Powertrain Services business, which serves the off-highway power delivery and service market. GKN Driveline has around 35,000 employees globally with operations in 23 countries and has 61 manufacturing locations, including one of the largest driveline businesses in China via its joint venture, Shanghai GKN Huayu Driveline Systems (known as SDS). With sales of around $13.4 billion, the new company will become a global leader in vehicle drive systems across light vehicle, commercial, and off-highway markets. Dana plc will also be well-positioned for the vehicle electrification market with its core eDrive technology portfolio, according to the company. The deal also solidifies Dana’s presence in key markets, such as China. "This transformative and strategic transaction solidifies Dana as a world leader in vehicle drive systems and establishes a leading position in electric propulsion, which we see as the future of vehicle drivetrains," said James Kamsickas, president and CEO of Dana. The combined company will be based in the United Kingdom as Dana plc and will continue to trade on the New York Stock Exchange under the ticker symbol DAN. The deal includes $1.6 billion in cash proceeds to GKN plc, the assumption of approximately $1 billion of net pension liabilities, and 133 million new Dana plc shares issued to GKN's shareholders, valued at approximately $3.5 billion (based on Dana's share price as of March 8, 2018). Under terms of the agreements, Dana shareholders will own approximately 52.75% of the company with GKN shareholders owning 47.25%. "We believe this transaction will result in a much stronger Dana, both strategically and financially, by taking advantage of the combined company's global scale, technology leadership, strong balance sheet, and attractive cash flow profile," said Jonathan Collins, executive vice president and chief financial officer of Dana. "In the near term, we expect our business to achieve best-in-class returns on capital and continue on the path to an investment grade credit profile." Dana expects to complete the transaction, which is subject to shareholder and customary regulatory approvals, in the second half of 2018.

Hyliion HE drive axle wins Technical Achievement Award Truck News / March 12, 2018 ATLANTA, Ga. — A powered auxiliary axle for road tractors from Hyliion, a recent start-up company, won the 2018 Jim Winsor Memorial Technical Achievement Award, the awards committee has announced. Called 6x4HE, the fuel-saving electric drive-axle system was selected from five finalists by a panel of truck writers, and presented Wednesday, March 7, during the Technology & Maintenance Council’s annual meeting in Atlanta, Ga. The electric axle, when added to a truck or tractor, acts as a hybrid system, capturing braking energy and converting it to electricity, then uses that energy to help launch the vehicle and propel it up hills, explained Thomas Healy, founder and CEO of Hyliion. This relieves the engine of some of its usual work and thus saves fuel. It also reduces wear on service brakes. The 6x4HE, consisting of an axle, a motor-generator, a lithium-ion battery pack and electronic controls, can replace the second axle in a “live” tandem or be added to a 6×2 tandem to effectively turn the truck into a 6×4. Through advanced GPS and terrain maps, the system’s controllers can determine power or recharge settings to minimize fuel consumption or maximize charging opportunities while driving. Another Hyliion hybrid-electric axle product is made for trailers. “With all the great innovations in trucking this year, we are honored to have been awarded the Jim Winsor Memorial Technical Achievement Award,” said Healy. “Hyliion is focused on delivering products that are easy to adopt, deliver a significant profit improvement to the trucking industry and improve the environment. The Hyliion 6X4HE is our first.”

Navistar is an industry leader once more.