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https://www.bigmacktrucks.com/topic/45757-final-preparations-for-the-world’s-first-electric-road-project/?tab=comments#comment-337347 https://www.bigmacktrucks.com/topic/47935-scania-tests-fast-wireless-charging-in-urban-traffic/?tab=comments#comment-354378 https://www.bigmacktrucks.com/topic/49720-scania-electrification-projects-from-hybrids-to-wireless-charging/?tab=comments#comment-368997

Scania Group Press Release / December 8, 2017 When Scania wanted to put a new fire truck cab to the test, it drew on the experience of a group of working firefighters. Scania is the first choice at most fire stations in Sweden. “It’s partly because of the crash tests; we can’t compromise with safety when we are working to save other people’s lives,” says Henrik Jarméus, Manager at Södertörns Brandförsvar in Södertälje. Jarméus and his colleagues were given the opportunity to try out the new CrewCab before it was launched, and a first peek at the camouflaged CrewCab seemed to brighten a grey and rainy day for the firefighters. Södertälje firefighters Samori William, Stefan Rosén, Joel Rang, Asbjörn Bing and Henrik Jarméus were eager to try out the new CrewCab, under the watchful eye of an ergonomics expert from Scania Technical Centre. “We need the opinions of professionals using the CrewCab in their everyday life,” says Daniel Lundkvist at Scania Vehicle Ergonomics. “Everyone has their own way of getting in and out of the truck,” says Jarméus. “It becomes a habit.” Better visibility Rang discovers that with the new cab it’s easy to close the door quickly when you grasp the handle. “The handle is necessary when getting up fast with heavy gear,” he says. Bing uses the handles to climb, which makes the process of getting in and out of the ­CrewCab smoother. “It is also a way of keeping our bodies healthy while carrying air tubes and other equipment on our backs,” he says. Meanwhile William and Rosén try out the seatbelts. “The cab feels more airy,” Rosén says. “The indoor volume is greater,” says William. They also comment that they have better visibility through the windscreen than in their present truck. Smart solutions Next Rosén, William and Rang try out the new bench, designed to make it easier to sit comfortably while on a mission. “We can sit straight even though we are carrying all the equipment on our backs,” William comments. “Some of the new solutions are really smart, like the light on the stairs,” says Jarméus as he climbs into the CrewCab. “It really helps in some weather conditions.” “Our main fire truck is a Scania,” he continues. “It is always on call and is suitable for most emergencies, whether it is a fire or a car accident.” The alarm goes off and the four firefighters as well as the manager get into the truck, and it is put to the test. “So far, we are all very happy with the quality,” Jarméus says. With 1,500 emergencies each year in the Södertälje area, that’s important. CUSTOMISE YOUR CREWCAB Scania’s CrewCab can be ordered with all versions of Scania’s DC09 and DC13 engines, combined with either Allison automatic gearboxes or Scania’s own automated gearboxes with Scania Opticruise. Slighter larger solutions with an electrically steered third tag axle (6×2*4) can be ordered directly from the factory as well. .

Scania Group Press Release / December 8, 2017 The L-series is Scania’s newly developed cab series for urban transport, such as distribution, refuse collection and maintenance. “These lower trucks are well adapted for cities,” says Jorge Guttierrez, Product Manager, Scania Trucks. “Drivers are at the same level as other road users, with the added advantage of improved working conditions when repeatedly entering and exiting the cab.” In a standard kneeling mode, entering the cab is only one step away. The front air suspension will drop 10 centimetres as soon as the parking brake is applied. On the two-step version kneeling is optional. Three alternative roof heights In challenging urban environments, with the constant hustle and bustle of cars, cyclists and pedestrians, the driver will feel more at ease with the vastly improved direct vision of the surroundings. The space-efficient cab offers seats for three passengers in addition to the driver, with easy movement around the cab. Certain operations, such as refuse collection, might require a crew on board. The new L-series is designed for an optional extra two passengers at the centre of the cab; up to three passengers can travel in comfort. The cabs are all two metres long, with three alternative roof heights – low, normal and high. If a truck with the kneeling facility is selected, the single step takes the driver into the cab. The floor is then approximately 80 centimetres above ground, depending on tyre dimensions. In addition to the short height, the step is also comfortably wide and no less than 79 centimetres. Without kneeling, the driver and passengers only need to climb two short steps; the floor is then a mere 93 centimetres above ground. Scania Opticruise The Scania L-series can feature automatic kneeling with the lower boarding step at 44 centimetres. With this low boarding step on both sides of the cab, drivers can take advantage of the space in front of the engine tunnel to exit on the passenger side, thereby avoiding oncoming traffic. The L-series is powered by Scania’s updated 9-litre engine, which is offered in three power outputs for diesel and two for gas propulsion, including both CNG/CBG and LNG/LBG. All engines can be selected in combination with Scania’s automated gear changing system Opticruise or an automatic gearbox from Allison. Typical axle configurations for urban applications are 4×2 or 6×2*4, the latter with Scania’s electrically steered tag axle. GAS ENGINE IN 2018 The L-series is powered by Scania’s updated 9-litre engine, which is available in three power levels for diesel. During 2018, Scania will also add its OC09 gas engine in two power levels (and for both CNG and LNG) to the engine range for the L-series. All engines can be combined with Scania Opticruise or with an Allison automatic gearbox. .

Scania goes urban – see our new trucks! Scania Group Press Release / December 7, 2017 Scania now completes its new truck generation. Following the introduction of trucks for long-haulage and construction, the focus is now on urban and additional low-carbon transport solutions. “With today’s release, Scania comprehensively sets the stage for the necessary shift towards sustainable transport, offering tailored low-carbon trucks for all transport applications,” says Christian Levin, Executive Vice President, Sales and Marketing. The new fuel-efficient future-oriented trucks all feature the widely acclaimed styling and product characteristics of the new truck generation. Among these are enhanced driveability as well as improved visibility, increased safety, ergonomics and comfort. With the new generation trucks, Scania is taking major steps in providing customer-adapted trucks for even better total operating economy. .

Scania Group Press Release / December 7, 2017 Maja Stomby is not your typical truck driver. Just 22 years old, she’s a field test driver evaluating Scania’s newly developed L-series, low-entry cabs for urban environments. “It’s very much like driving a nice, premium passenger car,” she says. Driving big, heavy vehicles in an urban environment is always a demanding challenge. You’re obliged to keep track of vulnerable road users – pedestrians, cyclists and other – while manoeuvring in tight places. Often it involves repeated starting and stopping, getting into and out of the cab many times per day in dense traffic. With time pressure building up, this can be very stressful, even for the most skilled drivers. Such driving is Maja Stomby’s daily life in Jönköping, Sweden, where she handles a heavy refuse truck. When asked by her employer, Alvarssons Transport, which operates for the worldwide environmental group Suez, if she would like to undertake the long-term testing of Scania’s newly developed low-entry cab for urban environments, she gave an immediate “yes!” Feels like an upgrade “I’m not that tall, as you can see,” Stomby explains, “and climbing in and out of a traditional truck cab every few minutes is not for me. So working with a low-entry, kneeling truck felt like an upgrade.” Anyone who needs to get in and out of a cab many times per day will appreciate an easy climb and low cab floor. This not only minimises the risk of tripping or falling and ­work-related pain in the back or knees, but it also improves efficiency. The new Scania L-series is exceptional in this respect. The floor is 220 millimetres lower than on the Scania P-series. It provides easy one- or two-step access and has kneeling as standard on the one-step version and as an option on the version with two steps. “A big difference” “The kneeling function of this new truck has really simplified my working days,” Stomby says. “As soon as I apply the parking brake, the front air suspension drops 100 millimetres. Then it’s more or less a matter of walking in or out of the truck. When arriving at a collection point I’m always in a hurry and usually jump out before the kneeling is finished. But when I enter the cab it makes a big, big difference.” The driving experience itself is also considerably improved for Stomby. The floor height is just 80 centimetres, and the view all around the cab is unbeatable, aided by a lower, nar­rower dashboard, lower side window sills, newly designed rear-view mirrors and a driver position that is farther forward and closer to the door. The safety issue “It’s very much like driving a nice, premium passenger car,” Stomby says. “I spend so much time by myself inside this truck, and I can feel that it’s not that hard to get used to and addicted to this environment.” Ergonomics play a safety role in Stomby’s own physical situation inside the cab: the low entrance step and good handles when climbing in and out of the cab help to minimise strain on her back and knees. Both sides of the cabin offer the same entrance heights. With the space between the engine tunnel and the dashboard, Stomby can easily move across the cabin when she wants to avoid oncoming traffic. “Being a field test driver for such a truck is really a privilege,” she says. “I’m the only one driving it and have been able to furnish it with my own things. It feels like a home to me.” L-SERIES: new city cab allows interaction at a lower level An entirely new low-entry cab series developed for urban environments For applications in distribution, waste and construction operations Up to three passenger areas; easy to move around inside the cab A single boarding step combined with automatic kneeling Offers optimum ergonomics and interaction with other road users A Scania City Safe Window to provide enhanced vision and safety. .

Scania Group Press Release / December 6, 2017 The technicians at CablePrice in Christchurch, New Zealand, who won the Scania Top Team world championship in 2015, provide an inside look at what sets them apart. “It might lead back to the old Kiwi ‘number 8 wire’ mindset of ‘give it a go and make it work’,” says team captain Steve Watts, when asked why service technicians in New Zealand are among the world’s best. “I guess down here, if you have to get something done and you haven’t got all the parts and services you need, you just do what you need to do.” The number 8 wire attitude has become part of the cultural lexicon of New Zealand, and refers to a kind of steel wiring originally used to make fences. The wire became a symbol of Kiwi ingenuity as New Zealanders proceeded to find a whole range of other innovative uses for it. “Here in New Zealand, they tend to overhaul things instead of replacing stuff,” explains Dave Van Schie, a Dutch team member who previously worked for Scania in the Netherlands. “They actually take things apart and understand how they really work.” For team member Michael Long, their success is dependent on teamwork. “The guys, they’re like family,” he says. “So when somebody’s stuck and trying to get through a job, everyone pitches in and helps them out.” The crew won’t be representing New Zealand at Top Team in 2018, after losing this year’s national final to rivals Whangarei, who placed second at the world finals in 2013. However, Long says that the experience and training involved in being part of Scania Top Team will have a lasting impact. “The amount of knowledge and skills we gained from doing Top Team, and the preparation we had to put in to get as far as we did to win it, has helped everyone in the workshop,” he says, explaining that the team members have become a valuable resource for other technicians when they encounter difficult problems. .

Here we are in the year 2017, and the Chinese market is only now being introduced to the Mack "Duplex", "Triplex" and "Quadruplex" 2-stick transmissions. http://www.360che.com/news/171127/86657.html

Loblaws trucks going green National Observer / November 3, 2017 "All electric! Woohoo!" Federal Environment Minister Catherine McKenna gave two enthusiastic thumbs up as she climbed aboard the 53-foot fully electric delivery truck unveiled by grocery giant Loblaws on Friday morning in Vancouver. Loblaw Companies Ltd., which owns widely-known brands including President's Choice, Joe Fresh and Asian grocery chain T&T, announced a commitment to completely electrify its fleet of trucks as part of its goal to cut carbon emissions by 30 per cent by 2030. Transportation is the second-largest carbon pollution source in Canada, just behind oil and gas. Heavy-duty trucking is the fastest growing slice of Canada's transportation emissions, accounting for 10.5 percent of the national total. Analysts at the Pembina Institute point out that, by contrast, Canada's vast electricity sector is only slightly larger at 11 per cent. Big rig and delivery truck makers are in a race to get zero emission vehicles on the road. Loblaws unveiled a class-8 delivery truck manufactured by China's BYD. Class-8 is the heaviest category of truck in general use and Loblaws' is the first fully electrified truck in the company's fleet of 400. Tesla, Mercedes, Cummins, Toyota, and Navistar (maker of the International line) are rolling out battery electric models while Nikola Motors is betting on hydrogen fuel cells. "I'm really thrilled by the announcement today," said Environment Minister Catherine McKenna. Referencing the Paris Agreement climate goals and Canada's commitment to reduce its greenhouse gas emissions by 30 per cent below 2005 levels by 2030, she added: "We have a target. It's not a target that the federal government has to meet. It's a target we all have to meet as a country and we're all part of it. The fact that Loblaws has stepped up... is a really great step. For everyone who is thinking about this, please do the same." Vancouver Mayor Gregor Robertson said the electric truck initiative showed "the kind of leadership we need from the private sector" and said these kind of initiatives need to be echoed by governments at all levels. Robertson said his city council recently approved the Renewable City Action Plan, committing the city to obtain 100 per cent of its energy needs from renewable sources by 2050. Loblaws senior vice president Bob Chant announced the company's commitment to full electrification of its fleet of delivery trucks, "We're committed to be part of the solution. We're not waiting to be told to do something," The company aims to have zero carbon delivery systems in the near future, and the 53-ft electric delivery truck was unveiled as one of the first vehicles to be part of the fleet. "We know with the size and scale and magnitude of our fleet delivering groceries across the country day in and day out, we still see a significant opportunity to realize further efficiencies," said Brian Springer, Loblaws' VP of transport operations. "It's a really exciting time in our industry. Technological advances are coming quickly." Dianne Zimmerman, policy director for transportation and urban solutions at the Pembina Institute called today's announcement "a bold step" that will help Canada meet national and global climate commitments. "Loblaws taking bold steps will give confidence to other large shippers to shift away from diesel vehicles and enter into the electric vehicle space." "There's a real double benefit here: shifting away from diesel improves air quality as well as reducing greenhouse gas emissions. The amount of vehicle kilometres traveled by freight trucks is not likely to decrease anytime soon so decarbonizing the trucks is the important focus," Zimmerman said. Dan Woynillowicz, policy director for Clean Energy Canada, underscored the fact that Loblaws is working with Chinese manufacturer BYD: “It’s no surprise that the truck is manufactured in China, which is already the world leader in both manufacturing and deployment of electric vehicles. Like they did with solar panels, China is poised to become dominant in electric vehicle production and export.” “This is yet more evidence that the transition to electric vehicles of all shapes and sizes is accelerating faster than anybody anticipated. These are the biggest commercial trucks on the road, and it wasn’t long ago that the dominant view was that going electric wouldn’t be feasible. Here’s evidence to the contrary, hitting the road in Canada.” .

Today’s Trucking / November 7, 2017 VANCOUVER, BC – One of the country’s largest grocery retailers is going electric. Loblaw Companies was joined last week by Catherine McKenna, federal minister of environment and climate change, to unveil a fully electric Class 8 truck, made by BYD in the U.S. Specializing in electric trucks and buses, BYD will be bringing vehicles capable of making commercial deliveries with zero carbon emissions to the grocery and pharmacy giant in the next few years, Loblaw said. The grocer is also investing in a hybrid refrigerated trailers. Loblaw estimates removing diesel from their trucks and refrigerated trailers could reduce more than 94,000 tonnes of carbon dioxide emissions per year, the equivalent of removing more than 20,000 cars from the road. Rob Wiebe, executive vice president - supply chain, said the company wants to play a leadership role among Canadian retailers in making a positive environmental impact. "As one of Canada's largest energy users, given the size and scope of our retail network and supply chain, we know we have a critical role to play in helping Canada reach its carbon reduction targets," he said. The company said it is taking the new measure as part of its goal to cut its emissions 30% by 2030. The company says that by that time it will have reduced emissions associated with electricity consumption by 35%, transportation by 25%, and cut emissions associated with refrigerants in half. It also aims to improve waste diversion by 80% in stores and 95 % in distribution centers. Loblaw is part of the Weston Group of Companies which also owns the Shoppers Drug Mart, Joe Fresh, and Presidents’ Choice labels in Canada. .

Ford Performance boss moves to new role at Ford Michael Martinez, Automotive News / December 7, 2017 Dave Pericak, the head of Ford Performance who was instrumental in developing the GT supercar and Raptor performance pickup, has moved to a new role within Ford Motor Co. overseeing engineering of more mainstream products. Pericak, 46, this month became engineering director of Ford's North American unibody applications, according to a Ford spokesman. His LinkedIn profile also says he'll work on Lincoln programs. His previous role at Ford Performance will be split between two people. Mark Rushbrook will handle racing efforts while Hermann Salenbauch will lead production-vehicle development. Pericak led Ford Performance from its creation as a stand-alone entity in 2014. Over the last three years, he helped launch the GT, F-150 Raptor, Mustang Shelby GT350, Focus RS, Focus ST and Fiesta ST. He also played a key role in Ford's motorsports efforts as the GT returned to racing and ultimately placed first in its class at the 24 Hours of Le Mans race in 2016. Before his role at Ford Performance, Pericak was the chief engineer of the 50th anniversary Mustang. .

This is yet another example of the broad operating autonomy that Volkswagen Group has given Scania. Rather than force the truckmaker to use MAN's 6.9-litre D0836 engine, Scania was allowed to choose Cummins AND massively revamp the engine (NO EGR). The relationship born from the Scania-Cummins fuel injection system (XPI) joint venture has been mutually beneficial to a large degree.

Scania completes truck range: Launches L-series; adds new engines Commercial Motor / December 7, 2017 Scania has completed the roll-out of its new generation truck range with the launch of a low-entry L-series and a new 7-litre engine. The 18-month launch programme commenced in August 2017 with the unveiling of the R- and S-series long-haul trucks. Featuring an entirely new modular cab system, these vehicles are widely considered to have set new standards in terms of driver comfort and visibility. The S-series, the first Scania to feature a completely flat floor, was promptly crowned International Truck of the Year 2017. In June the new G-series broke cover, completing the long-haul line-up. At the same time a 650hp version of the V8 engine was launched, which like the 520hp and 580hp derivatives, uses SCR-only technology. Now only the range-topping 730hp V8 uses a mixture of EGR and SCR. The next phase in the new truck roll-out happened in the autumn, with the launch of Scania’s XT heavy-duty construction range. Featuring a heavy-duty bumper with superior ground clearance, and numerous other tough styling cues, the XT package is available on all cab types. At the same time a new P-series cab was shown for the first time, but with very little fanfare. We now know that Scania was waiting for the launch of its new 7-litre engine before shouting about its new distribution range. The final phase is the launch of the all-new L-series low-entry cab, designed for urban distribution. It is joined by crewcab derivative of the P-series. “Replacing and upgrading Scania’s entire global offering has been a fantastic experience,” says Alexander Vlaskamp, senior vice president at Scania Trucks. “It’s a real pleasure to be able to introduce the world’s most modern and sustainable transport solutions.”

Scania L-series low entry truck announced Commercial Motor / December 7, 2017 Scania has launched a brand new low-entry cab series to compete directly with the Mercedes-Benz Econic and other improved direct vision cabs. The Scania L-series is the latest model in a busy 18 months for the manufacturer which has seen the launch of the Scania S-series as well as revised R-series, P-series, G-series and new XT construction models. Designed specifically to meet the increasing demand for safer urban trucks that meet the Direct Vision Standard, the L-series will be offered in distribution, waste and construction configurations. Available in low, standard and high roof heights, the L-series’s party trick is its ‘kneeling’ ability allowing a greatly reduced entry-height. Automatically activated by applying the handbrake, the floor height drops more than 10cm to give an 80cm floor height. The first step, just 44cm off the ground, is all that is required to gain access. L-series cabs still come with two steps but those with no kneeling abilities give a 93cm floor height – a reduction of more than 20cm compared to the previous generation P-series. To further improve visibility and safety, a Scania City Safe Window is also now available as a factory option on both the new P-series and the L-series, replacing part of the door panel in the passenger door with a glazed section. Power comes from Scania’s 9-litre diesel engine with the choice of three different power outputs. The option of a OC09 gas engine suitable for both CNG and LNG with two power outputs, will be added to the line-up in 2018. Both diesel and gas engines will be compatible with Scania’s Opticruise transmission or an Allison automatic gearbox. .

Scania introduces new 7-litre engine Commercial Motor / December 7, 2017 Scania has launched the DC07, a new 6.7-litre engine, which it claims will offer a 10% improvement in fuel economy over its 9-litre DC09. The Cummins-built in-line 6-cylinder engine, which also features in the Daf LF as the Paccar PX-7 [Cummins ISB6.7, originally called PX-6], has been heavily reworked by Scania. The new engine features a completely new fixed geometry turbocharger and Scania’s in-house exhaust gas after-treatment system, allowing it to tackle Euro-6 without the need for EGR. The DC07 is offered in three power ratings (220hp, 250hp and 280hp), with torque ratings from 1,200Nm to 1,400Nm. It is the smallest truck engine Scania has offered in decades, both in terms of displacement and physical dimensions. It is 360kg lighter than the 5-cylinder DC09, and because of its size, results in a lower engine hump in the P-series cab. Although available in trucks with GVWs as high as 26 tonnes, the DC07 is expected to prove a popular choice in lower weight vehicles. Henrik Eng, product director, Urban, Scania Trucks, says there is nothing to stop a customer from specifying this engine in a 26-tonner, however he suggests it is better suited to lower GVWs. “You should more likely think of a distribution vehicle that might start the day with a gross laden weight of 18 tonnes but will soon be down to 10 to 12 tonnes, after having made a few deliveries. Then it’s wise not to have an engine with an unnecessarily high performance, particularly since this can bring a fuel saving of up to 10 percent.” Scania is optimistic that the addition of this engine will boost its share of the urban distribution and waste collection sectors.

Daimler Press Release / December 6, 2017 Waste collection in London the quiet way Environmentally friendly and quiet disposal through electric plug-in body Mercedes-Benz Econic handles refuse collection and waste compression The Econic is the benchmark in terms of safety and visibility Stuttgart / Lewisham (GB) – In Lewisham, a district in the southeast of the British metropolis of London, a Mercedes-Benz Econic 1838 4x2 with an electric tipper and crusher body has recently been put into service. Looking for an innovative rear loader tipper body, Mercedes-Benz Special Trucks located a suitable product from the Dutch waste disposal specialist Geesinknorba: the entire body is driven electrically. As a result, the vehicle can be efficiently and quietly used as a "mobile waste compactor" - local residents, market staff and market visitors are no longer bothered by noise and emissions. The battery pack is charged overnight in the depot (plug-in). "The Econic combines high performance with first-class reliability and an outstanding total cost of ownership record that outperforms all competitors," says Noel Everest, Service Group Manager of the urban fleet management. But even more important to him are the high safety standards and the good visibility that characterise the Econic. He is quite confident that the new refuse collection vehicle will receive a five-star rating as soon as London Mayor Sadiq Khan's "Direct Vision Standards" directive comes into force. Excellent all-round visibility increases safety The Mercedes-Benz Econic sets groundbreaking standards with its low-profile "high-visibility cab" with outstanding all-round visibility and good visibility of the driver by other road users. It is an unmatched benchmark due to its high and wide-opening driver's door, the large panoramic glazing of the front and side windows and the sophisticated mirror and camera system to reduce the blind spot. Lewisham Town Council bought their first Econic in 2013. Today they only use Econic vehicles in their fleet. Around 40 Econics are used in the narrow streets of this London borough. Incidentally, in Scandinavia the Econic with the electric body has found even wider acceptance: More than 150 units are in use in Denmark, Norway, Sweden and Finland. .

Scania Group Press Release / December 7, 2017 Scania’s new CrewCab is full of new features. No compromises on quality have been made; it is a worthy member of the Scania modular system. Since it is a cab that will mainly be used by firefighters it has been specifically tailored for emergency assignments, keeping both ergonomics and safety in mind. As befits a vehicle mainly intended for use by emergency services, the safety and well-being of crew members have been overriding considerations in the development of the new Scania CrewCab. As with any other truck developed by Scania, the CrewCab has undergone extensive crash tests. And for extra safety, there is an option where the crew using the truck will be protected by up to four side-curtain airbags. The new CrewCab accommodates as many as eight passengers. Among the new additions are the Scania City Safe Window and a high air intake, both of which are available directly from the factory, as well as larger fuel tanks. “It is a real cab, not an elongated ordinary cab,” says Product Manager Teodor Severinsson. Custom-made specs Scania is also making custom-made solutions available; the Scania CrewCab can be ordered with any version of the DC09 and DC13 engine, and it is possible to combine it with a range of gearboxes, including Scania Opticruise or automatic transmissions. “The most important thing to remember is the freedom to choose, that the vehicle can be adapted, meeting the demands of a customer,” Severinsson says. Like the other Scania cabs, the rear doors on the Scania CrewCab have several stop notches and open to a full 85 degrees. Boarding is staircase-like, with either a fixed or retractable lower step, and anyone who needs to get in and out of the cab will appreciate an easy climb and a low cab floor, making the entrance and exit both safe and quick and improving efficiency in the daily work. “The handles in the doors are new and are a welcome addition, not least when wearing heavy clothing or breathing equipment,” explains Severinsson. “It makes it so much easier to hold on to the handle when getting out of the cab in a rush.” The boarding step area and the ground around it are clearly lit when a rear door is opened for entry or exit. “World-class comfort” A separate climate system with its own heating is available for the crew area. “The new climate system is easily controlled from the crew area and ensures that the new Scania CrewCab provides world-class transportation and comfort,” says Severinsson. All in all, the benefits of the new features are that the crew arrives fully prepared for the task at hand. And it could also be said that by making it safe and making it great, the new Scania CrewCab will help to save lives. Equipped for the crew’s safety The new Scania CrewCab features: Accommodation for up to eight passengers City Safe Window High air intake Rear doors that open to a full 85 degrees New handles in the doors. Options : Up to four side-curtain airbags DC09 or DC13 engine Scania Opticruise Automatic transmission. .

Scania Group Press Release / December 7, 2017 With the introduction of the new, lighter distribution truck, Scania offers a new level of urban transport efficiency. Drivers will enjoy the best driving conditions in the industry in vehicles that excel in handling, steering and driveability – all of which are essential in challenging downtown traffic. With the lighter 7-litre engine, the new trucks have shed a full 360 kilograms in comparison with Scania’s 9-litre variant, improving both fuel consumption and payload. “We have significantly broadened our offering to the growing number of customers operating in urban areas,” says Jorge Guttierez, Product Manager, Scania Trucks. “The lower fuel consumption fits well into the sustainability focus of many cities, as well as improving total operating economy for operators.” Urban applications The 7-litre engine is primarily designed for urban applications such as distribution trucks, skip loaders and airport support vehicles. These lighter urban trucks are available in three engine outputs: 220, 250 and 280 hp. The engine is certified to use 100 percent HVO, which is a biofuel that gives a carbon dioxide reduction of up to 90 percent compared with diesel. With the more compact dimensions, the new P-series cab can, in combination with the 7-litre engine, be specified with a lower engine tunnel, which will open up a more spacious cab interior. Additionally, due to the six-cylinder configuration, drivers will appreciate lower noise and vibration. For certain urban transport applications, the larger 9-litre engine will remain the relevant choice, for example in heavy beverage distribution. But in many cases, the 7-litre engine is the perfect choice for urban applications, with a gross total weight of 26 tonnes. “For urban distribution, trucks will typically start their route with 18 tonnes of goods in the box, gradually reducing the load as deliveries are made,” says Guttierrez. “It makes sense not to over-specify the truck, especially with the substantial fuel savings to be gained.” SCANIA’S 7-LITER ENGINES DC07 111 220 hp DC07 112 250 hp DC07 113 280 hp Type Inline Displacement 6.7 litres Cylinders 6 Compression 17.1:1 Emission control Scania SCR Exhaust brake 105 kW at 2,500 rpm Max. output 220 hp (162 kW) at 1,900 r/min 250 hp (184 kW) at 1,900 r/min 280 hp (206 kW) at 1,900 r/min Max. torque 1,000 Nm at 1,050–1,500 r/min 1,100 Nm at 1,050–1,550 r/min 1,200 Nm at 1,050–1,600 r/min .

Scania Group Press Release / December 7, 2017 Scania now completes its new truck generation. Following the introduction of trucks for long-haulage and construction, the focus is now on urban and additional low-carbon transport solutions. “With today’s release, Scania comprehensively sets the stage for the necessary shift towards sustainable transport, offering tailored low-carbon trucks for all transport applications,” says Christian Levin, Executive Vice President, Sales and Marketing. The new fuel-efficient future-oriented trucks all feature the widely acclaimed styling and product characteristics of the new truck generation. Among these are enhanced driveability as well as improved visibility, increased safety, ergonomics and comfort. With the new generation trucks, Scania is taking major steps in providing customer-adapted trucks for even better total operating economy. Scania extends its urban range With the introduction of the lighter trucks powered by the new 7-litre engine, Scania offers urban transporters a new level of transport efficiency with fuel savings of up to 10 percent. With its more compact dimensions, the new P-series cab can feature a lower engine tunnel, which opens up a more spacious cab interior. Drivers will enjoy the best driving conditions in the industry in vehicles that excel in handling, steering and driveability – all of which are essential in challenging urban traffic. Low entry for higher efficiency The L-series is Scania’s newly developed cab series for urban transport, such as distribution, refuse collection and maintenance. Drivers will benefit from vastly improved direct vision of the surroundings. Drivers will also be at the same height as other road users, with the added advantage of improved working conditions when repeatedly entering and exiting the cab. The Scania L-series features a kneeling mode and lower boarding steps on both sides of the cab. Drivers can also take advantage of the space in front of the engine tunnel to exit on the passenger side, thereby avoiding oncoming traffic. Keeping an eye on safety In addition to the better view over surrounding traffic, Scania introduces the City Safe Window. Drivers will thereby have better opportunities to detect nearby pedestrians and cyclists. The window on the passenger side door is available for all P- and L-series cabs, those most common in urban transport, as well as for the CrewCab. Scania CrewCab – protecting those that protect Since Scania’s new CrewCab will mainly be used by firefighters, it has been specifically tailored for emergency assignments, keeping both ergonomics and safety in mind. For extra safety, there is an option for up to four roll over side-curtain airbags. The CrewCab accommodates up to eight passengers with a high level of safety and comfort, which includes a separate climate system with its own heating for the crew area. Breakthrough for gas-fuelled long-haulage operations Scania already offers the broadest range of trucks for renewable fuels, including ethanol, biodiesel, HVO as well as hybrid technology. With Scania’s introduction of a six-cylinder 13-litre gas engine specifically designed for regional and long-haulage operations, climate-conscious hauliers now have a strong alternative to conventional fossil fuels. For a 40-tonne truck-and-trailer combination with tanks for liquefied gas, the range has been extended to 1,100 kilometres. In parallel, Scania also releases a 9-litre gas engine for the new truck generation. Increased uptime with flexible plans Scania Maintenance with Flexible Plans is now also made available for the gas engine range. Significantly greater maintenance precision can be achieved on the basis of the vehicle’s actual usage pattern as continuously monitored through connectivity. The solution ensures that every single truck gets exactly the right maintenance at exactly the right time, thereby reducing time in the workshop and increasing uptime. “With the new generation trucks, Scania is taking major steps in improved safety, driver comfort and fuel economy. The released models have been universally praised and awarded for their innovative features and overall performance and we are certain that the new urban range will be equally successful,” says Levin. More information available on www.scania.com/group/en/section/pressroom/presskit/. .

eCanter is a different animal for body builders Rick Weber, Trailer-Body Builders / December 7, 2017 Coverage from the recent NTEA Truck Product Conference, a look at the critical details of new and coming-soon equipment from the chassis manufacturers, and what the changes mean for upfitters and truck body builders. The 2018MY is basically a carryover year for Mitsubishi Fuso, so most of the questions addressed the new eCanter all-electric medium-duty truck and how body builders will deal with it. “We will certainly be providing safety instructions as far as handling the truck goes,” said Leighton Good, manager of product applications. “For this debut, we provide a decommissioning procedure to power down the high-voltage system before any work is done on the truck. The truck uses standard European-developed protocol as far as identifying high-voltage circuits. The truck does have a 12-volt system in addition to a 360-volt, high-voltage system. The 12-volt system is because all accessories are still 12 volts. “What everyone needs to be aware of is its new technology. Body applications will generally be the same as far as body sizes go. Certainly there is less real estate on the truck for the mounting of equipment. We went to the standard grid-style frame with holes from the back of cab and end of frame that are in a 40 mm-by-50 mm pattern. Almost every one of those holes seems to be occupied now that we have a new, lighter truck. There are still places where equipment can be mounted by using standard U-bolts. We do have available now, from Fuso Japan, a vertical and horizontal style bracket that can be used at either the 40mm or 50 mm spacing. We’ve been able to mount the first four trucks without using any U-bolts.” The eCanter has been touted as a zero-emission, zero-noise truck that will help transform urban areas “into cleaner and quieter places for everyday deliveries.” The eCanter underwent extensive customer trials conducted in Portugal and Germany between 2014 and 2017. In comparison with a conventional diesel truck, the OEM said it offers savings up to $1890 per 10,000 miles on operating costs, along with “significant” reduction of carbon dioxide (CO2) emissions. The eCanter has a range of 60 to 100 miles and a load capacity of two to three tons, depending on body and usage. The vehicle’s electric powertrain contains six high-voltage lithium-ion battery packs, rated 420 volts and 13.8 kilowatt/hours each. The battery packs are being delivered from Daimler subsidiary Accumotive in Kamenz, Germany. “We’re very excited about this truck,” Good said. “At 16,000 GVW, it’s a little bit heavier than our standard truck. It’s about 900 pounds heavier, due to the batteries.” The company said it is planning to deliver 500 units of this generation to customers within the next two years. Larger scale production is intended to start in 2019. At its global launch, Fuso announced that UPS is the company’s first US commercial partner for the eCanter. UPS said it will place in service trucks to build on UPS’s Rolling Laboratory fleet of more than 8500 alternative fuel and advanced technology vehicles. “Short-series” production for the US market began earlier this year at the OEM’s factory in Tramagal, Portugal. The eCanter is produced alongside the conventional Canter “light” medium-duty unit at the Tramagal plant. Only the electric-powertrain-specific components will be installed in specific boxes along the production line. The all-electric eCanter units coming from Tramagal were handed over to customers within Europe and the US starting in August. Later this year, that same plant will produce components for the new Fuso FE Series Gas trucks, which will be assembled in the US. Fuso’s FE130, FE160, and FE180 will be powered by a PSI-GMPT Vortec Series 6-liter V8 engine, coupled with an Allison 6-speed automatic transmission. The new V8 engine models will be the first Fuso vehicles to be assembled in the US. The gas truck will be offered in Class 3 and 4, and as the industry’s only Class 5 gas-powered model, the company stated. Customer trials for the new FE Series gas trucks began in the fourth quarter, with full-market launch to follow in 2018 as 2019 model year. While the new VortecV8 represents a robust new powertrain for the company, it has adapted the drivetrains to its standard cab-chassis configurations, so customers and upfitters will find the same familiar 33.5-inch-wide frame, same body attachment capability, wheelbases, cab-to-axle dimensions, and box sizes as they’ve had with turbocharged diesel cabovers. “Externally, it is not so much different,” Good said. “It uses the same cab wheelbases and frame. But it does have a 6-liter, V8 gasoline engine. There are a lot more broader applications as far as PTOs go and as far as speed and torque capability.” The company is partnering with Morgan Corporation and Daimler Truck Financial to offer lease and purchase programs for its 2017 Fuso FE160 Class 4 medium-duty cabover truck with a 151˝ wheelbase and 16´ Morgan aluminum dry van body. Dubbed the FUSOComplete Program, it offers customers a Fuso FE160 Series truck with 15,995-lb GVWR and 10,490-lb estimated body/payload, through either a 36- or 48-month lease, or a direct, no-down-payment purchase with 36- or 48-month financing terms.

Rick Weber, Trailer-Body Builders / December 7, 2017 Coverage from the recent NTEA Truck Product Conference, a look at the critical details of new and coming-soon equipment from the chassis manufacturers, and what the changes mean for upfitters and truck body builders. Back in 2014, John Ruppert, Ford’s general manager of commercial vehicle sales and marketing, stood at the same stage and said that between that moment and 2017, every one of Ford’s commercial vehicles would either be all-new or significantly refreshed and brought to market. This year, he showed a slide that illustrated the result: the full line of commercial vehicles from Class 1-7. “At that time, the Transit wasn’t even here,” he said. “We were just launching the new Transit Connect. We didn’t have our F-150. We didn’t have our Super Duty. We’ve done all that in four years. “But I think the most important thing that I want you to remember is that same cadence of refresh starts next year again. We bring the new Transit Connect, significantly changed, to market next year. And for the next couple of years after that, every one of these products will be touched—for some, in a pretty significant way.” Ray Eyles, chief program engineer for Ford Transit North America, said Transit Connect cargo vans have revised front side air curtains and metal mesh panels on second-row daylight openings. Passenger wagons have revised full-length side air curtains and high-strength laminate glass in third-row daylight openings. The Ford Transit expanded for 2018 with new features designed to help make it even more useful on the job. The rearview camera that is standard on the Transit van and passenger wagon moves above the rear doors on medium- and high-roof models for 2018, and will remain next to the license plate on low-roof models. The full-size Transit van will have a locking glove box as standard equipment, as well as a new rear-door exit handle and rear LED cargo lamp switch. New optional equipment available for model year 2018 includes: heavy-duty cargo area flooring; heavy-duty rear scuff plate kit; extended-length running boards; push-down manual parking brake; power-folding short-arm heated mirrors with turn signals; AM/FM stereo with audio input jack, microphone, and Bluetooth interface; D-pillar assist handles for medium- and high-roof models; forged alloy dual rear wheel package; and a charcoal leather-trimmed, heated-seat package. John Scholtes, chief program engineer for commercial products, gave an update on E-Series cutaway and stripped chassis, F-650/F-750 medium duty, and F-53/F-59 stripped chassis. “Even with the success of the Transit, E-Series cutaways and strip chassis sales are 35,000 year to date, and we expect that number to be over 50,000 units by the end of the year,” he said. “So the E-series is here and will continue to be here for the foreseeable future.” 2018MY E-Series production started in October. Changes for 2018 include: • Styled bright fixed lens headlamps standard. • Mid-series Exterior Appearance Package (18D) no longer offered. • 6.2L and 6.8L engine OBD changes: minor calibration change to address future OBD requirements. • Motorhome Prep Package on E350 SRW/6.8L/4.56 Axle/ 82 square feet. Frontal area optional. 2018MY F-650/F-750 production started in October. Changes include: • Electronic Stability Control (ESC) on air brake vehicles. Standard on tractor models. Optional on F-750 non-tractor models. Requires 14K front axle and 13.2K front springs. Not available with trailer tow or two-speed rear axle. Must specify CG of second unit body upfit. • New options: 240A alternator on gas engines and 3-inch bumper extension. • Relocated diesel engine and all trans dipsticks to allow for “feet on the ground” access. • In addition to the 17 existing J1939 signals available in 2017MY, 18 more have been added for 2018. He said the 2018MY F-59 stripped chassis has a Parcel Delivery Package (PDP) that started production in May and adds the following content: 19.5 x 6.75 white wheels (PDP package); and brake pad wear indicator (PDP package). All other F53 and F59 content is carryover from 2017MY. Cathy Fratarcangeli, Super Duty program manager, said the Super Duty chassis cab has an aft-axle frame extension that is available for 19,500 GVWR. A 42.4-inch frame extension increases the axle to end frame dimension to 89.4 inches, and is optional on F-450/F-550 regular cab XL and XLT with 145-inch wheelbase and 60-inch CA. A 32.4-inch frame extension increases the axle to end frame dimension to 79.6 inches, and is optional on F-550 regular cab XL and XLT with 169-inch wheelbase and 84-inch CA. An Upfitter Interface Module is designed to operate aftermarket-installed equipment with up to nine digital input signals for lift buckets, cranes, salt spreaders, snow plows, and more. It’s factory-installed and laptop programmable. Programming can be saved and replicated across a fleet of Super Duty vehicles. Bill Chew, special vehicle engineering manager of commercial vehicles, gave some updates on Super Duty Pickup Box Removal: • Issue: Fast flash (taillights, when replaced w/ LED). Status: Fast flash issue eliminated in production September 27, 2016, for box delete and chassis cabs. Dealer IDS tool updated for box removal vehicles. • Issue: MS-CAN disconnect-related issues. Status: Jumper harness to reconnect to MS-CAN Network is available from dealers. • Issue: Blind spot information system (BLIS) warning message. Status: IDS tool updated to allow dealers to disable BLIS. On Super Duty DEF tank/lines: • Issue: DEF tank fitting needs to be 900 in lieu of ~300 to avoid hose interference with second unit body. Status: New fitting tentatively planned for March 2018 production (to be included w/DEF kit). • Issue: DEF line close to lower frame flange—line can be crushed during upfit. Status: Use caution when mounting bodies. Ref. Q-271 DEF line re-routing tentatively planned for March 2018 production. • Issue: Difficult to install DEF hose on fill cup. Status: QVM 260 recommends use of 50/50 alcohol/water solution or lubricant. Engineering releasing wider inside diameter hose (tentatively planned for January 2018 production). • Issue: Need new jumper harness to allow for relocation of DEF tank from inboard to outboard location. Status: Jumper harness now available in dealer service (Ref. Q-267 for key service part numbers required). On Super Duty electrical: • Issue: Dual to single alternator conversions—illuminated charging light/warning message. Status: IDS tool updated to allow dealers to re-configure alternator configuration on vehicle. • Issue: Reverse camera does not function when upfitter purchases Ford camera kit from dealer. Status: IDS tool updated to allow dealers to turn camera on for vehicles ordered w/o reverse camera kit. Vehicle must have 4” or 8” monitor. • Issue: Installation of Ford Trailer Brake Controller on vehicles not equipped. “Trailer attached” message on instrument cluster. Status: Service kit available to install TBC (vehicle must have trailer package). Caused by use of trailer tow circuits on vehicles for second unit body lighting. IDS tool update to dealers by late September to disable. • Issue: No CHMSL circuit available end of frame. CHMSL circuit available on all Super Duties at Job #1, 2018. • Issue: Separation of stop/turn signals. Status: BCM must be reconfigured using dealer IDS tool from combined stop/turn to turn only. He said the under-hood battery location was changed with the new MY17 Super Duty. Aftermarket electrical equipment involving B+ power must not contact the hood; maintain minimum 15 mm to the underside of the hood when closed. He said the high-spec interface connector is a 43-way connector that provides access to vehicle signals. It’s located behind the glove box, with a mating connector included. Details are provided in the Body Equipment Mounting Manual (BEMM). Chew said that on applications with a fully sealed body on the Transit Cutaway, a minimum 23.3-square-inch air extraction area on each side of the vehicle cab is recommended for windshield defogging performance and improved door-closing efforts.

Rick Weber, Trailer-Body Builders / December 7, 2017 Coverage from the recent NTEA Truck Product Conference, a look at the critical details of new and coming-soon equipment from the chassis manufacturers, and what the changes mean for upfitters and truck body builders. Hino has big plans to bolster its US operations by introducing a new truck line and adding new facilities. Hino is making its entry into the heavy-duty vocational Class 7 and entry-level Class 8 day cab markets with a new line of trucks that will be introduced in 2019. The trucks will be powered by Hino’s A09, 9-liter engine. Already sold in many other markets around the world, the Hino A09 engine has ranges of 300 hp to 360 hp and 860 lb-ft to 1150 lb-ft of torque. Hino is planning a public reveal of the new truck March 7 at The Work Truck Show 2018. In April, it will release 100 demos into the market. The new line of trucks will be produced at a new Hino truck assembly plant in Mineral Wells, West Virginia, close to the current Hino plant. Hino is purchasing a former Coldwater Creek women’s clothing distribution center and converting it into a new truck assembly plant. The new facility is expected to open in early 2019 and will also house cab assembly, which is currently done in Japan. Hino plans to invest $100 million in the new plant, creating about 250 new jobs by early 2020 over a two-shift operation. As part of Hino’s growth plan, the company broke ground on a $20 million corporate office in Novi, Michigan, in August. Hino is consolidating all operations in its new corporate headquarters, including sales, marketing, service, engineering, purchasing, and manufacturing. Hino’s Insight Diagnostic Center, which monitors vehicle performance and uptime for all Hino trucks equipped with Insight, will also operate out of the Novi headquarters. “What’s really special for us is that it’s both a sales and manufacturing building,” said Dominik Beckman, director of marketing and dealer operations. “So both headquarters will be combined into one and we will be able to gain synergies from that. There is very little we can accomplish independently of each other.” Jeff Minnis, senior manager of product planning, gave the 19MY updates and explained seven items that will change for COE trucks: • Van light circuit and switch option. It reduces the installation time of the van light. The switch will include lit indicator and the harness will be available in all COE chassis. The switch relay and fuse will require purchase and installation, if not ordered as a factory option. • PTO switch assembly. Hino is easing the installation of a PTO by offering a prewired switch in the cab. It includes a PTO switch with lit indicator, the Hino PTO programming option for plug-and-play PTO installation, and a 12V lit indicator, ECM input wire, and 12V for PTO solenoid engagement. • Additional vocational signals—in cab. A pass-through harness can be used to reroute the circuit to the rear of the chassis. Connector A: neutral, reverse, park brake, speed, stop, right-hand turn, left-hand turn (right-hand and left-hand mirror-constant signal wire for backup camera). It’s standard equipment and current wires will remain; ignition wire power circuit will have increased amperage capacity. • Additional vocational signal—aft cab. There are three new interface points behind the cab: the trailer brake fuse/relay block connector; trailer brake fuse/relay block PN# 82241-426A0; and pass-through harnesses to deliver power and signals to the rear of the chassis (one six-pin connector consisting of 5–0.50mm^2 wires and one two-pin connector consisting of 1–2.00mm^2 wire). There are two new interface points at the end of the frame: one three-pin connector with reverse, stop, and tail light signals; and one three-pin connector with turn left, turn right, (flashing) and ground wire. • Addition of 5.142 rear axle ratio. • AGM battery diesel-option. “Today, if you order a cabover hybrid, you get the AGM battery. If you order diesel, you do not. In 19MY, you have the option for the AGM battery. It’s not as easy as taking one battery out and dropping the other one in. It’s a completely different bracketry change and cable change. So if you want AGM on your diesel, you should order it from the factory that way.” • Orange seat belt option—factory. “It’s a current option today, but the gray seat belt has to be swapped out for orange. In 19MY if you order it, it will come from the factory with orange seat belts.” He said there are two running changes that occurred in the previous six to eight months: • 55-gallon fuel tank hole 149” wb. “We have an option for a 55-gallon aluminum fuel tank mounted where the current side tank is mounted. Previously, to mount it you had to drill the holes. Now the holes will be pre-drilled. It makes it easier on our side, but also if you decide you want to add that 55-gallon tank at your facility or at a dealer, then there’s no more drilling of holes.” • Long wheelbase (195 single and double cab). He said there are six items that will change for conventional trucks: • Wider cab entry steps. “Both the passenger and driver side steps will gain about an inch and a half. It’ll be a wider, safer step.” • 3 AGM battery option. • Cowl harness connector. “On the cabover and the conventional, we utilize two different connectors in the telematics system. One was an 8-pin and the other was 10. Most connectors will go to the 10-pin. You won’t have to carry an additional harness anymore.” • Fuel level indicator. This allows an increase in the amount of fuel available before triggering the “E” lamp on the fuel-level indicator. The lamp will be triggered with 9.2 gallons left on the 2019MY 230hp trucks, instead of 13.3, and 10.6 gallons left on 260hp trucks, instead of 13.3. • Fuel sense 2.0. “We did some testing on our own and got 6% better fuel consumption than Fuel Sense 1.0.” • Exterior grab handle. It will be standard on conventional trucks on both the driver and passenger side. The handle color is silver. The passenger side is not available in combination with vertical exhaust. He provided five running changes on the conventional side: • Rear shock upper mount relocation. Hino relocated the upper rear shock absorber mount for low center-of-gravity car carrier bodies. The 258LP or ALP are equipped with air ride as standard. • Extension harness for air tank pressure sensor, diff lock and suspension dump valve. “Previously, you could order a chassis harness extension in three different lengths but they did not include air tank pressure sensors or diff lock and suspension drum valves. Now, you don’t have to cut and splice wires. They’re all sealed connectors.” • 3000 RDS transmission option. “It’s currently available on the 338 and now we will open it up to 268 hydraulic models.” • Two or three Enersys battery option. • Battery disconnect switch and jump start stud—factory. “Previously, this was an option but it was a modification. Now, you can order the disconnect switch and also that switch has enough length on the cable it is run through so you can move it into the cab on the left hand side of the driver seat on the floor. You don’t have to modify the harness at all.”

Freightliner welcomes DD8 Rick Weber, Trailer-Body Builders / December 7, 2017 Coverage from the recent NTEA Truck Product Conference, a look at the critical details of new and coming-soon equipment from the chassis manufacturers, and what the changes mean for upfitters and truck body builders. Detroit Diesel, a subsidiary of Daimler Trucks North America (DTNA), unveiled the Detroit DD8 medium-duty engine at the Work Truck Show earlier in the year. By the end of this year, the 7.7l inline diesel engine will be available to order, and then will be put into vehicle production early next year—initially available in the Freightliner M2106, 108SD, and 114SD models, which are targeted primarily at vocational applications, including, utility/maintenance/repair service, pick-up and delivery, oil field, construction, logging, plow and dump, wrecking, refuse, fire/emergency, and recreational vehicles. The DD8 will also be entirely built at Detroit’s manufacturing facility in Redford, Michigan—unlike the DD5, which began production in Germany and was gradually transferred to Redford. This is all part of a $375 million strategy initiated by DTNA in November 2015 to bring to the United States the manufacturing of its proprietary medium-duty engines, DT12 automated mechanical transmission (AMT), and its proprietary line of Detroit Axles. “That means North American testing and North American validation for fuels and fluids and duty cycles, and also the investment in the Detroit diesel plant to build up the medium-duty engine assembly line in Michigan,” said Steve Collins of Detroit Powertrain Sales. “Even though this is a global platform of engine, it is a true North American engine. “We were able to achieve some pretty amazing targets, such as the B10 life of 400,000 miles. We have the longest scheduled maintenance intervals in its class. We were able to use technologies such as variable exhaust cam phasing and efficient thermal management. And all of it is backed by a three-year, 250,000-mile warranty.” The DD8 features a 260-350 hp range and a torque range of 660 to 1050 lb-ft and will launch with both engine and transmission power takeoff (PTO) options required for many vocational applications. It is expected to match or exceed the 45,000-mile oil drain and fuel filter replacement interval offered for the DD5. He said variable exhaust cam phasing is used to increase exhaust temperatures for effective DPF regeneration in all conditions. It has a compact design that is integrated into the exhaust camshaft and advances the camshaft for early-valve opening. The Detroit Connect Virtual Technician is standard for three years on DD5 and DD8 engines. He said it allows the user to make informed service decisions within minutes of an engine or aftertreatment fault event; know the severity of the fault and when, where, and how to best fix the issue; and reduce the time spent on diagnostics and in the shop while increasing vehicle uptime. Dan Silbernagel, TEM product strategy manager, gave a rundown of Freightliner’s key features and recently released options. “This is a small portion of everything we’re working on,” he said. “We have 40 to 50 items we’re also working on. Right now, they aren’t to the point where I can say, ‘Hey, they’re available at this time.’ ” He said those will be announced at The Work Truck Show in March, but the following are available now: • Hendrickson FMO20 lift axle for refuse market. This is a factory-installed axle that saves cost and time to delivery and provides clearance for the hydraulic cylinders on roll-off bodies. It has a planned start of production of January 15, 2018. • Engine compartment lighting. This is a single LED light center-mounted on the front wall and is important because of the NFPA requirement to provide engine compartment lighting. Availability is targeted for the first quarter of 2018. • 5-inch drop axle for twin steer prep. It allows the axle to clear an Allison transmission compared to the current 3.5-inch drop axle. Scheduled start of production was November 6. • 515 coverage for tridem suspensions. It expands a new routing and clipping process to tri-drive rear suspensions. This will help improve the routing of air lines, fuel, and electrical harnesses. Start of production was August 7. • Dual side adjustable hood-mounted mirrors. The swing arm-mounted cross-view mirrors expand coverage to the M2 106. The option is already provided for M2 112, 108SD, and 114SD. Start of production was August 7. • Right-hand aft tank. This is a fuel tank mounted 32.5 inches back of cab and spaced outboard two inches from the rail, allowing for safe fuel-line routing between the ATS, rail, and fuel tank. Start of production was June 5. • Dana 590 axle. The D590 two-speed planetary double reduction single drive axles offer versatile power in a complete line of planetary double reduction models. The D590 Series tandems are ideal for medium- and heavy-duty applications from 46,000 to 70,000 pounds GAWR, including construction, heavy-haul, logging, oil field, refuse, and other demanding vocational applications. It allows a top speed of 65 mph with Allison transmissions. Ratio coverage from 4.75 through 10.90:1 allows maximum performance across a variety of vocations. High-capacity gearing and bearing system for durability and reliability with higher horsepower/torque engines. Patented axle breather design allows unrestricted air flow—a no-maintenance feature. Start of production was June 5. • Trailer wiring provisions w/hydraulic brakes. This is a new design to provide a hydraulic service brake signal to the customer-furnished brake controller. It reduces upfit time by eliminating the need for aftermarket electrical wiring to enable electric brake controllers with hydraulic brakes. Start of production is December 18. • Auxiliary function range inhibit. This is a hardwire interlock to Allison transmission that prevents neutral to drive or neutral to reverse when there is an input from the body. Start of production is March 19, 2018. • RP170 bodybuilder connectors. This is a chassis-to-body electrical interface per TMC’s RP 170 recommendation. It provides the vocational/refuse industry a common electrical interface connection that is environmentally sealed, contains all required electrical circuits and is located in an industry-standardized location. Start of production is December 18. • A/C condenser mounted on frame. This is a right-hand, frame-mounted RedDot A/C condenser, located 20 inches back of cab. Customers running M2 108SDs on feed lots require special cooling packages that are easier to clean due to the type of debris they encounter. Start of production is December 28. • Idle shutdown with audible alarm. Audible warning has been added to the existing visual warning prior to engine shutdown. Idle shutdown with be disabled in PTO mode. Visual warning: flashing red engine light. This ensures that a vehicle in PTO mode does not shut down and interrupt any work in progress. Visual and audible warning prior to shutdown will alert operator, allowing override of shutdown if necessary. Became available September 11. • RPL20 driveline. This is a Meritor driveline that is permanently lubricated, reducing operating and maintenance costs for customers. Became available November 6. • Front frame extension tow hooks. Relocation of front tow hooks from the front suspension spring hanger to a more forward location when FFE is specified. That will improve accessibility on FFE trucks. The new location mitigates the risk of damage to bumper and other components during recovery operations. Production started October 2. • Bendix (Smartire) tire pressure monitoring system. It informs the driver and maintenance crews of tire issues by displaying tire pressure and temperature status on dash display, and provides early warnings before tire damage is done. Available starting October 2. • Yellow grab handles. This option will allow drivers and passengers to safely enter and exit the vehicle with a high-visibility grab handle, and allow dealers to meet municipal bid specs requiring yellow grab handles. Start of production set for the first quarter of 2018.

International HV’s mission is productivity Rick Weber, Trailer-Body Builders / December 7, 2017 Coverage from the recent NTEA Truck Product Conference, a look at the critical details of new and coming-soon equipment from the chassis manufacturers, and what the changes mean for upfitters and truck body builders. International Truck has launched the International HV Series—the first severe service truck available with the International A26 12.4L big bore engine and designed to be the replacement for the WorkStar steel-cab vocational model. The HV—which stands for heavy vocational—has the same hood and grille as the current WorkStar but comes with an upgraded cab with new instruments, controls, dashboard, and sealing that make the HV easier and more comfortable to drive. Orders are being taken, with market availability in March. “We focused on re-energizing and re-invigorating our existing product line and have been hard at work reshaping our steel-cab vocational product,” said Darin Vehlewald, product manager of the vocational product line. “We’re all excited to announce our HV series. We’ve had our engineers work pretty closely with customers as well as body equipment manufacturers during our design process to make sure we’re upgrading. What we’ve created is what we believe is the most productive work truck environment possible. The HV series was built with productivity as its primary mission.” Some highlights: heavy-duty, double-sided galvanized steel cab for long-term durability; huck bolt chassis fasteners provide superior clamping force and will not come loose even in extreme environments; also available with a clean Cab-to-Axle (CA) configuration to minimize costly post-production modifications; integral 20” and 27” frame extensions (not bolt-on) for superior strength and reliability; available stainless-steel oil pan for reduced corrosion in highly corrosive applications; new industry-standard J1939 electrical system architecture and improved harnessing to maximize uptime. Built from the proven MAN D26 engine crankcase, the A26 produces up to 475 horsepower and 1700 lb-ft of torque from a design that is 600-700 lbs lighter than a traditional 15L big bore engine. The A26 is also the first engine to meet the B10 standard that requires 90% of delivered engines to travel 1.2 million miles before a major repair. The HV Series is also available with the Cummins B6.7 and Cummins L9 engines. Every HV can be equipped as an option with OnCommand Connection, the remote diagnostics system and Over-the-air (OTA) programming. With the International HV Series, customers can order the specific chassis configuration needed for any application upfront, which substantially reduces the time and expense involved to upfit the vehicle in post-production. To further improve driver productivity and safety, the HV Series features the best-in-class Diamond Logic, an advanced electrical system that streamlines chassis and body equipment integration and allows customers to program automated tasks. DriverFirst enhancements that contribute to productivity include: • Redesigned cab doors with a lower bottom glass edge and removed the vent window, giving the driver a single large piece of glass to look through, greatly improving side visibility and reducing blind spots. • By reshaping the doors and side glass, the position of the optional pedestal mirrors was optimized so drivers turn their heads 15% less on the left side and 5% less on the passenger side, making it easier to keep their eyes on the road while reducing neck strain over the long haul. • An all-new dash designed for the driver with more space for additional rocker switches. • An available premium gauge cluster designed with driver input that is customizable with virtual gauges. • An easy-access column-mounted stalk shifter integrated with engine braking to help keep hands on the wheel and eyes on the road. • Introduced the “wing panel dash” tailored for the vocational truck and driver. The new stalk shifter placement and the lower instrument panel design greatly improve leg room for the driver, especially at the knee. An additional vent has been added to help keep the middle front passenger comfortable. • The dash contains space for up to 30 customizable switches ensuring functionality of any type of body that is mounted on the back. Switches offer large easy-to-read text and recognizable ISO symbols, are back-lit for easy viewing at night, and offer seven unique color options for the indicator lights. For complex body applications like ambulance, fire or high-railers, the multi-color lights allow for a higher level of customization and functionality. • A new fuse panel is much easier to service with no exposed wires. The panel has a new spill-proof design allowing liquids to flow into a gutter around the panel and drain to the outside of the vehicle without damaging any electronics. • With an inside wheel cut of up to 50 degrees, the HV Series can easily navigate tight city streets or construction sites, saving driver time, reducing work-site collisions and boosting productivity. Vehlewald also gave some severe service updates: • The WorkStar 7400/7500 AWD series will feature the Fabco FSD model, rated at 20,000 lbs. It allows a lower ride height than 20,000-lb center bowl. Front drive axle options are 8k, 10k, 12k, 13k, 14k, 16k, and 18k. • A super single frame rail—3.35 million RBM-rated and ½-inch thick and 11¼” high—is now available. • Standard in all WorkStar models are manual-reset circuit breakers. Ramses Banda, senior manager of the medium-duty product line, said the International MV and HV will be launched in January, and the Class 4-5 CV truck will be launched in June and available in 2019. “The CV series is a new concept for International,” he said. “It will be the first true Class 4-5 commercial duty truck and will have all the attributes that our commercial trucks have. All the DNA is going to be in our CV series: durability, endurance, functionality, ease of service.” Vocational engineer Paul Nieuwlandt, addressing medium-duty products, said that Navistar will cease production of the N9 engine and offer the L9 and B6.7. He also elaborated on future options and features for medium-duty trucks: • Low cab with 04VGA air dryer location and forward-located AT device offerings. “We’re looking at moving the aftertreatment system forward from its normal location to achieve the 152” wheelbase. This will open up the right-hand side so it can have either a 50-gallon fuel tank or 70-gallon fuel tank. The feature code of 04VGA typically forces you to a mid-high cab. We’re trying to redesign that to continue to keep it at a low cab. We’ll get the air dryer out of the way, and that allows for the battery box and redesigned air tank sizes to accommodate the volume if there is a volume need for that third air tank. It will hang below, so you still have a clean back of cab.” • The clean CA step package. “We’re improving the vertical step height. Today, it’s at about 18 inches from step to step. We’re closing that gap to be more conducive to complaints we’ve had on the entry and egress. It’s going to be 16.6. We’re also increasing the lateral step offset. Today, it’s about 2 inches from the first step to second step. It’ll be about 3 inches now. So it will be more of a stair-step style. We’re also extending that step to the rear part. To do that, we had to basically redesign the battery box and DEF tank location. We are forcing them inboard so the step can extend to the front side of those components.”

Chevy 6500XD debuts in LCF market Rick Weber, Trailer-Body Builders / December 7, 2017 Coverage from the recent NTEA Truck Product Conference, a look at the critical details of new and coming-soon equipment from the chassis manufacturers, and what the changes mean for upfitters and truck body builders. General Motors is expanding its portfolio of Low Cab Forward (LCF) trucks with the 2018 Chevrolet 6500XD, a new dock-height Class 6 model. Production will start this month at the company’s assembly plant in Charlotte, Michigan, where the other LCF trucks are made. This comes after the 2016 announcement that Chevrolet was returning to the medium-duty truck market and would offer six LCF medium-duty trucks through a GM-Isuzu partnership. The 6500XD adds extra capability, including: • Standard equipment includes a 5.2-liter four-cylinder turbodiesel that delivers 520 lb-ft of torque, an Allison 2500 Series 6-speed automatic transmission (with PTO), Dana axles, and a robust straight-rail frame. • Front and rear axle ratings are 12,000 lbs and 19,000 lbs, respectively. Maximum GVWR is 25,950 lbs—enough capability to haul heavy machinery. (The key to the 6500XD is that because it’s under 26,000 lbs, a commercial driver’s license is not required to operate it.) • Eight wheelbases are available and bodies up to 30 feet long can be accommodated. GM’s LCF dealers and Upfitter Integration Group will work hand-in-hand with customers and their upfitters to spec the right truck for the job. After the sale, GM says its dealers will be there to support customers with extended service hours and work-ready loaners. GM’s Upfitter Integration Group provides technical assistance to upfitters and serves as a liaison between Special Vehicle Manufacturers, end customers and several of GM’s engineering, marketing and service teams. They also maintain a website that includes detailed body builder manuals, technical bulletins and best practice manuals. This product offensive includes new CNG and LPG propulsion options and an industry-leading 20 diesel-powered cars, crossovers, vans and pickups, all of which are compatible with B20 biodiesel. GM is also expanding its suite of driver connectivity and fleet management solutions for small businesses and fleet managers. Last March, the company announced that it would add Spireon to its roster of telematics service providers, joining Telogis and GM’s own Commercial Link tool. On the LCF models, here are the things to consider when upfitting, according to Paul Loewer, medium-duty product manager: • Diesel emission devices. No-modification zones include the DEF tank, DEF lines, coolant lines, and exhaust aftertreatment. Emission compliance and warranty prohibit any modification to these systems. • Diesel coolant lines. All Chevy LCF diesel trucks with MY2016 and after emissions use engine coolant heat to meet DEF thaw guidelines. Auxiliary heaters may not draw heat from engine coolant. Energy used for auxiliary heating may increase DEF thaw times beyond acceptable guidelines. Auxiliary heaters must include a self-contained heat source. • Special bolt placement due to emissions system. Reinforcement block with U-bolt on left-hand chassis rail. Body-mounting bracket on right-hand chassis rail. Traditional U-bolt with wood reinforcement other locations. • J-hook body mounts. LCF frames are not designed for J-hook mounting. This style of mounting may cause frame deformation and will void the frame warranty. • Body builder connector. Located at the end of the frame. Packard four-pin weather connector: A, marker lamps; B, hot wire; C, rear dome; and D, ground. • Dome lamp switch. A factory switch is available for rear body dome lamp application, with 15A fused circuit. Space “C” on rear of frame body builder connector. Three installed options: Port-Installed Option (PIO); dealer-installed; and body company-installed. • Backup alarm connector. Located near the last crossmember at left-hand frame rail. Two-pin connector: A, ground; and B, BU alarm supply voltage. Loewer provided the changes for 2018MY 6L LCF gas models: • Adopt new ABS unit. Current unit was discontinued. Unit, bracket, and brake lines change, and there are minor harness and software changes • New ECM. Change to ECM/TCM software/calibration. New MAF sensor. Hose routing was changed. • Add Brake Apply Sensor (BAS). New ECM requires BAS to support OBD requirements. It is wired to the ECM only. The current brake switch will be used to support brake lamp operation and will be wired to the PIM to support GMLAN signals. • Enhanced Electronic Pedal Override (EEPO). EEPO implemented to meet safety strategy for US market vehicles. GM has implemented EEPO for all North American applications, enabled with the new ECM software. When EEPO is active, the ECM calibration will limit torque output. • Park brake alarm. Previous model years only had a BRAKE warning lamp. Now, a chime and indicator light will be activated if the parking brake is on and the operator attempts to move the vehicle. Loewer provided the changes for 2018MY 3L and 2019MY 5.2L diesel models: • New brake switch location. The location was changed to reduce interference. The 5500HD/XD has a protective cover due to a different brake booster system. Dan Tigges, product manager for full-size pickups, said a rear camera is standard on all pickups for 2018MY. For the Silverado and Sierra, box deletes and chassis cabs continue to be pre-wired to the rear of the vehicle. For the Colorado and Canyon, they are pre-wired on the left side behind the wheel. The upfitter installs a GM or aftermarket camera. Calibration is required so the truck recognizes a camera is present. Camera installation details are available in Upfitter Integration Bulletin 127. Colorado and Canyon now have a smart tow feature that enhances the driver’s rearward vision for towing. A center guideline activates when in reverse and the tow haul mode is selected. The image remains momentarily when moving forward to check hitch connection. The Silverado and Sierra HD now have DPF manual regeneration in addition to the standard regeneration process. It allows the driver to force a stationary regeneration when the DPF requires it. It’s available for fleet customers only and is standard on emergency vehicles with emergency vehicle emissions. Jonna Hudson, product manager for mid-size trucks and vans, said the 2018 Express/Savana have the following changes: • Base vehicle was updated with up-level headlamps and new grill treatment. • Rear-vision camera becomes standard on all models 10,000 lbs and under. • OnStar is standard on all vans. • New security bar with side windows on cargo vans. • New 4.3L V6 base engine, replacing the 4.8L V8. • Optional side blind zone alert. • Hill start assist. Hudson said the 2018 Cutaway has these revisions: • Electronic Stability Control (Stabilitrak) is being added to all dual rear wheel Cutaways. • The C7A 10,000-lb GVWR duel rear wheel Cutaway will be made available on the 139 and 159 now that Stabilitrak is standard. • The rear backup camera kit will be standard on all Cutaways 10,000 lbs and under. .