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IVECO Trucks Press Release / January 19, 2018 Difficult mission? Yes, we can. Insurmountable obstacle? Yes, we can. Insuperable limit? Yes, we can. Yes we can, with the NEW TRAKKER, IVECO’s quarry and construction vehicle that redefines the meaning of impossible and enables you to work on impenetrable, broken terrain, and tackle constant stresses with extraordinary performance. .

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LAS VEGAS, Nev., January 23, 2018 - Two Kenworth T880S mixers and a T880 pumper are the featured construction trucks in the Kenworth Truck Co. booth (No. 6613) at the 2018 World of Concrete Show Jan. 23-26 at the Las Vegas Convention Center. The Kenworth T880S with set-forward front axle is the go-to configuration for mixer customers whose trucks need to meet the federal bridge formula. The first Kenworth T880S mixer, operated by CalPortland, is equipped with a 10.5-yard McNeilus Bridgemaster® mixer body that meets the federal bridge standard. The T880S is specified with a Cummins ISL G Near Zero engine rated at 320 hp and 1,000 ft-lb of torque, an Allison 4500RDS 6-speed automatic transmission, set-forward 20,000-pound front axle, and a 44,000-pound tandem rear axle. The second Kenworth T880S mixer, operated by Cemstone, is equipped with an 11-yard Con-Tech BridgeKing® mixer body. The T880S has a Cummins ISX12 engine rated at 335 hp and 1,450 ft-lb of torque, Allison 4500RDS 6-speed automatic transmission, set-forward 20,000-pound front axle, and a 46,000-pound tandem rear axle. The T880 in Kenworth’s booth features the innovative Putzmeister 38X-5-meter, truck-mounted concrete boom pump with five-section boom arms and pedestal for increased maneuverability, reduced overall weight and boom unfolding height, and more user-friendly design. The T880 is owned by Joseph A. Albanese Concrete Pumping. A PACCAR MX-11 will also be displayed in the Kenworth booth. For weight-sensitive applications, the 10.8-liter PACCAR MX-11 engine saves 400 pounds compared to a 13-liter engine, offers an impressive power to weight ratio, and low fuel consumption. The PACCAR MX-11, with up to 430-hp and 1,650 lb-ft of torque, is well-suited for ready-mix trucks. “The hallmark of the vocational flagship Kenworth T880 series is its excellent performance and productivity, low operating cost and outstanding driver comfort. Truck operators can depend on the T880 and T880S to get the job done in their specific vocational applications,” said Kurt Swihart, Kenworth marketing director. .

International Truck Unveils HV Series Mid-Range Diesel Trucks Heavy Duty Trucking (HDT) / January 23, 2018 International Truck rolled out its new International HV Series Mid-Range Diesel (MRD) HV507 and HV607 truck models at the World of Concrete show in Las Vegas. The two International HV Series models join the HV513 and HV613 severe-service vocational trucks launched at the North American Commercial Vehicle Show back in September. The HV507 and HV607 models are powered by a choice of the Cummins B6.7 or L9 engines and have a 107-inch BBC dimension, which makes them shorter than the HV513 and HV613 models they complement. The new HV507 and HV607 models are available to order now from International dealers with availability pegged for March. In addition, every HV Series can be equipped as an option with OnCommand Connection, the company's remote diagnostics system, and Over-the-air (OTA) programming. OTA, available through the nine-pin International LINK device, enables drivers or fleet managers to utilize a mobile interface to initiate authorized engine programming at the customer's facility over a safe, secure Wi-Fi Connection. The service offers drivers and fleets an easy, secure means of updating engine control modules to reflect the latest manufacturer-approved calibrations, without the necessity of visiting a dealer or other service facility. The International HV Series is suitable for numeous applications. Customers can order the specific chassis configuration needed for a given application up front, which can substantially reduce the time and expense involved to upfit the vehicle. To improve driver productivity and safety, the HV Series features Diamond Logic, an advanced electrical system that streamlines chassis and body equipment integration and allows customers to program automated tasks.

Heavy Duty Trucking (HDT) / January 23, 2018 Freightliner Trucks is displaying the new Detroit DD8 diesel in a vocational model at the World of Concrete show in Las Vegas this week. The midrange-size engine is an alternative to the Cummins L9 and will be offered in the 108SD, such as the one at the show, as well as the 106SD and 114SD. The DD8, with ratings of 260 to 350 hp and 660 to 1,050 pound-feet, will be an alternative to Cummins’ L9, representatives said. The 7.7-liter DD8 is a larger, six-cylinder version of the four-cylinder DD5 introduced in 2016. Cummins’ L9 is an 8.9-liter diesel that has long been popular with weight-sensitive applications, especially concrete mixer chassis. “The DD8 engine combines the durability and efficiency expected from Detroit with the features best suited for vocational applications,” said Kelly Gedert, director of product marketing for Freightliner Trucks and Detroit Components.“As highlighted in in our World of Concrete booth, the DD8 is part of our overall strategy for having the right solution for any job.” The DD8 claims best-in-class maintenance intervals and is available with the engine and transmission power-take-off options needed for vocational applications, he saidThe DD8 display at World of Concrete includes Detroit’s variable cam-phasing for efficient aftertreatment performance. The engine is installed in the Freightliner 108SD set-back axle chassis with a ProAll volumetric mixer truck.Like the L9, the DD8 weighs hundreds of pounds less than larger-bore diesels, adding to a truck’s payload. The DD* will be priced similar to the L9, representatives said.The display truck’s transmission is an Allison 3000 RDS automatic, a midrange series unit that costs considerably less than 4000 series Allisons required for larger, higher-output engines. .

Heavy Duty Trucking / January 23, 2018 At the World of Concrete show in Las Vegas, Mack Trucks introduced a new split-shaft functionality for its Mack mDrive HD automated transmission, giving customers with high-demand power take-off needs a fully integrated solution. Split-shaft PTOs are mounted in the middle of the driveline to receive input directly from the transmission, supplying more torque for auxiliary equipment such as concrete pumps, vacuum body or high-pressure liquid transfer applications. While the split-shaft PTO is engaged, power to the axles is disconnected. The split-shaft functionality is standard on all 12-,13-, and 14-speed mDrive HD AMTs and can be activated by a Mack dealer. Additionally, all F-Series mDrive HD AMTs can be reprogrammed with split-shaft functionality with assistance from the Mack Body Builder Support Group. The functionality allows transmissions to start in 7th through 12th gears and shift to a desired continuous operation gear of 11th or 12th. Mack has also launched Mack Trucks Configurator, an online tool that allows customers to build and customize Mack Granite and Granite HD models. “The Mack Trucks Configurator presents customers with recommended specs for seven Granite applications, plus six more for the Granite MHD,” said Tim Wrinkle, Mack construction product manager. “Customers can then tailor several spec options to create a truck that best fits their specific needs.” Once complete, customers have the option to send the configuration to their local Mack dealer for additional information and quoting. The shared configuration is also streamlined with Mack’s sales quote and ordering system, allowing customers to easily receive a quote on a new Mack Granite or Granite MHD model quicker than ever. Mack also announced a new loyalty reward program for National Ready Mixed Concrete Association members who purchase Mack Granite models. The Let’s Build! Mack Trucks Parts and Service Loyalty Reward Program offers NRMCA members a $1,000 parts and service reward for Mack Granite models purchased between Jan. 12, 2018 through June 30, 2018. Customers are eligible to receive the reward for up to 10 Granite models at participating Mack dealers. “It’s good news for our construction customers that the industry is continuing to expand, and we wanted to reward them with yet another benefit to doing business with Mack Trucks,” said Jonathan Randall, Mack Trucks senior vice president of sales and marketing. “Customers require ongoing support once they purchase a vehicle, and this loyalty reward program enables them to improve their ROI by saving money on Mack Granite parts and service.” .

Neil Abt, Fleet Owner / January 23, 2018 LAS VEGAS. Just three weeks into 2018, Mack Trucks said the year is off to a strong start. Jonathan Randall, senior vice president for North American sales, said positive signals on housing starts and construction spending should translate into higher truck sales. He spoke at a press conference during the World of Concrete show, where Mack displayed upgrades to its Granite model, the most popular heavy-duty conventional straight truck in the United States. Mack is projecting North American Class 8 retail sales totaling 260,000 in 2018, a figure Randall said faces “significant upward pressure.” He added Mack is scheduled to begin full production of its Anthem highway tractor next week, as well as the updated interior for the Pinnacle and Granite models. The all-new interior features the industry’s first flat-bottom steering wheel, new gauge cluster and dash layout, and ergonomic seats developed in partnerships with Sears. Roy Horton, director of product strategy, said Mack's mDrive had become the top transmission choice among Granite customers. About 50% of Granite orders include the mDrive, up from 5% in 2015. Tim Wrinkle, Mack’s construction project manager, highlighted the additional lighting that has been added to the doors of the Granite, which assists drivers more safely maneuver in the dark. “A whole lot of work is done before the sun comes up,” he said. The company displayed the recently launched Mack Trucks Configurator was on displayed at the company’s booth at World of Concrete. The online tool enables customers to build and customize Granite models to determine the best specifications for their needs. Once the entire vehicle is configured, customers can send the information to a local dealer for quoting. Mack also introduced new split-shaft functionality for its mDRIVE HD automated manual transmission. Wrinkle said it gives customers with high-demand power take off (PTO) needs a fully integrated solution. Split-shaft PTOs are mounted in the middle of the driveline to receive output directly from the transmission, supplying more torque for equipment such as large concrete pumps. While the split-shaft PTO is engaged, power to the axles is disconnected. Additionally, Mack announced a new loyalty reward program for National Ready Mixed Concrete Association members who purchase Mack Granite models by June 30. Finally, the company said it donated a 2018 Granite axle back model to support the Concrete Industry Management auction. .

Fleet Owner / January 23, 2018 LAS VEGAS. International Truck has unveiled new HV mid-range diesel models, as well as a bridge formula truck for the concrete industry. "The HV Series raises the bar for vocational trucks and it is designed to meet the grueling demands of vocational applications," said Mark Stasell, vice president of vocational truck business for Navistar Inc. The debut of the HV507 and HV607 models took place at the World of Concrete show. The initial HV models were introduced last September, and are six inches longer than the new models. They can be ordered with an International A26 or Cummins engine. International also introduced the HV507 bridge formula model. The chassis includes a set forward front axle, and a rear-engine power take off (REPTO) suited for vocational applications, especially concrete placement. Every HV truck can be equipped with OnCommand Connection as an option. The HV series features redesigned cab doors with a lower bottom glass edge, mirrors that require less heading turning by drivers, and an all-new dash. The company also announced additional assurance programs. They are part of the ongoing “Uptime” message that is aimed at putting additional distance between the company and the engine issues they suffered through at the start of the decade. Under the A26 engine assurance program for vocational models, if a customer experiences a warrantable failure within its two-year warranty period, and faces downtime greater than 48 hours, they will receive a $250 card for future parts and service purchases at an International dealership. A new vocational confidence warranty package offers powertrain coverage for HX and HV models with the A26 engine ordered by June 30. The four-year, 100,000-mile warranty offers total powertrain and drivetrain coverage. Another new program states that if a customer experiences an A26 warrantable failure resulting in barrel damage, International will cover that damage for the truck’s first four years in service. "Bottom line, we are positive that the International A26 will perform reliably in our HX series and HV series concrete mixer trucks," said Stasell. .

Trailer-Body Builders / January 17, 2018 (EDITOR’S NOTE: This article is provided by NTEA – The Association for the Work Truck Industry, as part of its efforts to provide information on the importance of risk management for industry businesses and end users. It is written by NTEA Director of Technical Services Bob Raybuck.) Often, GVWR and gross vehicle weight (GVW) are thought to be the same, but they are not. A truck’s GVWR is the maximum weight rating established by the chassis manufacturer. GVW is the total weight of the truck and payload at a point in time. Related: Determining Gross Vehicle Weight Rating for Trailers There’s a common misconception that a truck’s GVWR is determined by adding gross axle weight ratings (GAWRs) together for all axles. Although this was a common way of calculating GVWR many years ago, it’s no longer an accurate method. The chassis manufacturer task of establishing a vehicle GVWR is much more difficult today due to advancement of safety system standards and how vehicles meet these requirements. This is why many trucks have a GVWR much lower than the combined axle ratings. It is not uncommon for a truck with a GVWR of 19,500 pounds to have a front axle rated at 7,500 pounds and a rear axle rated at 14,700 pounds. Safety standards that apply to braking, vehicle stability, and chassis manufacturer internal standards for durability, dynamic stability and handling can restrict GVWR even though the sum of the axle ratings exceeds 22,000 pounds. In this instance, the OEM set the GVWR at 19,500 pounds based on test results and vehicle dynamic performance to ensure a safe, reliable truck. A specific vehicle’s GCWR is based on parameters established by chassis manufacturers. The manufacturer makes an assessment in accordance with SAE International test protocols, determining maximum GCWR. Additionally, the OEM runs stringent tests based on internal requirements which may include testing total GCWR braking capability using only the towing vehicle chassis braking system. As noted in the previous article, GCWR is the total weight of the truck pulling the trailer and the trailer itself. The truck chassis dictates proper GCWR for safe operation of the combination truck and trailer. When end users and fleets are looking to either purchase or specify the proper chassis for their needs, different driver qualifications and regulations are part of the process. A key driver qualification is the commercial driver’s license rule, better known as CDL. Many fleets prefer to specify their chassis in a way that allows drivers without a CDL license to operate their vehicles. Federal CDL requirements help clarify what’s considered a non-CDL truck and how GVWR comes into play. Each individual state may have more stringent CDL licensing requirements. However, every state must follow federal requirements as a baseline. One element in federal CDL operator requirements is a vehicle’s GVWR. The federal requirement specifies that, when a vehicle has a GVWR of 26,000 pounds or less, the operator does not need a CDL license. However, this does not mean the truck GVW can be loaded above the GVWR of 26,000 pounds and operated by a non-CDL driver. Federal requirements state the GVW must, in addition, be 26,000 pounds or less. CDL requirements become more confusing when the vehicle is towing a trailer. There are three key aspects to consider when assessing CDL operator requirements for commercial work trucks involved in towing a trailer: truck GVWR, trailer GVWR and GCWR of the truck-trailer combination. Trailer GVWR is most critical to determining when a CDL is required. When a trailer has a GVWR of 10,001 pounds or more and the combined GCWR of the truck and trailer is 26,001 pounds or more, a CDL is required by the operator. For example, if a trailer has a GVWR of 11,500 pounds and is towed by a truck with a GVWR of 15,000 pounds, resulting in a GCWR of 26,500 pounds, then the operator must have a CDL. In contrast, when the trailer in the truck-trailer combination has a GVWR of 10,000 pounds or less, the CDL requirements allow for a greater GCWR for both the truck and trailer without requiring a CDL license. For example, a truck with a GVWR of 26,000 pounds or less can tow a trailer with a GVWR of 10,000 pounds or less and not require the operator to have a CDL under federal requirements. However, CDL requirements mandate that the truck and trailer GVW not exceed 26,000 pounds and 10,000 pounds, respectively. In short, the truck and trailer cannot be overloaded. When determining the truck and trailer combination(s) that end customers or fleets want, it’s important to understand which combination(s) will require a CDL or know how to specify and load trucks and trailers properly to remain within CDL weight limitations. There’s a common perception that a truck’s original GVWR can be changed to avoid CDL requirements. Even though there are provisions in the vehicle certification rules that allow the company finishing the new incomplete vehicle (final-stage manufacturer) to determine the vehicle’s final GVWR, the final-stage manufacturer is typically reluctant to make changes to the original GVWR without guidance from the incomplete vehicle manufacturer. Many incomplete medium-duty vehicle manufacturers include GVWR information as part of the Vehicle Identification Number (VIN) coding in the vehicle description section (4–8) and, therefore, will not change an incomplete vehicle’s GVWR after it is manufactured as the VIN would need to be updated. Many incomplete vehicle OEMs will provide guidance about changing GVWR for a VIN-specific new incomplete chassis through their dealer network; however, they make the final-stage manufacturer the responsible party. Many times, altering GVWR requires changing key components (such as tires, suspensions or even axles). If a company claims it can change GVWR, consider asking about the organization’s approach to testing, engineering analysis and certification documentation to ensure ongoing compliance.As a company or fleet, you’re placing your employees in these vehicles. It is very important to company wellbeing and employee safety to make sure the trucks you purchase are designed for their intended purposes and GVWR and GCWR are specified properly for safe, efficient operation. Learn more NTEA offers fleet managers access to publications and reference materials on current regulations, safety standards and other technical issues at ntea.com. To learn more about the tools, resources and solutions available exclusively to members, visit ntea.com/memberbenefits. .

Trailer-Body Builders / January 23, 2018 LAS VEGAS. The Haldex ModulT air disc brake now will be offered for trailer applications by Hendrickson, Haldex announced at Heavy Duty Aftermarket Week here. Haldex has sold 1.5 million air disc brakes worldwide, according to Walt Frankiewicz, president, Haldex North America. “The readiness for another air disc brake technology choice meeting the customer needs for low weight and long life is apparent by the number of fleets specifying the Haldex air disc brake, and the positive response from axle and suspension manufacturers,” Frankiewicz said. Haldex, a leading global manufacturer of air brake systems for trucks, trailers and buses, is pleased to announce that Hendrickson, a leading global manufacturer and supplier to the global commercial transportation industry has recently added The Haldex Air Disc Brake ModulT features a unique combination of low weight and high performance for a broad field of applications. Key Benefits The single-tappet mechanism provides excellent pressure distribution. The result is superior braking capability with even load distribution on the brake pads. Two stainless steel slide pins requiring no lubrication.Low weight with high performance and efficiency with double roller bearings for the mechanism lever keeping hysteresis low. Simplified maintenance equals long service life and ease of maintenance, which results in reduced downtime. The innovative design has a boltless snap-on brake pad retainer, simplifying brake pad replacement and has just two bolts to perform routine caliper bushing maintenance.

I like Jon Huntsman. He resigned his post as US ambassador to China, a post he was superbly qualified for, to run for the 2012 election. If I may be so bold, I feel that Jon Huntsman would have been the best US president in decades. But not being party to the system, he never had a chance. His father, John Huntsman Sr., founded Huntsman Chemical and also invented the styrofoam "BIg Mac" clamshell container.

Chevy adding dealers, not dabblers, for work trucks Automotive News / January 21, 2018 DETROIT — General Motors plans to expand its dealer network for medium-duty commercial vehicles this year from 240 to about 400 with the introduction of Chevy Silverado 4500HD and 5500HD trucks. Ed Peper, GM U.S. vice president of fleet and commercial sales, said the Class 4 and Class 5 chassis cab trucks should "be a good return on investment" for dealers who are committed to commercial sales. "Our dealers really wanted us to get back into that segment," he told Automotive News at the auto show here. The expected dealer levels, he said, would be close to the 450 stores that sold the vehicles before GM exited the segment during the company's 2009 bankruptcy. GM previously had a 25 to 30 percent share of the Class 4 and Class 5 market, which Peper said it plans to regain eventually with the new vehicles. "We saw a big opportunity," he said, adding that GM forecasts three adjacent sales of other vehicles with each medium-duty truck sold. GM plans to open dealer registration to sell the trucks during the first quarter. Requirements include training for sales and service staff on commercial vehicles as well as parts and other specifications such as service door heights and lifts to accommodate the trucks. GM estimates the cost to meet the requirements at $100,000 to $200,000. However, John Schwegman, GM's U.S. director of commercial product and medium duty, said, "Most dealers have many of the facility requirements already." Incremental training and parts could cost just $10,000 to $15,000 for those dealers, he said. "This business is not for someone who wants to dabble," Schwegman said. "If you're not committed to the commercial business, it probably doesn't make sense." Unlike a decade ago, GM does not plan to sell a medium-duty GMC truck, according to execs. "Chevy is the mega-brand. ... They've got to carry the load with commercial," Peper said. Duncan Aldred, vice president of global Buick and GMC, said the trucks would have "fit nicely" with GMC's "Professional Grade" motto, but fleet sales fit better under Chevrolet. In an interview, he said GM figured there wasn't enough volume in the segment to support entries under two brands. GM partnered with Navistar International Corp. to develop and produce the trucks in Springfield, Ohio. It is scheduled to unveil the vehicles in March at the Work Truck Show in Indianapolis.

Achates showcases 2.7L, 3-cylinder opposed piston gasoline compression ignition engine in F-150; estimated 37 mpg combined Green Car Congress / January 18, 2018 At the North American International Auto Show (NAIAS), Achates Power and new development parter Aramco Services (earlier post) showcased a Ford F-150 fitted with a 3-cylinder, 2.7-liter Opposed-Piston Gasoline Compression Ignition (OPGCI) engine. (Earlier post.) Fabien Redon, Vice President, Technology Development at Achates, said they estimate that the OPGCI pickup will achieve 37 mpg (6.35 l/100 km) on the combined cycle—nearly five MPG better than the proposed CAFE 2025 requirements for a vehicle of a similar size. The OP engine produces 270 hp and 480 lb-ft (651 N·m). This performance is achieved without vehicle modifications and is projected to cost $1,000 less per vehicle than widely accepted technology roadmaps currently being considered by OEMs, Achates said. The Achates Power Opposed-Piston (OP) Engine is engineered to achieve superior thermal efficiency by virtue of its lower heat losses, improved combustion, and reduced pumping losses. The OP Engine eliminates the cylinder head for an improved surface-area-to-volume ratio of the combustion chamber for reduced heat transfer and rejection. In addition, conventional engine valvetrain and related components are eliminated, and due to the architecture the OP Engine offers a reduction in the aftertreatment system size and cost. A comparison between the 2.7L OP Engine and a comparable V6 with supercharger shows a part reduction of more than 60%, enabling an approximate 10% cost reduction. To fit the OP engine—with its fundamentally different shape—into the F-150 engine bay, Achates packaged its engine in a V-shape (approx. 30˚), with the cylinder bank angled on one side and the air handling and auxiliary units packaged on the other, Redon said. The pictures and video below illustrate the major components. We chose to demonstrate our ultra-clean, ultra-efficient OP Engine in a full-size light-duty pickup truck because of the significant need and opportunity for improvement in this segment. These trucks are driven more miles, sold in higher volume, consume more fuel and emit more CO2 than other light duty vehicles. Using our OP GCI engines in light duty trucks would reduce CO2 and fuel usage in the same way as completely eliminating half of all cars sold each year. Using our OP GCI engines in future light trucks has the same fuel savings and CO2 reduction as completely eliminating more than half of the cars sold each year. An Opposed-Piston Engine is 30-50 percent more fuel efficient than comparable diesel and gasoline engines, it is a no-excuses way to meet future efficiency and emissions standards. The technology and infrastructure to meet these future standards exists and will be available for consumers in the near future. —David Johnson, president and CEO, Achates Power Achates Power is showing the light duty demonstration pick up truck in the Aramco display as part of a joint development agreement, which formalizes the cooperative relationship between the companies. Achates Power and Aramco have agreed to work together on a series of projects to develop and demonstrate highly efficient and clean OP engines. The first project to be announced is the in-vehicle demonstration of the 2.7L OP Engine. For its part, Aramco Services has been investigating gasoline compression ignition engine technology for a number of years, and came to the conclusion that it would be mutually beneficial to work with Achates, with that company’s decade-plus worth of expertise and intellectual property in the field, said David Cleary, Research Center Leader at Aramco Services Company. Achates has been developing diesel-fueled (compression ignition) opposed piston engines since its founding in 2004. The company has demonstrated substantial fuel efficiency savings in diesel applications with a high indicated thermal efficiency of 53%. (Earlier post.) The OP GCI engine—an effort to combine the benefits of compression ignition with a readily available fuel source (gasoline) in the highly efficient opposed-piston architecture—was designed and developed by Achates Power with a $9-million award from the Department of Energy’s ARPA-E in 2015, along with partners Delphi and Argonne National Laboratory. Testing of the OPGCI engine was conducted at Argonne, and Achates Power facilities in San Diego. Development and testing of the new 2.7L engine will continue at Achates Power facilities, and at Aramco Services research center in metro-Detroit, for both diesel- and gasoline-fueled versions. (Earlier post.) Based on current testing, the engine is anticipated to be fully integrated into the vehicle and drivable in late 2018. . . .

FCA execs paid UAW officials to take company-friendly positions, U.S. says Michael Wayland, Automotive News / January 23, 2018 DETROIT -- Confidential retirement offers and a former union vice president being "scripted" to support company initiatives are among the newest allegations in the UAW-FCA corruption scandal. The information was released as part of a plea deal between federal officials and former FCA labor relations chief Alphons Iacobelli, who pleaded guilty Monday to two of seven charges related to his role in siphoning more than $4.5 million in training center funds to union and company officials. The details, for the first time since the investigation was made public in July, show federal officials saying company executives paid UAW officials in an attempt to influence union decisions and collective bargaining agreements, which were ratified in 2011 and 2015. Iacobelli, 58, according to the plea, admitted he and other FCA executives or employees paid "senior UAW officials" more than $1.5 million in an effort to "obtain benefits, concessions, and advantages for FCA in the negotiation, implementation, and administration" of the agreements. The investigation started with a training center jointly operated between the union and FCA but has since expanded to similar operations with Ford Motor Co. and General Motors, where Iacobelli was employed following FCA. No union or company officials with GM or Ford have been formally named or charged with any crimes. Iacobelli has agreed to cooperate in the Justice Department's ongoing investigation into alleged misspending at union training centers funded by U.S. automakers, according to the plea deal. The alleged payments included paying off a mortgage for $262,219, first-class airline travel, designer clothing, furniture, jewelry and custom-made watches. Not previously detailed was a $30,000 party for a union official that included "ultra-premium liquor," more than $7,000 worth of cigars and more than $3,000 in wine with custom labels. The party allegedly occurred at an FCA training center in Warren, Mich. UAW officials, including President Dennis Williams, have contended that the alleged activities could not have impacted negotiations, as union members have the final vote on the contracts, which are bargained between dozens, if not hundreds, of individuals. The corruption of a few, the union and company have argued, could not influence all of the committees and members. A UAW spokesman on Monday reiterated that the union is "appalled at these charges" and has taken measures to "reduce the risk of any future recurrence of these activities." He declined to comment directly on the newest allegations, referring to previous statements from Williams. 'Scripted' The plea agreement details at least two specific occurrences that raise concerns about the alleged payments influencing union business. The first, feds say, occurred in December 2013. Iacobelli, according to the plea deal, sent an email to another "FCA executive" confirming then-UAW Vice President General Holiefield, now deceased, had been "scripted" ahead of a meeting with other members of the union's International Executive Board. Iacobelli, in the email, said Holiefield would "create a dialogue pursuant to our outline." At the time, the executive board was considering the terms of a multibillion-dollar offer to purchase equity interest held by the UAW Retiree Medical Benefits Trust, or VEBA, in Chrysler Group, now known as FCA US. The transaction was completed a month later. The second occurrence allegedly occurred in February and March of 2015. FCA, according to the plea, offered to pay confidential "one-time non-precedent setting" retirement offers to "senior UAW officials." An unnamed union official allegedly said in an email that his people would "process the transactions to keep them out of the plants." Things such as "targeted buyouts" are not uncommon, however, they are typically based on job classification, department or years of seniority and not exclusively offered to handpicked senior leaders. More charges coming? Iacobelli is one of four people charged in connection with the case. The others are Virdell King, a retired UAW associate director; Jerome Durden, a former FCA financial analyst; and Monica Morgan, Holiefield's widow. Durden and King pleaded guilty to charges and are scheduled to be sentenced separately this year. Morgan is scheduled for another plea hearing Feb. 6. Iacobelli's plea deal adds several unnamed individuals who were not previously mentioned in other court documents, which could mean additional charges are still to come. "So long as such practices exist, the FBI and its federal partners will continue to aggressively root out corruption in both corporate and labor union boardrooms," David Gelios, special agent in charge, Detroit Division of the FBI, said in a statement. Iacobelli pleaded guilty to conspiracy to violate the Labor Management Relations Act and subscribing a false tax return. Sentencing is scheduled for May 29. He faces a statutory maximum of eight years in prison, and prosecutors said he will be required to repay $835,000. .

I have to respectfully disagree. The distributor council never asked for it, nor did our fleet customers (Overnite, ect.). It was more Renault's idea. Good intentions, but...... And as you said, it was poorly launched. Frankly, the dealers, who'd never asked for it, didn't know what to do with it. The MS250P, with full air brakes, was the best MId-Liner. I did enjoy the MS300T with the 10-speed splitted transmission but the big fleets wouldn't buy it.

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ForConstructionPros / January 22, 2018

The Coffs Coast Advocate / January 23, 2018 Is electric shock treatment for fatigued truck drivers really the solution to the horror road toll? It might sound a little drastic, but it's not that far from a sensible idea. New South Wales Transport Minister Melinda Pavey raised the topic while talking about the tragic spate of fatal crashes involving truck drivers. Technology to detect fatigue in truck drivers has been around for several years and the device the Minister was referring to is a clever one that has been trialled in the mining industry. A camera monitors a driver's eye movements, looks for telltale signs of fatigue and then delivers a vibration (not really an electric shock) through the seat to alert the driver. "This should not come as a shock to anyone in the transport industry, no pun intended," Ms Pavey told Channel Ten's The Project. "This technology is being used around the world. It's just a little bit of a vibe through a chair or through a bracelet on a driver's arm and it works." In the UK a wristband vibrates to warn of fatigue. Several vehicle makers have similar technology on their cars and trucks and it shows great promise, although it's still in its infancy. Mercedes-Benz trucks in Australia are fitted with AEB, along with similar drowsy driver tech. In the case of Benz, the truck monitors a driver's steering inputs and delivers a vibration through the steering wheel if they detect lazy driving. They also have a lane departure warning, which sets off an alarm if the truck crosses the centre line or roadside markers. Many luxury cars can steer themselves back into a lane if the driver strays. Some will even gradually bring the car to a halt if they can't detect steering inputs. Problem is, none of this technology was readily available 12 years ago, and the average age of our truck fleet is 12 years. That could change quickly, though, as AEB can be retrofitted to trucks. It's expensive to install, though, and transport companies working on razor-thin margins are unlikely to adopt it unless forced, or encouraged to. So while it's refreshing to see a minister looking outside the square to fix the disastrous road toll, it would be better still if they bit the bullet and made lifesaving AEB mandatory. .

Iacobelli pleads guilty in latest court appearance Jackie Charniga, Automotive News / January 22, 2018 DETROIT -- Former Fiat Chrysler Automobiles labor relations chief Alphons Iacobelli pleaded guilty Monday to two charges related to a conspiracy to siphon millions from an employee training fund, overturning the not-guilty plea entered on his behalf in August. Iacobelli pleaded guilty to conspiring to violate the Labor Management Relations Act and for subscribing a false tax return before U.S. District Judge Paul Borman in Detroit. Sentencing was set for May 29. Iacobelli faces a statutory maximum of eight years in prison, and prosecutors said he will be required to repay $835,000. Iacobelli is at the center of an ever-expanding federal probe into executives at the automaker and the UAW for allegedly pulling funds slated for employees to line their own pockets. The probe since has spread to the UAW training centers for Ford Motor Co. and General Motors. In November, GM and Ford confirmed they were cooperating with the investigation into alleged misspending at UAW union training centers funded by U.S. automakers. GM is conducting an internal investigation into the matter. Federal investigators also met with FCA CEO Sergio Marchionne more than a year ago, according to reports. According to a plea agreement made public late on Monday, Iacobelli has agreed to cooperate in an ongoing investigation by the Justice Department into alleged misspending at UAW union training centers funded by U.S. automakers. A lawyer for Iacobelli declined to comment on Monday, Reuters reported. If Iacobelli chooses to cooperate with prosecutors, it's unclear how effective his testimony would be, according to Peter Henning, a Wayne State University law professor and former federal prosecutor. "It will depend on whether he has agreed to cooperate, and also what information he could provide. With a defendant at his level, what interactions did he have with senior executives is an open question," he told Automotive News. "He has admitted he's engaged in fraud. That means his testimony wouldn't be all that trustworthy. He would have to be able to provide information that the government could confirm and be able to introduce in court beyond just his word." Several indictments naming Monica Morgan, widow of UAW Vice President General Holiefield; Virdell King, a retired UAW associate director; and Jerome Durden, a former FCA financial analyst, were released last summer. Detailed charges In addition to the counts he pleaded guilty for, the arraignment names Iacobelli for two counts of paying and delivering prohibited money and things of value to a union official, and one count of conspiracy to defraud the United States, according to the 42-page indictment. Notable among Iacobelli's alleged purchases with money taken from the UAW-Chrysler National Training Center are a 2013 Ferrari 458 Spider and two solid-gold Mont Blanc pens, each valued at $37,500. Reports say Iacobelli sold the sports car when news of the probe emerged. He also said he knowingly authorized more than $450,000 in credit card charges for jewelry, furniture, electronics and other luxuries for FCA-UAW members. He also admitted to $262,219 in training center funds used to pay off Holiefield’s mortgage. Both pens are in the possession of the government at this time. On the tax charge, Iacobelli said he omitted more than $840,000 in income for the calendar year 2014, obtained illegally through FCA funds. Iacobelli was given 14 days to produce accurate tax forms for 2012 through 2015, but his lawyer, attorney David DuMouchel, asked for an extension. Other charges Others charged in the case have court appearances scheduled over the next several months, according to public records. Morgan is scheduled for a another plea hearing Feb. 6, while Durden is to be sentenced in May and King is to be sentenced in June. Durden and King pleaded guilty. According to the plea deal, Iacobelli's sentencing will not exceed 96 months. Henning said he would be "shocked" if time in federal prison was not recommended. "This was a substantial abuse of authority, both inside the company and in the union," Henning said. "Sometimes you see crimes of opportunity, where it's a one-time transaction. This was systematic corruption inside the corporation. That's what's likely to lead to a prison sentence." The UAW said in a statement Monday that it is "appalled at these charges. We have worked with the (national training center) and Fiat Chrysler to implement a range of measures aimed at enhancing transparency and internal controls at the NTC to reduce the risk of any future recurrence of these activities." Marchionne has said the “deplorable” conduct “had nothing whatsoever to do with the collective bargaining process” and the “egregious acts were neither known to nor sanctioned by (Fiat Chrysler)." The company had no further comment Monday.

New pickups leave Ford on aluminum island Michael Martinez & Michael Wayland, Automotive News / January 22, 2018 F-150 led the way, but no one followed DETROIT — Ford Motor Co.'s switch to an aluminum body on the 2015 F-150 was revolutionary. The change, although costly, helped the automaker boost its share of the hugely profitable segment, post record transaction prices and increase its margin as America's full-size pickup leader over Chevrolet and Ram. Ford looked to be leading the way toward making aluminum the industry standard for automakers to shed weight and improve fuel economy to meet government targets. But nobody followed. When Chevrolet and Ram unveiled their next-generation pickups at the Detroit auto show, the mostly steel bodies and beds underscored the starkly different paths the Detroit 3 are taking for their most important vehicles. "We don't believe in it. We fundamentally don't believe in it," Alan Batey, General Motors' North America president, told Automotive News about an all-aluminum pickup. He said the company analyzed the possibility of such a truck but decided against it. "We look at everything," Batey said. "Did we ever seriously consider it? No." The divergent strategies of the Detroit automakers, which account for 83 percent of U.S. light-duty pickup sales, go against the norm for the extremely competitive segment, in which big innovations by one company tend to quickly get adopted by the others. "It's not just different strategies," said Stephanie Brinley, an analyst with IHS Markit. "It's about strategies that play to your strengths." Ford, she said, needed to put its largest vehicles on a strict diet, and aluminum was the right choice for its needs at that time, helping the F-150 drop about 700 pounds. The different paths were made possible by breakthroughs in materials by organizations such as the Steel Market Development Institute, which has worked with automakers, including the Detroit 3, for decades. The steel industry fought back hard after Ford decided to use aluminum on the F-150 and other automakers began talking up other alternative materials, such as carbon fiber and magnesium. "Their focus the last several years has been on lightweighting," said Jody Hall, vice president of the automotive market for the association of North American steel producers. "That's when we've seen the most innovation from the steel industry." Hall argues that the most advanced steels for the auto industry are two to three times stronger than the highest-grade aluminum, which is why automakers continue to use steel for their pickup frames. In addition, lower gasoline prices have made fuel economy less of a concern for many pickup buyers than when Ford was working on the F-150's redesign. Ford says it has no regrets about switching to aluminum. In 2017, the F series logged its 41st consecutive year as the nation's best-selling pickup. It outsold the No. 2 Chevrolet Silverado by more than 300,000 vehicles, the largest gap ever between the two pickups, despite Chevrolet's attack ads that tried to portray aluminum as weak. "It's been fantastic," Brian Bell, Ford's marketing manager for the F-150 and Ranger, said in an interview. "Everybody's got a different strategy. They all look at their own programs in different ways. We think what we did has been the perfect choice for us." Sticking with steel Chevrolet has aggressively criticized Ford's use of aluminum — particularly in the bed of the F series — for several years. It continued needling its rival when unveiling the 2019 Silverado, which is up to 450 pounds lighter than the current version. "Work comes first for truck buyers, and the working end of every pickup is the bed," GM's product chief, Mark Reuss, said at the Silverado's Jan. 13 debut. "It's like the head of a good hammer. It's the end that does all the work and gets all of the abuse. I don't think you'd get much work done with an aluminum hammer." The bed of the fourth-generation Silverado features a roll-formed, high-strength steel floor as part of the company's "mixed materials strategy," which included optimizing "every component for mass, durability, safety and function," Reuss said. It's an approach GM plans to apply across much of its lineup, not just on pickups. Much of the weight savings came from the pickup's frame and body. All exterior swing panels (the doors, hood and tailgate) are made of aluminum, while fixed panels (the fenders, roof and bed) are steel. The underlying safety cage uses seven grades of steel, each tailored for the specific application, while 80 percent of the frame is made of high-strength steel, 2 to 5 millimeters thick. Fiat Chrysler Automobiles, meanwhile, used mainly steel, with a "selective" mix of aluminum and composites on the 2019 Ram 1500. The company said it used aluminum "not just where possible but where practical." It also made greater use of composites, which helped shed hundreds of pounds compared with the current generation. Ram, according to brand chief Mike Manley, used 54 percent high-strength steel in the cab and bed and 98 percent in the frame. "That results in a Ram truck that is stronger than ever, yet still 255 pounds lighter," Manley said after revealing the pickup Monday, Jan. 15. Chevrolet's public assault on Ford's use of aluminum started two years ago, with a marketing campaign that included commercials showing the F-150's bed being easily punctured by a metal toolbox and concrete blocks. "We just don't believe an aluminum bed is the right way to achieve reliability and durability," Batey said last week. He added, when Ford announced the aluminum truck, "the bottom line is you didn't see the fuel economy benefits that a lot of people were speculating you would see." GM expects its next-gen pickups, which go on sale this year, to be "more profitable" than the current generation, which the company said has contributed to an 80 percent increase in the profitability of the current truck platform since its 2013 introduction. All in on aluminum Ford has plenty of numbers to validate its path with aluminum. Since 2014, the F series' share of the full-size pickup market has grown 1.3 percentage points to 37.8 percent. Its average transaction price has risen in each of the past four years, including a $3,200 jump in 2017 to a record $46,000. And this month, Ford said the F-150 will be the first full-size pickup to crack the 30-mpg barrier with a diesel engine debuting this year. "Whatever you see in the advertising, aluminum's working," CEO Jim Hackett said last week at the Automotive News World Congress. "People love driving this vehicle. They have no problem with the performance of the material." Ford has been so happy with the choice that it expanded its use of aluminum to the Super Duty, Expedition and Lincoln Navigator. But the strategy is limited to the automaker's largest vehicles. The midsize Ranger that debuted last week has a mostly steel body. Ford said the weight savings wouldn't have been enough on a vehicle that size to offset the costs. Ford also didn't need the Ranger to be as powerful as the F-150 and wanted to keep the Ranger's price down and help create separation between the two nameplates. As part of the F-150's 2014 redesign, engineers used the 700-pound weight savings to beef up performance and capability. "Aluminum for us was about more than weight," said Bell, the truck's marketing manager. "It handles better, brakes faster, hauls more, tows more. We were able to put that weight savings into more capability for the customer. We thought it was the perfect material for what customers do with their vehicles." Pickup Market Share Ford's share of the U.S. full-size pickup segment has grown for 2 straight years but hasn't returned to the level of 5 years ago. Ford GM FCA 2013 39.9% 34.8% 18.6% 2014 36.5% 35.9% 21.3% 2015 35.7% 37.7% 20.6% 2016 36.6% 35.5% 21.8% 2017 37.8% 33.9% 21.1% Source: Automotive News Data Center

How Ford plans to use its new digs in Detroit's Corktown neighborhood Crain’s Detroit Business / January 21, 2018 DETROIT -- The business strategy of Ford Motor Co.'s big bet on a future of selling electric and autonomous vehicles will be devised inside a former hosiery factory in Detroit's Corktown neighborhood -- a move that was driven both by the automaker's ambitions to transform urban mobility and its employees' desire to work in an urban setting. Inside the multi-section building at 1907 and 1927 Michigan Ave. called The Factory, Ford plans to embed its "Team Edison" group of employees who are charged with developing the business and strategy for rolling out 16 fully electric vehicles by 2022, said Sherif Marakby, vice president of autonomous vehicles and electrification for Ford. "From a mindset standpoint, it was a really nice fit with how we're thinking … about the future of battery electrics and autonomy," Marakby said in an interview last week with Crain's Detroit Business at the Detroit auto show. Crain's is an affiliate of Automotive News. Ford's purchase of The Factory building marks the biggest re-engagement with the city where Henry Ford invented the assembly line a century ago since the last Ford workers left the Renaissance Center nearly 20 years ago. Marakby, who will be based at the new Corktown office, was a college trainee in the early 1990s when Ford still occupied office space in the RenCen -- now the headquarters of General Motors. The 111-year-old Factory building, once the home to the Chicago Hosiery and Detroit-Alaska Knitting Mills factories, sits in the middle of a section of Michigan Avenue in Corktown that seems poised for more development spreading west from downtown and the redevelopment of the former Tiger Stadium site a block away. "The reason I fell in love with the place as soon as I saw it is it really gives you that vibe of the heritage and the new coming together -- and it really brings it to life," Marakby said of the building along Michigan Avenue, where early 20th-century streetcar rail still peeks out from between cobblestone and asphalt. Building Team Edison In building Team Edison, which Marakby describes as "a tech company within the company," Ford executives wanted to be in a location where employees developing the business case for electric and autonomous vehicles could contemplate and experience the real-world application. "We see being in Corktown as a big advantage," Marakby said. "And it has actually, in many ways, increased the interest in working on the team -- internally and externally." Ford plans to start moving employees into the building in the second quarter. In the Southeast Michigan-based auto industry's race with Silicon Valley to put autonomous vehicles on the road, workspaces matter, said Glenn Stevens, executive director of MICHauto, the Detroit Regional Chamber's automotive mobility accelerator programs. "For Ford, Detroit and Michigan, it all boils down to culture and talent," Stevens said. "And that enables you to build the F-150s of the day today. And it enables you to have the vision of what the city of tomorrow will be with operating systems and data analytics and software systems and the connected car." AV strategy In addition to Team Edison, Ford also will have employees working on the business and strategy of autonomous vehicles based in Corktown, including software developers writing the programs that business clients will use to connect their applications to future autonomous vehicles, Marakby said. "We're going to fill the building," he said. "It's going to be exciting." The office in Corktown gives the EV and autonomous vehicle employees the ability to work in an urban setting, while not too far from home base, Marakby said. The Factory, a 45,000-square-foot recently renovated space, is a 20-minute drive from Ford's headquarters, engineering labs and manufacturing facilities in Dearborn. The building is about a mile from the central business district of Detroit -- and within walking distance of new housing that's being built or redeveloped in and around Corktown. "Our young people love ... living and working in urban areas," said Bill Ford Jr., executive chairman of the company and great-grandson of founder Henry Ford. "For me, it was a no-brainer. And also, it's still a pretty good deal to be in downtown Detroit." Ford Land Development Co., the real estate arm of the automaker, purchased The Factory at Corktown building from former IndyCar driver Robbie Buhl and his brother, Tom, for an undisclosed price. The company has secured parking for employees in a vacant lot across Michigan Avenue that will accommodate the 200-plus employees, Marakby said. Staying close to home Marakby said "a good portion" of the employees who will work in Corktown already live in the greater downtown area. The owner of a wine bar next door to The Factory is hoping that's the case. "My only hope is that they're not the type of people who get in their car and go right back home to the suburbs," said David Armin-Parcells, owner of MotorCity Wine, which has operated a wine bar and shop at 1949 Michigan Ave. since 2013. The Buhl brothers' race team and motorsports marketing company, Buhl Sport Detroit, will remain headquartered in a smaller two-story annex building at the corner of Michigan Avenue and Rosa Parks Boulevard. "Obviously, we're excited that Ford's coming back to Detroit and Corktown," Robbie Buhl said in an interview. "It just made more sense, with what their interest was, to sell them the building." The Buhls, who bought the building in 2015 for $1.8 million through an entity called Riverfront Partnership I LLC, also will continue to share rented space with Brothers Tuning Detroit, which produces after-market gear shift knobs for the Ford Focus and Fiesta cars. The Buhls rehabilitated the building over the past three years and were using the third floor for special events until Ford executives expressed interest in the building a few months ago. "Everything just came together, and it happened very fast -- it happened in weeks," Marakby said. Ford announced its acquisition in mid-December. "Three years ago, would I ever have thought this was something that would have transpired?" Robbie Buhl said. "No way." .

Hackett urging Ford to think, act in new ways Michael Martinez, Automotive News / January 21, 2018 DETROIT — You'd be forgiven for having a tough time keeping up with some of Jim Hackett's musings. Ford Motor Co.'s cerebral CEO says he likes to think in the abstract and often considers problems along three time dimensions simultaneously. Hackett views issues in the "now," "near" and "far," likening the view to a bull's-eye with those words in concentric circles. His job, he says, is to manage Ford in each of those circles to ensure success. That might explain why most of Hackett's public appearances since becoming CEO in May take the tone of a college-level philosophy or physics lecture. He invited a Harvard philosopher onstage this month at CES in Las Vegas to lead the audience through a thought exercise about data privacy, and delved into a discussion of deep learning last week during a fireside chat-style appearance at the Automotive News World Congress in Detroit. The 62-year-old Hackett, a newcomer to the auto industry after two decades running the office furniture maker Steelcase in western Michigan, often recorded Charlie Rose's self-titled TV show for its interviews with leading intellectuals and starts most mornings by scanning Science Daily's newsletter of top headlines. He lists former President Gerald Ford, former University of Michigan football coach Bo Schembechler and former Steelcase Chairman Robert Pew as heroes for their integrity. He drives a Mustang Shelby GT350, although he's the first to admit he's not a car guy. But Ford's board of directors, including Executive Chairman Bill Ford, think he's exactly the kind of leader the 115-year-old automaker needs as it charts a course for the future. "There's great people with great minds that can't get people to follow them, and then there's people who have followership that don't know where they're going. I'm humbled by how difficult that is," Hackett told Automotive News Publisher Jason Stein during the World Congress appearance. "The clarity of what this future is, is undeniable to me. I'm humble about that, but I think I have a pretty good handle on what that is." Unexpected job Hackett wasn't so clear about his own future. He almost declined the Ford CEO role when the board decided to part ways with Mark Fields. The offer came three years after he retired from Steelcase, a role into which he poured his heart and soul. He was so focused on the furniture business, he said, that he would read Architectural Digest in the bathtub. Did he really want to devote himself to another company? An 18-month stint as interim athletic director at Michigan, which he accepted out of a sense of duty to and love for his alma mater, cleansed his palate and reignited a desire to do something, he said. Then his friend Bill Ford persuaded him to become chairman of the automaker's new Ford Smart Mobility subsidiary. But when he was offered the CEO job in May, he initially suggested someone else within the company would be a better fit. Then he asked for a weekend to think it over. He turned to his family, which has long been his anchor. He rarely finishes a public speaking event without mentioning his wife and high-school sweetheart, Kathy, or his two beagles, Ozzy and Rudy. Ultimately, Hackett's family persuaded him to say yes. Kathy said he'd regret saying no by the time he turned 75. His two sons each wrote him a letter: one about great leaders in history who made their mark after age 62, and the other about what the automotive industry could become. "They both got me and Kathy pushed," he said. "I'm so happy about saying yes. Everything that was hesitant has gone. I'm so excited about what we can do in this business." He said his moment of clarity about what Ford can do came in September when he joined his family in Los Angeles for his son's wedding. "It hit me when I was out there because I was with family who hadn't seen me since I got the job," he said. "I said, 'I know what we need to do.' " A few weeks later, on Oct. 3, he met with investors and laid out a sweeping plan to cut $14 billion in costs, shift $7 billion from cars to light trucks and speed product development and technology implementation. He summed up his vision for the company in six words: "smart vehicles for a smart world." ‘Aim ahead' If Ford wants to compete — and win, Hackett says, it must improve its competitive "fitness" and think more like Apple and Tesla than General Motors and Fiat Chrysler Automobiles. "I have to compete with Apple in a warehouse, and you can't tell me what they're working on," he said. "Not to dismiss GM or Daimler or any of those guys, because they're all really good, too. But they're not defining that fitness." What Apple and others get right, Hackett said, is that they think about the future of transportation in new ways that legacy automakers haven't grasped. "What if I said you have to travel the speed of light to be fast?" Hackett said. "Well, you can't. So how would you beat it? You need to aim ahead, where it's going to be." As Ford faces challenges from Google, Apple and other nonauto companies, Hackett said he is preparing Ford so it doesn't get caught off guard. "Apple is not going to bring the Apple car to the Detroit auto show," he said. "They're going to come at us in a way we didn't expect, and I think I know how they're going to do that, too." Ford, he said, will aim ahead of where it has to be, betting on technology and propulsion systems that may make better business sense in the future than they do now. Consider that the "far" part of his bull's-eye. "It has to be ahead," Hackett said, "in order for people to believe our strategy isn't about catching up to someone else's old view." Hackett said he admires Tesla CEO Elon Musk for getting employees to think hundreds of years in the future and realize that many problems will be solved by time. Speed is important to Hackett, partly because of the intense competition among Ford and its rivals, but also because of his age. "I had 20 years to get Steelcase right," he said. "I don't have that time here." Smart cities What does Hackett see when he looks to the future? He gave some hints at CES. It includes highly connected cities, in which cars talk with streetlights and phones talk with bikes, in which people and goods move freely, without congestion. Hackett is adamant that vehicles will need to be integrated into cities in new ways. "Everywhere in history, when transportation was invented, there was a delegation of the design between two forces," he said. "A horse had a trail, a car had a road, an airplane had an air-traffic control system. Autonomous vehicles have to have something more than the road." Hackett says vehicle propulsion systems will change too. Applying his "aim ahead" strategy, he expects electric vehicle costs to drop and the public to see EVs' benefit. "The cost of the battery is going to go through a step-function improvement," he said. "Moore's law [which generally holds that computers' processing power doubles every two years] is also going to make the cities smarter. Therefore, five to seven years from now we have to be careful about declaring that the population will only buy 5 percent electrification." The automaker is so sure that it has vowed to invest $11 billion in electrification by 2022 so it can introduce 40 new vehicles, including 16 that are fully electric. As Ford imagines the "city of tomorrow," it announced a partnership with Postmates to test the viability of moving goods autonomously. It also is experimenting with Domino's on driverless pizza delivery. "The promise of it is so magical," Hackett said. "The Amazon problem of small businesses closing could be reversed. The logistics power in these instruments could change the scale advantage a small company needs to move goods." His future The most passionate member of the Jim Hackett fan club might be Bill Ford. And vice versa. "He is a treasure of the highest order in this world," Hackett said of his boss. He said the two talk at least 10 times a day, echoing a similar sentiment expressed by former CEO Alan Mulally, who said he and Bill Ford wore a path between their offices on the top floor of Ford's headquarters. Hackett wouldn't say how much the two talk about succession planning but said he has "zero concerns about the executive bench." There are three or four people who could be CEO today, he said, and five other behind-the-scenes candidates who are capable, too. He doesn't know how long he'll last at Ford, but his acute awareness about time and speed apply to himself, too. "Every month on the Ford job is a marble in a jar," he said. "Imagine there's 84 marbles in that jar. I've now taken nine out. The wisdom in that is how fast they go." How many more will be taken out? Even he and Ford don't know. "We just talk about a lot of marbles in the jar," Hackett said. "We haven't counted." .