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Sergio couldn’t possibly ignore the Class 6 opportunity.

Tesla can produce 100,000 electric Class 8 trucks a year: CEO Trailer-Body Builders / February 12, 2018 Tesla will produce at least 100,000 of its new Class 8 electric Semis a year within four years, company founder and CEO Elon Musk predicted. Speaking on the company’s quarterly earnings conference call with analysts a day after his dramatic SpaceX rocket launch, Musk also said Tesla “might be able to exceed the specs that we unveiled last year,” though he did not expand on those comments. He did, however, stress that “100,000 units a year is a reasonable expectation. Maybe more, but that's the right – roughly the right number, I think.” In November, Tesla unveiled the electric Class 8 truck, and said prices will start at $150,000 for a model with a 300-mile range, and $180,000 for a 500-mile range. During the conference call, Philippe Jean Houchois of Jefferies International Ltd. inquired whether a surge of energy in slowing down or braking the truck would be too much for a battery to absorb, and whether Tesla was considering using a super capacitor. Musk responded that “lithium-ion chemistry is so good at this point that capacitors will not be needed.” Jeffrey B. Straubel, Tesla’s chief technical officer, chimed in that “the power to energy demand on the battery in the heavy truck is actually generally less than in our performance vehicles.” Musk also said a self-driving Tesla car will attempt a trip to New York from Los Angeles within the next six months. Previously, he said Tesla would complete that test trip in 2017. Musk reiterated his belief that Lidar is not required to autonomous driving. Lidar, the technology used by numerous firm involved in autonomous driving, is short for light detection and ranging. Instead, Tesla will rely on cameras, radar, and ultrasonic sensors. “Now perhaps I am wrong,” Musk said. “In which case, I'll look like a fool. But I am quite certain that I am not.”

Transport Topics / February 12, 2018 The Trump White House’s highly anticipated infrastructure funding plan released Feb. 12 calls for states to be given flexibility from federal tolling restrictions and to be able to reinvest toll revenues in infrastructure. The trucking industry, for the most part, has rejected efforts that would lead to new tolls on existing interstates. Lifting or relaxing the federal ban on tolling interstate highways falls under Congress’ jurisdiction. “Tolling restrictions foreclose what might otherwise serve as a major source of revenue for infrastructure investment,” according to the White House’s 55-page document titled, “Legislative Outline for Rebuilding Infrastructure in America.” “Providing states flexibility to toll existing interstates would generate additional revenues for states to invest in surface transportation infrastructure. Current requirements that states must reinvest toll revenues in infrastructure would continue to apply,” the plan continued. Tolling is among the strategies proposed for realizing $1.5 trillion in infrastructure investments over 10 years. The plan also calls for states to have flexibility to commercialize interstate rest areas, as well as eliminating constraints on public, private partnerships for transit projects. “To be clear, new tolling on existing interstates is a non-starter for our industry. Tolls are ineffective and wasteful, with as much as 33% of revenue being wasted on administrative and overhead costs,” said American Trucking Associations President Chris Spear. Overall, $200 billion in direct federal funds would be sought to achieve the plan’s desired top line. From that, $100 billion would be made available for an incentives program for states and local agencies, $50 billion would be allocated for rural projects through block grants, $20 billion would be dedicated for a “transformative projects program,” $20 billion would be used to enhance existing federal credit programs and broadening the use of private activity bonds, and $10 billion would back the creation of a Capital Financing Fund. “The United States has fallen further and further behind other countries,” President Donald Trump said in a statement accompanying the plan. “It is time to give Americans the working, modern infrastructure they deserve.” Streamlining the permitting process for infrastructure projects is another key piece of the proposal. A “one agency, one decision” environmental review structure would be established. Also, the Council on Environmental Quality (CEQ) would issue regulations meant to streamline the National Environmental Policy Act (NEPA) process. “Requiring CEQ to revise its regulations to streamline NEPA would reduce the time and costs associated with the NEPA process and would increase efficiency, predictability and transparency in environmental reviews,” according to the plan. The plan is meant as guidance for Congress. It is unclear when the Republican-led chambers will legislate on infrastructure. Trump is expected to meet with congressional leaders Feb. 14. The leaders of the Senate Commerce Committee agreed infrastructure funding merits quick attention. “Through this guidance and letting Congress have the opportunity to write bipartisan legislation, President Trump has offered us direction to meet infrastructure needs in our nation’s states, cities and rural communities,” said committee Chairman John Thune (R-S.D.). The panel oversees trucking policy. “Aligning federal infrastructure funding with local priorities and looking at other impediments to building would increase accountability and help us meet our most critical infrastructure needs faster.” “Modernizing our transportation and communication networks is something we all agree the U.S. desperately needs in order to create more jobs and maintain our leadership in the global economy,” added panel ranking Democrat Bill Nelson of Florida. Rep. Bill Shuster (R-Pa.), chairman of the Transportation panel in the House, stressed the need for having presidential leadership and bipartisan cooperation to finalize a long-term infrastructure funding measure. Reaction from key stakeholders, meanwhile, has been less than enthusiastic. NATSO, the national association representing America’s truckstops and travel plazas, expressed concern about certain ideas in the plan. “Interstate tolls cost the government significantly more to administer and enforce than the existing motor fuels tax. Why would anyone fail to support an increase in the fuel tax and, at the same time, work to create another type of tax (such as toll roads) that costs more to collect than the fuel tax?” said NATSO President and CEO Lisa Mullings. Transportation Secretary Elaine Chao defended the rationale behind tolling. “We are not forcing toll roads on anyone. But we should also not discriminate against those entities that would like to have the private sector enter and participate and be a partner in their rebuilding of their infrastructure, as well,” she told reporters shortly after the plan was unveiled. “So, again, we are not pushing for toll roads. We’re also not forbidding toll roads.” Asked if the administration had ruled out a fuel tax increase to boost infrastructure funding, Chao added, “Nothing is off the table.”

Ford, Mazda expand 'do not drive' warning to additional pickups Reuters / February 12, 2018 WASHINGTON -- Ford Motor Co said Monday it is expanding an urgent warning to another 33,000 owners of older pickups in North America not to drive them until they get repairs because of a potentially defective Takata Corp. airbag inflator. Ford in January had urged 2,900 owners of 2006 Ford Ranger pickups to stop driving immediately until they can get replacement parts after a second death was linked to inflators built on the same day. The expansion of the warning was prompted by additional testing, the company said in a statement, and now covers a broader timeframe of production. Mazda Motor Corp. said it was issuing a similar expansion for about 1,800 2006 Mazda B-series trucks that were built by Ford after it had issued a warning for 160 trucks in January. NHTSA said the vehicles pose “an immediate risk to safety” and asked owners to immediately schedule a free repair. Ford and Mazda have replacement airbag inflators available now and will tow vehicles to a dealership for repair, and provide loaner vehicles free of charge, the companies and agency said. About 90 percent of the vehicles subject to the "do not drive" warning are in the United States. Two U.S. senators in January questioned why Ford’s warning applied only to a small number of the 391,000 2004-06 Ranger trucks recalled for Takata airbags in 2016 in the United States. Ford said last month a July 2017 crash death in West Virginia in a 2006 Ford Ranger was caused by a defective Takata inflator after a similar 2015 death in South Carolina. At least 22 deaths worldwide are linked to the Takata inflators that can rupture and send deadly metal fragments into the driver’s body. The faulty inflators have led to the largest automotive recall in history. The other 20 deaths have occurred in Honda Motor Co. vehicles, most of which were in the United States. About a quarter of the 2,900 vehicles have been repaired since Ford issued the warning last month, the company said Monday. Takata in June said that it has recalled, or expected to recall, about 125 million vehicles worldwide by 2019, including more than 60 million in the United States. About 19 automakers worldwide are affected. Takata inflators can explode with excessive force, unleashing metal shrapnel inside cars and trucks and have injured more than 200 people. The defect led Takata to file for bankruptcy protection in June.

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Ram plan brings Detroit ripples Larry Vellequette, Automotive News / February 12, 2018 FCA US' plan to spend $1 billion to move production of its heavy-duty Ram pickup out of Mexico has big economic implications for Detroit. But it's unclear how far the project's ripples will spread — or when. Suppliers are typically the biggest generators of jobs in a major plant project, but FCA already has a large number of truck suppliers in the Detroit area, says Mike Robinet, managing director of IHS Markit's automotive global advisory practice. Last month, the automaker revealed that in 2020 it will move heavy-duty Ram production from Saltillo, Mexico to its Warren, Mich., assembly plant north of Detroit. In discussing the plan with reporters, FCA CEO Sergio Marchionne called moving the pickup to Mexico in 2008 "an error." The Warren plant already is scheduled for a major capital project, handing off production of the light-duty Ram to a nearby Detroit-area assembly plant with increased capacity, while Warren will be repurposed to build high-end, body-on-frame Jeep SUVs. Adding the heavy-duty Ram will require the automaker to hire 2,500 workers on top of the work force needed for the Jeep plan, FCA said last month. But unclear is how much additional spending or how many more Detroit-area jobs will be created by suppliers to the pickup. Many heavy-duty Ram suppliers are also likely to provide parts for the light-duty Ram 1500, which has been moved 10 miles north to FCA's Sterling Heights, Mich., assembly plant. Robinet believes bringing the heavy-duty Ram to Michigan will shore up some suppliers that might have had production decline in recent years. But other suppliers will need to make new investments and add workers, he said. The Ram supply chain has received few specifics. An FCA representative told suppliers in a three-minute conference call on Jan. 26 that they should continue planning to support the launch of the next-generation heavy-duty Ram in Saltillo in January 2019, with their current parts plants, according to one supplier on the call. The FCA representative said that early builds of the next-generation heavy-duty pickups would be produced in Mexico through April of this year, with preproduction models starting in October, also in Mexico. That schedule means that suppliers will have to be prepared to meet 2019 production requirements for the truck in Saltillo while preparing to launch parts for the truck 1,800 miles north in Michigan in 2020. "It's going to be a cost, no question about it," said Julie Fream, CEO of the Original Equipment Suppliers Association, which represents auto suppliers. "Who bears that cost will have to be negotiated between FCA and its suppliers." Marchionne said the Saltillo plant would be repurposed to build one-ton commercial pickups for export to FCA's Europe/Middle East/Africa, Latin America and Asia Pacific regions.

Ford rushes to build more SUVs Michael Martinez, Automotive News / February 12, 2018 LOUISVILLE, Ky. — Ford and Lincoln dealers can't get enough of their biggest, most expensive SUVs to keep up with customer demand, which is a pretty good problem to have. But it's a problem nonetheless, one that Ford Motor Co. is addressing with a $25 million investment to speed up the assembly line here. The automaker planned to announce the upgrade to its Kentucky Truck Plant on Monday, Feb. 12. The investment, on top of $900 million already spent on the plant to launch the 2018 Ford Expedition and Lincoln Navigator, will allow Ford to build 25 percent more of the SUVs this year than originally planned. "It's important for this plant to produce more vehicles," Joe Hinrichs, Ford's president of global markets, told reporters here. "In this segment, people will pay for a great product. The dealer feedback has been even stronger than we've hoped for." Retail sales of the vehicles skyrocketed in January, up 59 percent for the Expedition and 132 percent for the Navigator. (Ford attributed a 15 percent decline in total Expedition sales to the timing of fleet orders.) The highly profitable SUVs are turning on dealer lots almost as fast as they can be unloaded from delivery trucks. It had been a decade since the Navigator was fully redesigned, and 20 years since the Expedition got a thorough overhaul. "Both of the vehicles are doing really well for us," Ford sales analyst Erich Merkle said. "Because they're turning so fast, we're going to do everything we can to meet the demand that's out there." CEO Jim Hackett has banned Ford employees from ordering Navigators or Expeditions for personal use, a source with direct knowledge of the directive told Automotive News. Typically, employees who get vehicles through the company's manager lease program can have their pick of the lineup, excluding some high-performance models. Restrictions on mainstream vehicles are rare, if not unprecedented, the source said. The Expedition — starting at $52,890, including shipping — is averaging just 11 days on dealer lots. The average transaction price rose $7,800 in January thanks to a 29 percent mix of the most expensive Platinum trim, which starts at $76,595. That's double the mix of Platinum models sold of the outgoing SUV, Merkle said. Navigator sales are up triple digits in every region of the country, including a 135 percent gain in Ford's western sales region, which includes California, Merkle said. Average transaction prices surged in January, up $21,300 over the same month last year. That's because 84 percent of sales were of the high-end Reserve ($82,400 sticker) and Black Label ($96,650 sticker) trims. "We could have sold a lot more in January if we had them," Mark LaNeve, Ford's vice president for U.S. marketing, sales and service, said on a Feb. 1 conference call. Kevin Collins, president of Bill Collins Ford-Lincoln in Louisville, said Expeditions and Navigators are sitting at his store for only five or six days before they're sold. "Stock is low right now and they're selling very, very well," he said. "We hope the days supply will continue at that rate because they're expensive; a dealer can't afford to have them sitting around too long." Collins said customers have been impressed with both the exterior style changes and the interior technology. "They're fine, fine products that we're really proud of," he said.

Lucas.......the people who invented darkness.

Hyundai Group, LG, Samsung.......very serious and competent global players.

Don't take this at face value. Geely is merely a means with which to gain more advanced technology. The actual interested parties are China's NDRC and SASAC. NDRC - National Development & Reform Commission SASAC - State-owned Assets Supervision & Administration Commission of the State Council

Micro-breweries aside, the one major brewery in Virginia is Anheuser-Busch, located outside Colonial Williamsburg. Carrying 97,000 pounds with 3-axle tractors equipped with "road friendly" air rear suspensions and 3-axle trailers is a global norm. The US needs to wake up and move forward.

Blair Claflin, Cummins Inc. / December 20, 2017 Cummins engineer Trent Berardi was in trouble. Usually frigid Fargo, North Dakota (U.S.A.), was too warm. With his team ready for two-and-a-half weeks of testing Cummins’ X12 engine under extreme winter conditions, Berardi had to quickly find cold temperatures close enough to his base in Columbus, Indiana (U.S.A.), to stay on time and budget. Then he got the good news: Idaho Falls, Idaho (U.S.A.), was having a cold snap. “Thankfully, we found the temperatures we were looking for relatively nearby,” Berardi recalled. Such is the life of a validation engineer, the last line of defense before a Cummins product reaches the customer. These engineers oversee final testing to make sure a new engine platform or another Cummins product works when installed in a truck or other equipment. The testing frequently includes a two-to-three week road trip to see what happens when the engine is stressed by extreme temperatures or elevation. Engineers say some things can only be discovered on the road. “You’re looking for gaps between systems,” said Berardi, a Senior Validation Engineer in the Cummins Engine Business. “It’s like playing chess on a three-dimensional board.” LONG DAYS, SHORT NIGHTS, EXTREME TEMPERATURES Validation testing takes place not only at Cummins facilities in the U.S., but in China, India, the U.K. and elsewhere. U.S.-based teams have traveled as far as Fairbanks, Alaska, and Death Valley, California, to find the ideal combination of temperature and grade. In the U.S., trips can include 8 to 10 vehicles, counting support vehicles, and as many as two-dozen engineers, some flying in to observe just part of the testing. Winter trips mean temperatures as low as 40 degrees below zero Fahrenheit (- 40° Celsius). Summer trips can include daytime highs up to 120°F (49° Celsius). Elevation testing usually takes place at 10,000 to 12,000 feet (3,048 to 3,658 meters) above sea level. A 17-hour day is pretty common and the most important hotel amenity is truck parking. Hotel parking lots are frequently used for emergency repairs. Despite the challenging conditions, validation engineers say they love the trips. “I think it’s the chance to really see how our products work,” said Jeffrey Friend, a Controls Performance Engineer based in Columbus who estimates he’s been on about 30 validation trips over 17 years with Cummins. “You’re out there with engineers who are experts in their field and there’s no phone calls, no meetings, you just focus on the product.” The testing usually involves traversing steep grades, or going from zero to 60 miles-per-hour (97 kilometers-per-hour) as rapidly as possible – commonly referred to as “drag racing” by validation engineers. The fun really begins, they say, when they “break something” – a catchall term that could involve just about anything limiting performance. Then the team has to figure out how to make improvements. “That’s when you get a chance to find something you can improve on before our product gets in the hands of the customer,” said Beth Wendel, a Validation Group Leader in the Engine Business. “That can be very exhilarating.” TALES FROM THE ROAD After a 6-month college internship on an oil tanker crossing pirate-infested waters off the coast of West Africa, Chitresh Sharma rarely gets car sick even going up and down mountain roads looking at data on his laptop. But the Senior Engineer in Product Validation at Cummins vividly remembers his time in a truck making run after run to test a Cummins engine in the desert outside Las Vegas, Nevada (U.S.A.). He asked the technician driving the truck they shared to turn off the air conditioning and roll up the windows to reduce drag as much as possible. Sharma will soon be taking a new position in Cummins’ supply chain organization, but he says “I know I’ll miss this job, and I think I’ll end up missing these trips most of all.” Friend recalls how one team he was with solved the lack of suitable restaurants in Death Valley by storing deli trays in a refrigerated truck they were testing, and during a break in the desert backing it up to another truck, creating a cool area to eat. “Problem solving is really central to all aspects of these trips,” he said. Perhaps no one has more stories about validation testing than Greg Sitzman, a Mechanical Engineering Associate based at the Cummins Technical Center in Columbus. He estimates he’s been on 50 validation trips over 10 years with the company. Sitzman has been to Alaska five times, Death Valley, International Falls, Minnesota, and many other locations. He’s driven the Alcan Highway dividing Canada and Alaska, and put chains on a test truck to keep it from sliding through the Rocky Mountains. Once he even made a repair near Yellowknife in Canada’s Northwest Territories parked on a frozen lake. That enabled him to easily slide under the truck. But he says what he likes best about the trips is the camaraderie. “To me, while I enjoy the challenges, what makes these trips special are the people,” Sitzman said. “They make it fun. They are just good people to be with.” .

So that has a 3-cylinder 20-horsepower Yanmar diesel?

BC Mack, brand new D-Types in year 2018.........who could have ever thought.

Hannah Elliot, Bloomberg / February 7, 2018 Jaguar has revealed its third continuation car, the D-Type. The six-cylinder roadster joins the Jaguar Lightweight E-Type and the Jaguar XKSS continuation cars in the program the company developed in 2014 to re-issue modernized versions of its most iconic models, Jaguar said in a statement. This latest car, although made this year, will look exactly like the original D-type, which won the Le Mans 24 Hours race three times from 1955 to 1957. Tim Hannig, the director of Jaguar Land Rover Classic, characterized the car as a "once-in-a-lifetime" project. The D-Type is likely to cost more than 1 million pounds ($1.4 million), judging from previous continuations. An original D-Type once owned by Bernie Ecclestone, former head of Formula 1, was offered for sale for $12 million last month at a Gooding & Co. auction in Arizona. While that one didn't sell, Sotheby's sold a 1955 D-Type in 2016 for almost $22 million. Against those prices, this new one, for what will likely cost less than $2 million, looks like a bargain. The D-Type is special because of its rarity, racing wins, and body styling. Its shape was heavily influenced by the most advanced aeronautical technology of the time, with a monocoque cockpit fashioned from sheets of aluminum alloy. At the time, designers followed a practice that originated in the field of aviation: putting the fuel in the vehicle's tail. Every aspect of the new version will follow authentic, original specifications, including the sleek hood, wide-angle cylinder heads, quick-change brake calipers, and unmistakable tail fin. The interior will have the same round speedometer dial, thin wooden and metal-perforated steering wheel (right-hand drive, of course), and four-speed manual shifter. The steel on the exterior will also be the alloy. At the time of its original debut, the car had 250 hp and could hit a top speed of 167 mph. Clients can even choose to buy either a 1955-spec shortnose or a 1956-spec longnose version. Deliveries will start later this year. Twenty-five will be made, considerably more than the six Lightweight E-Types Jaguar built in 2014 and the nine XKSS's it built in 2017. A spokesman for Jaguar, owned by Tata Motors, said the increase reflects that only 75 were completed of an original production run that had been intended in 1955 to reach 100, though it's safe to say the company will make a good profit producing these modern historic vehicles. Tata's Jaguar Land Rover has done similar work on a far less-expensive and rarefied scale to much success with its Land Rover Classic and Range Rover Rebuild programs. The Range Rover Rebuild program, for instance, reissues small batches (fewer than a dozen) of 1970s-era Range Rovers to capitalize on the explosion of interest in them on the vintage market. Land Rover said last month it will release a limited-edition run of a high-performance version of its Defender model. Official production of the Defender ended in 2016. The new D-Type will make its first public appearance at the Salon Retromobile on Wednesday in Paris. .

Korea Inc., led by leading Audi and BMW veteran designers like Peter Schreyer, have Detroit and Japan Inc. scared to death.

No word on the engine. I think people are going to be disappointed with Ford at the work truck show.

Defense News / February 7, 2018 WASHINGTON — The Army has chosen Oshkosh Defense to build the next-generation variant of its Family of Medium Tactical Vehicles, a primary mover for weapons, sensors and communications platforms. The contract is worth $476.2 million, according to a Feb. 7 Pentagon announcement. Both incumbent Oshkosh — having produced the FMTV A1 variant since 2009 — and AM General submitted bids and the Army entered an evaluation period in May 2017 for its FMTV A2. Both companies touted their offerings at the Association of the U.S. Army’s annual convention in October. Oshkosh has manufactured and sustained more than 150,000 tactical wheeled vehicles for the U.S. Defense Department and its allies and has delivered more than 36,000 FMTV trucks and trailers, according to the company. “For decades, the Family of Medium Tactical Vehicles has formed the backbone of the Army’s local, line haul, and unit resupply missions in combat, combat support, and combat service support units,” according to a Feb. 7 Army statement. “These trucks, consisting of 15 variants sharing a common chassis and components, play an important role as the prime mover for several weapon, sensor, and communication platforms.” “During recent conflicts, we added more protection to our medium trucks, which added weight, along with high-tech systems that require more power,” Alvin Bing, the Army’s product director for medium tactical vehicles, said in the statement. “That gave the crew the protection they needed and kept them connected to modern battlefield technology, but it also took away from how the vehicles were originally intended to perform. So we launched the A2 effort to restore the performance we had traded, while preparing the fleet to grow with tomorrow’s Army.” The Army used soldier feedback and time with industry to learn what was important and to “maximize value,” Col. Dan Furber, the Army’s project manager for transportation systems, said in the statement. Through industry days and demonstrator vehicle evaluations, the Army “made sure everyone had plenty of time to understand today’s truck and what we wanted to change,” Furber said. “As a result, we’re going to give soldiers a great truck with a stronger chassis, better protection, more power, and new safety features that provide them much better ride quality, while making them safer and more effective.” The Army owns the technical data package for FMTV. As part of the competition, the Army asked vendors to propose a series engineering change proposals to the FMTV design and for plans on how the vehicles would be produced. “Oshkosh’s FMTV A2 design features parts commonality that results in streamlined maintenance, training, sustainment and overall cost efficiency for our customer,” Pat Williams, vice president and general manager of Army and Marine Corps Programs at Oshkosh, said in a company statement. “Oshkosh is ideally positioned, given its engineering, manufacturing and FMTV experience, to execute the next generation FMTV A2 program, running along the same warm production line that has been building FMTV’s for the last eight years.” If all options are exercised during a five-year ordering period plus two additional one year options, Oshkosh could end up producing up to 2,400 vehicles under the contract, according to a Federal Business Opportunities notice. The estimated date of completion is February 2022, according to the DoD contract notice. This isn’t the first time Oshkosh and AM General have gone relatively head-to-head in a recent vehicle competition. Oshkosh beat out both AM General and Lockheed Martin in August 2015 to build the Army’s Humvee replacement, the Joint Light Tactical Vehicle (JLTV). The JLTV deal could ultimately be worth $6.7 billion in low-rate initial production but could generate up to $30 billion for Oshkosh over the entire program. After the loss, AM General focused its efforts worldwide, recently announcing last year it would develop trucks a la carte for customers around the globe. According to the Army, the new FMTVs will begin rolling off the production line in 2020. .

The Haulmax 3900’s narrow width, low centre of gravity and dual rear axle configuration offers a solution for extended distance hauls and soft & slippery underfoot conditions as a prime mover for service and support mine site equipment. Elphinstone have delivered almost 100 Haulmax trucks via the global Caterpillar Dealer Network to customers in Australia, New Zealand, Canada, Africa and the United States where they are providing solutions as extended distance haul trucks, service trucks, low bed tow tractors, water trucks, and wet weather / downhill haulers. . . .

Dramis International / November 27, 2017 Dramis International, Simard Suspensions off road department, presents its new mining truck : the D150T. Imagined, designed, manufactured and assembled in our factory, the Dramis D150T meets point by point the specifications imposed by the driving conditions of the truck: load and type of ore, distances, rolling conditions (terrains, slopes, temperatures). Each element has been designed or selected to provide the best performance, maximizing reliability and security. Contact our experts for all your off road heavy loads transportation projects. Simard Suspensions, 80 years of expertise in the increase and load distribution of your heavy trucks. www.dramisintl.com .