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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. .

Isuzu taps new market with Class 6 FTR 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. Isuzu’s all-new entry in the Class 6 medium-duty truck segment—the 2018 Isuzu FTR—is almost here. Isuzu began production on the truck on May 8 at a new 80,000-square-foot Spartan Motors facility in Charlotte, Michigan, which represents a $6.5 million investment. Much of the engineering for the truck was done at the Isuzu Technical Center of America in Plymouth, Michigan, and many of the parts for it are US-sourced. “This is still pretty new, so we’re going to continue to see this grow,” said Tim Ellsworth, product planning manager. “It has a wide variety of applications. The big picture we want to share is that this is going to be a great Class 6 truck that will accommodate a lot of the needs of different types of applications and equipment.” The FTR is powered by Isuzu’s 4HK1-TC 5.2-liter turbocharged four-cylinder diesel engine—a first in the segment. It generates 520 lb-ft of torque and 215 horsepower and carries a B10 durability rating of 375,000 miles—meaning that 90% of engines should reach that mileage before requiring an overhaul. The truck has a gross vehicle weight rating of 25,950 lbs. Eight wheelbase lengths, ranging from 152 to 248 inches, accommodate bodies from 14 feet to 30 feet, allowing for a wide variety of body applications. The truck’s Dana-supplied axles will have capacities of 12,000 lbs up front with a 19,000-lb rear suspension. Bridgestone or Continental 11R22.5 tires will be the standard offering on the 2018 FTR, fitted onto 22.5-inch x 8.25-inch steel wheels. Isuzu says there are a number of trends that are creating a market favorable for the new truck: the population of working-age adults will increase dramatically between now and 2050, the end of the century and beyond; unlike post-World War II population growth, these adults won’t be fleeing for the suburbs, and cities—especially those with more than one million residents—will see much of the growth; there will be steady, sustained market growth in the medium-duty commercial truck market at least through 2021; and there’s been a big decrease in truck drivers, and within five years, an estimated 100,000 more drivers will be needed than we have today. Ellsworth said the maximum vertical center of gravity of the total vehicle at maximum GVWR is not to exceed 70 inches above the ground. He gave some upfitter considerations for Isuzu trucks: • VIN label. Contains important information about the vehicle and must not be covered. • Component clearance. Design and installation of bodies and/or special equipment should allow for appropriate chassis clearances. Examples are engine, transmission, prop shaft, axles, wheel/tires, exhaust system, brake lines, and fuel lines. • Serviceability. Access to items that require routine service should not be obstructed. Examples are engine oil, coolant, transmission fluid, fan belts, batteries, brake system and fluid, fuel filter, and DEF fill. • Diesel coolant lines. All Isuzu diesel trucks with MY2011 and later 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. • Diesel emissions devices. No-modification zones: DEF tank, DEF lines, coolant lines, exhaust aftertreatment. Modification may cause calibration issues and void emissions compliance. • Special bolt placement (N-Series). Body-mounting bracket on right-hand chassis rail. Reinforcement block with U-bolt on left-hand chassis rail. Tradition U-bolt with wood reinforcement other locations. • J-hook body mounts (N-Series). Isuzu frames are not designed for J-hook mounting. This style of mounting may cause frame deformation and will void frame warranty. • Frame modifications. Frame modification is allowed. Follow Body Builder Guide for proper procedure. Incorrect modification procedures may lead to frame failure. • Wiring. Harness splicing is not recommended. Disconnect negative battery cable before chassis welding or electrical modification. Use proper torque for battery cable terminal when reconnecting battery. Provide harness protection near sharp edges. Star washers may create insufficient ground connections. • Batteries. Low voltage common causes: low ambient temperatures; vehicle storage; relocated batteries; battery cable length/size; corrosion; engine start and stop; auxiliary electrical equipment; and lighting systems left on. Isuzu electrical systems have become more sensitive to electrical integrity and require healthy circuits. • Body builder connecter. Located at the end of the frame. Packard four-pin Weather Pack connecter: A, marker lamps; B, hot wire; C, rear dome; and D, ground. Reference Body Builder Guide for part numbers. • Tail lamp connecters. Tail lamp harness connecters can be ordered through Isuzu dealers. Connecters match OE end of frame. • Backup alarm connecter. Located near the last crossmember at left-hand frame rail. Two-pin connecter: A, ground: B, BU alarm supply voltage. Reference Body Builder Guide for parts numbers. • WB modification harnesses. Harness splicing should be avoided if possible. Extension harnesses are available: • Application approval. For NPR-HD, NPR-XD, NQR, NRR, and NPR/NPR-HD gas. Bodies up to 91 inches inside height do not require engineering approval if: vertical CG is less than 63 inches above ground; more than 30% of weight is located on front axle; and a successful weight distribution was completed without exceeding axle GAWR when level loaded to GVWR. Bodies with a 97-inch inside height maximum should follow the Isuzu engineering approval process, which should be initiated by the selling truck dealer. • NPR upfit requirements. Frontal area: no change from 17MY; completed vehicle frontal area must be calculated for all applications; approves for bodies up to 96 inches wide. Curb weight: restriction increased 15MY to 16MY from 9660 lbs to 12,051 lbs; no change from 17MY. .

Dodge highlights technical changes 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. Brock Wienczewski, manager of the Dodge Commercial Truck Team, provided the latest technical updates: • Cybersecurity. Ram has added a security gateway module on 2018MY vehicles. It affects Ram truck and ProMaster City vans, isolating any outside unauthenticated communication with the vehicle. Anybody trying to hack into the vehicle through the radio or the diagnostic connecter will be blocked. It doesn’t affect the Vehicle System Interface Module (VSIM), and it allows DTC identification. • MVSS 111 rear visibility. CMVSS and FMVSS 111 require rear cameras on all vehicles under 10,000 lbs GVW, which includes these Ram models: all light-duty trucks and ProMaster vans; heavy-duty (DJ) 2500; and chassis cab (DF) 3500. All light-duty and heavy-duty 2500 box-on pickups and carbo vans are shipped compliant from the factory. Incomplete vehicles (IVDs) will require an upfitter to install the camera on the vehicle: heavy-duty (DJ) 2500 box-off and chassis cab (DF) 3500, and ProMaster chassis cabs and cutaways. Mounting instructions are on the Ram Body Builder Guide website and testing instructions are available via the NTEA. • ProMaster City upfit connector. It allows ease of upfit by providing access to common electrical circuits. There are two connectors in the package: 15-way (CAN, keyed power, vehicle speed); and two-way power (50-amp circuit). It became available in the fourth quarter. • ProMaster headlamp bulb. Addressing concerns that there was premature wear in the bulbs, Ram has added super-long-life bulbs available via Mopar. From a production standpoint, Ram has introduced both hardware and software changes to the body controller for mid-2017MY. • Diesel VECI label new for 2018. The location made it difficult for DMVs to read emissions information and some refused to register the vehicle, so this change moves the label to the top of the CCV cover. For the 2017MY and prior, the Ram team provides a certification letter for affected customers. Contact the Ram team for more information. • Heavy-duty field box removal camera adapter. This Mopar camera adapter for field removal of pickup boxes/tailgates will allow the Mopar loose ship cable/camera to be connected to the pickup truck wiring. It allows for convenient jumper to hook up the rear camera and the door-lock circuits, with short (10 feet) and long (30 feet) cables available. It can be installed on any HD truck with camera option 2013MY or later and allows a solution for MVSS 111 if the box/tailgate is removed. It is available now through Mopar (PN 82215671). Adrian Ratza, Ram commercial brand manager of chassis cabs, talked about the 2018 ProMaster and ProMaster City vans, which were officially introduced into the market a few weeks before the Truck Product Conference. The ProMaster, Ram’s entry into the Class 2 full-size van segment, offers a front-wheel-drive system, reducing weight and complexity by locating all components beneath the cab. This keeps the cargo load floor height and step-in height very low and helps in low-traction surfaces, like snow, since there is always weight on the front wheels to provide traction. New features for 2018 include: • Uconnect 5.0 is now standard equipment with optional navigation. • Integrated Voice Command with Bluetooth is now standard along with steering wheel mounted audio controls. • Rear backup camera is now standard on all models and backup camera kit with Chassis Cab and Cutaway models. • The right and left sliding doors now feature a window grate with fixed glass option. • The 2018 Ram ProMaster features the 3.6-liter Pentastar V-6 engine and a torque-laden, 3.0-liter EcoDiesel I-4 engine. The engines are paired, respectively, with a six-speed automatic transmission and an electronically controlled Dual Active Drive six-speed automated manual. “It’s the fastest-growing Ram vehicle,” Ratza said. “It’s a very versatile vehicle, with all the different configurations available. It offers advantages in areas where customers really need it. We’re putting customers in the best chance to succeed.” The ProMaster City is Ram Commercial’s Class 1 compact van, with a cargo volume of 131.7 cubic feet and payload capacity of 1883 lbs. Similar to the full-size van offering, the ProMaster City features Uconnect 5.0 and a standard backup camera. The van also features sliding and back door window grates available in vans without partitions. Highlights for the 2018 ProMaster City include: • Available in two-seat Tradesman cargo van and five-seat passenger wagon configurations in two different trims (Tradesman and SLT). • Fuel economy of 28 mpg. • 178 horsepower and 174 lb-ft of torque mated to an exclusive nine-speed automatic transmission. • Cargo width and length: 60.4 inches and 87.2 inches. • Distance between wheel wells: 48.4 inches. • Wheelbase: 122.4 inches. • Cargo area width of 60.4 inches, a cargo area height of 51.8 inches, and a step-in height of 21.5 inches. “It happens to be America’s most efficient work van,” Ratza said. “That’s due in part to highway fuel economy of 28 mpg. So it has the efficiency. What really excites me about the ProMaster city is not just the efficiency, but its capability. If you match up the efficiency with the payload capability that it has to its cargo capacity, it really is truly the best of both worlds with regards to the small-van segment.” He said that starting next month, bailment pools and select fleets will be able to order the ProMaster Window van as an incomplete vehicle. “We’re working on a plan looking toward Q1 for dealer availability,” he said. “There’s been a lot of demand out there.” He said the Ram Augmented Reality Upfit Configurator is a computer-generated visual program allowing upfitters and dealers to virtually showcase a number of solutions to customers. Prospective buyers have the opportunity to virtually walk around the vehicle and even view inside to assess the various options via computer simulation. Originally offered on the Ram ProMaster full-size van, the configurator has now expanded to the Ram ProMaster City and the entire Ram Chassis Cab line (3500, 4500 and 5500). Mark Patel, program manager of Q-Pro, gave an update of the program started earlier this year. It’s a new qualification process for upfitters to certify their product with Ram Engineering. Q-Pro allocates Ram Engineering resources to survey, make recommendations and certify upfitter products. Once certified, the upfitter can use Ram’s Q-Pro co-brand to help market their product, and customers can be assured their new truck and upfit meet the highest standards.

Senators back provision for one-year ELD mandate waiver for livestock haulers James Jaillet, Commercial Carrier Journal (CCJ) / December 7, 2017 A bi-partisan group of 20 U.S. Senators has filed a letter with Senate leaders Mitch McConnell (R-Kentucky) and Chuck Schumer (D-New York) expressing their support for a Congressional measure to give livestock haulers and insect haulers at least an extra 10 months to comply with the federal government’s electronic logging device mandate. The Senators say the move would give the Federal Motor Carrier Safety Administration “time to make necessary adjustments to hours of service rules to address animal welfare concerns” that livestock haulers say are presented by current hours regulations. The December 5 letter comes two and a half weeks after the Federal Motor Carrier Safety Administration announced it is giving livestock haulers and other drivers haul agriculture loads an extra 90 days to adopt an ELD, which extends the compliance deadline for such drivers into mid-March. The agency also said it plans to tweak hours of service regulations for livestock haulers to better fit their operations. Detailed plans for both measures are expected to be published any day in the Federal Register. The U.S. House earlier this year passed a measure as part of a larger spending bill that would provide livestock haulers a relief from ELD mandate compliance at least through the 2018 fiscal year, which ends September 30, 2018. However, the bill and the livestock haulers provision has not been passed by the Senate. Both chambers continue to work on a appropriations packages for the 2018 fiscal year, and both chambers are expected to pass a short-term spending bill this week to prevent a government shutdown. The Senators argue their chamber should include the same provision in its 2018 spending bill. Livestock haulers already have a reprieve from the 30-minute break required by the current hours of service rule. But the trade groups representing livestockers contend there’s more work to be done to adapt the regulations to fit their specialized operations. The group of Senators expressing support for the ELD reprieve agree. “While some commercial operators without live cargo may have the ability to more easily transition from paper logbooks to ELDs, the pending mandate will have negative consequences on livestock haulers and hinder the ability of this unique subset of the industry to humanely deliver healthy livestock,” the Senators wrote. See the full letter and its signatories at this link.

ELD compliance among smaller fleets sees uptick as mandate looms James Jaillet, Commercial Carrier Journal (CCJ) / December 7, 2017 The number of small carriers, including owner-operators running fewer than five trucks, who report being in compliance with the U.S. DOT’s electronic logging device mandate spiked in recent weeks, according to polling figures from CarrierLists. The numbers published by CarrierLists this week show a sharp rise in adoption of ELDs from a similar survey conducted a month prior, somewhat expected with the mandate’s compliance date less than two weeks out. In a report issued December 4, CarrierLists says 72 percent of the 959 fleets surveyed report they’ve adopted ELDs. Of the 19 carriers surveyed operating between one and five trucks 79 percent report being in compliance with the mandate’s coming December 18 deadline. While that’s a small sample size of the tens of thousands of carriers operating between one and five trucks, it’s still a sharp uptick from the 40 percent adoption rate reported in early November. Of carriers operating between five and 100 trucks, 75 percent reported use of ELDs. That’s also up from the 40 percent reported for carriers running between 1 and 100 trucks from November’s report. The bulk of the survey’s respondents operate between six and 35 trucks, with their adoption rates ranging from 63 percent (for carriers operating between 11 and 15 trucks) to 75 percent (those operating between 26 and 30 units). See the chart above for the adoption rates among the carriers surveyed. .

Heavy Duty Trucking (HDT) / December 7, 2017 Sweden-based OEM Scania AB has introduced its new regional truck in two versions for the European market, both designed for fuel efficient, low carbon operation in urban use. "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," said Christian Levin, executive vice president, sales and marketing. The new truck is powered by a 7-liter engine that Scania says will offer fuel savings of up to 10% and the company also touted its more compact exterior with more spacious interior. The P-series cab features a lower engine tunnel, which opens up the cab’s interior and, with more compact dimensions, the truck is designed to excel in handling, steering, and driveability, said Scania. The L-series cab is designed for urban transport applications, such as distribution and refuse collection. The cab was designed to improve outward visibility with a driving position that is the same height as other road users, said Scania. It also offers other features to improve the working environment for drivers. Scania also showed versions of the P- and L-series with a CrewCab that will primarily be used by firefighters. The CrewCab can accommodate up to eight passengers and features a separate climate system and heating for the crew area. "With the new generation trucks, Scania is taking major steps in improved safety, driver comfort and fuel economy," said Levin. “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.” .

Anheuser-Busch Orders 40 Tesla Semi Tractors Jack Roberts, Heavy Duty Trucking (HDT) / December 7, 2017 Tesla’s new Semi electric truck got a big boost this week when Anheuser-Busch announced it has placed an order for 40 of the new regional haul tractors, which are slated to go into production next year. The brewing giant said the move is part of a company-wide strategy to employ cutting-edge technology to reduce the environmental impact and increase the efficiency of its operations. The 40 tractors, which represent one of Tesla’s largest reported pre-orders, will be fully electric-powered and equipped with autonomous driving capabilities, as part of the company’s commitment to improving road safety and reducing carbon emissions. Integrating the Tesla trucks into the brewer’s distribution network will help Anheuser-Busch achieve its commitment to reduce its operational carbon footprint by 30% by 2025 – the equivalent of removing nearly 500,000 cars from the road globally each year. “At Anheuser-Busch, we are constantly seeking new ways to make our supply chain more sustainable, efficient, and innovative,” said James Sembrot, senior director of Logistics Strategy. “This investment in Tesla semi-trucks helps us achieve these goals while improving road safety and lowering our environmental impact.” Anheuser-Busch also said the Tesla technology will also improve safety and efficiency, particularly for truck drivers while they are operating these vehicles, and will help ensure drivers continue to play a central role in beer distribution far into the future. Anheuser-Busch said it has long been a pioneer and industry leader in supporting innovative technology in its transportation operations to build a more sustainable and efficient beer distribution network. In addition to its partnership with Tesla, and a range of other recent investments in its transportation operations, Anheuser-Busch is also working with a number of innovative companies. These include Nikola, to develop and implement hydrogen-powered engines within its network; Otto and Uber Freight, to test autonomous driving technology, and Convoy, to access on-demand trucking capacity. In 2016, an Otto truck carrying 51,744 cans of Budweiser completed an autonomous truckload shipment from Anheuser-Busch’s Fort Collins, Colorado brewery to a wholly owned distributorship in Colorado Springs, a distance of 132 miles, marking the first-ever commercial beer delivery using autonomous driving technology. “We can’t wait to get these trucks on the road, and keep leading our industry forward to a greener, smarter future in partnership with some of the world’s most innovative companies,” said Sembrot. “The transportation industry is evolving fast, and we’re really excited to play a leadership role in driving this evolution by integrating these new technologies across our network.”

Ford moving electric vehicle production to Mexico Michael Martinez, Automotive News / December 6, 2017 DETROIT -- Ford Motor Co. is moving planned production of an electric crossover with a 300-mile range to Mexico from Michigan to make way for additional investment on autonomous vehicles in its home state. Ford still plans to begin to build the battery-electric crossover in summer 2020, but it will be assembled at its plant in Cuautitlan instead of Flat Rock, Mich., according to an internal memo obtained by Automotive News. “This allows us to bring this exciting new vehicle to global customers in a more effective way to support our overreaching business goals,” Ford said in the memo. The move comes as Ford and other automakers place increasingly large bets on electrification and self-driving technology. New CEO Jim Hackett is attempting to balance Ford’s competitiveness with other automakers and Silicon Valley tech companies while controlling costs and improving what he calls the company’s “fitness.” Ford believes this move allows it to do both, by transforming Flat Rock into an “AV center of excellence” while moving an expected low-margin electric vehicle to a country with lower labor costs. Ford originally said the battery electric crossover would be built in Flat Rock alongside an unnamed autonomous vehicle due out in 2021. The vehicles were announced earlier this year as part of a $700 million investment that would bring the plant 700 jobs. 'Bigger opportunity' Ford now plans to devote more volume to its autonomous vehicle development. With the move, confirmed Wednesday by Ford, Ford said it will invest an additional $200 million and add another 150 jobs. “We see a bigger opportunity now than we originally saw,” spokesman Alan Hall told Automotive News. Ford also said Wednesday the autonomous vehicle will be a commercial-grade hybrid with an all-new nameplate. It had previously been mum on details about the vehicle, only saying it would not be a Fusion sedan, which Ford has been testing the technology on. Autonomous, at-scale Ford believes it can launch its autonomous vehicle at-scale in 2021, Hall said. It plans to use the self-driving vehicle for commercial purposes like ride-hailing and package delivery, and is designing the vehicle for those specific purposes. Hackett previously said the automaker would begin testing out the technology and business case in a yet-to-be-named city next year. The automaker is battling the perception that it’s lagging behind crosstown rival General Motors, which recently announced plans to deploy autonomous vehicles in 2019, two years ahead of Ford. Focusing on autonomous vehicles in Flat Rock also allows Ford to build its long-range electric crossover in a low-cost country. Despite government mandates, the public has largely shunned EVs and automakers have yet to turn a profit building them. Said Hall: "It’s a business decision that allows us to be more fit as a company."

GM to use carbon fiber in redesigned pickup beds Michael Wayland, Automotive News / December 7, 2017 DETROIT -- General Motors plans to use carbon fiber for the beds of its redesigned full-size pickups to improve performance and reduce weight, Automotive News has learned. Two sources familiar with the company's plans confirmed the use of the high-strength material, which has primarily been reserved for luxury vehicles and sports cars because it costs significantly more than steel and aluminum. Carbon fiber, according to one source, is expected to be used as part of a mix of materials for the box of the pickups, including aluminum. The truck beds could mark GM's first use of carbon fiber reinforced thermoplastic, a product the automaker announced it was co-developing with Japan-based Teijin Limited in 2011. Carbon fiber is considerably stronger and lighter than steel and aluminum, but it's more expensive, mostly because of a long, labor-intensive production process. As a result, the composite is used only for select parts in low-volume vehicles. The carbon fiber bed is expected to be among a significant number of changes in materials for the Chevrolet Silverado and GMC Sierra pickups to meet progressively stricter fuel economy regulations and better position them against crosstown rival and truck leader, Ford Motor Co. Ford shifted its F-series pickups, including the full-size F-150, to lightweight aluminum alloy bodies starting in 2014. GM, as first reported by The Wall Street Journal, is anticipated to begin offering the carbon fiber beds within the next two years. The Journal reported that the carbon fiber beds would go in premium versions of the pickups, but more efficient production processes could help the automaker eventually offer carbon fiber beds in lower trims. A GM spokesman declined to comment on the next-generation pickups. He reiterated the company's strategy on new and redesigned products using "the right materials in the right place" to reduce weight "without any sacrifice of safety, ride dynamics or utility." The redesigned Silverado and Sierra pickups are expected to be unveiled soon and go on sale next year without the carbon fiber beds. It was unclear how much the carbon fiber would add to the price of the trucks. Lightweighting GM's vehicle lineup has been on a massive diet since the current-generation pickups were unveiled in 2012. GM has significantly cut weight of its redesigned vehicles -- from more than 200 pounds off sedans such as the Chevrolet Volt and Cruze to a 700-pound decline for the downsized GMC Acadia. The workout regimen started when GM CEO Mary Barra was head of the company's product development in 2013. Then-GM CEO Dan Akerson vowed to cut the weight of new vehicle models 15 percent by the 2016 model year. Many analysts were surprised GM did little to actually lower the weight of the pickups, which hadn't been redesigned in six years.

The information on that Wikipedia link is interesting. ------------------------------------------------------------------------------------------ "During World War 1, most Jews supported the Germans because they were fighting the Russians who were regarded as the Jews' main enemy. In Britain, the government sought Jewish support for the war effort for a variety of reasons including an erroneous antisemitic perception of "Jewish power" over the Ottoman Empire's Young Turks movement, and a desire to secure American Jewish support for US intervention on Britain's behalf. There was already sympathy for the aims of Zionism in the British government, including the Prime Minister Lloyd George. In late 1917, the British Army drove the Turks out of Southern Syria, and the British foreign minister, Lord Balfour, sent a public letter to Lord Rothschild, a leading member of his party and leader of the Jewish community. The letter subsequently became known as the Balfour Declaration of 1917. It stated that the British Government "view[ed] with favour the establishment in Palestine of a national home for the Jewish people". The declaration provided the British government with a pretext for claiming and governing the country. New Middle Eastern boundaries were decided by an agreement between British and French bureaucrats. The agreement gave Britain control over what parties would begin to call Palestine." ------------------------------------------------------------------------------------------ Classic colonialism, Great Britain and France meddling in other lands "as if" they had a right.

The first time the media has used the term “illegal immigrant” in quite a while. --------------------------------------------------------------------------------------------------------------------------- Illegal immigrant indicted on federal charges after San Francisco murder acquittal Reuters / December 6, 2017 WASHINGTON - A grand jury on Tuesday indicted on federal charges an illegal immigrant from Mexico who was acquitted last week of murder by a San Francisco jury, the U.S. Justice Department said in a statement. Jose Ines Garcia Zarate was indicted on charges of being a felon in possession of a firearm, and for being an illegal immigrant in possession of a firearm. Garcia Zarate has been deported to Mexico five times since first entering the United States as a juvenile.

Georgia girl, 13, disfigured, bathed in peroxide, forced to eat cat food by stepfather Associated Press / December 6, 2017 A Gwinnett County stepfather and mother are charged with dozens of counts of child cruelty and aggravated battery for what the Gwinnett County District Attorney’s office is calling “astounding.” Investigators said Rimmon Lewis, 32, and Angela Strothers, 33, brutally beat and severely disfigured parts of a 13-year-old’s body while forcing her to live in disgraceful conditions Lewis beat his 13-year-old stepdaughter, forced her to eat cat food, made her bathe in peroxide and required her to complete cruel tasks as punishment during years of torture during which she was often made to attend school in urine-soaked clothes, authorities said. Rimmon Lewis, 33, was charged with “15 counts of first-degree cruelty to children, four counts of aggravated battery and one count of aggravated stalking" for abusing the girl, who has been placed in state custody. Lewis’ wife and the teen's mom, Angela Strothers, 33, was indicted on “four counts of cruelty to children and one count of aggravated stalking. “ Counselors at the victim's school called police in March due to concerns about the teenager’s well-being. The couple was initially arrested in April, charged and released on bond. But prosecutors added additional charges in late November after further investigation. As a form of punishment, Lewis forced the teenager to stand on top of cans barefoot while writing sentences 1,000 times. "There were times she was only allowed to eat cat food, and there were times she wasn't allowed to eat at all until the defendant decided she could eat," prosecutor Tracie Cason said. The victim was starved, beaten and locked in a laundry room for long periods of time. The teenager was locked in the room for so long she would sometimes urinate and defecate on herself -- and was then forced to go to school in the urine-soaked clothes. Lewis seriously disfigured the girl’s back and feet by striking her “repeatedly with the leg of a child’s table and a black leather belt.” The beatings caused “prolonged numbness” and immobility in some cases. The abuse took place over an unknown timeline that could span years. Lewis would “tell the child to stop stuttering” and “push his thumbs into victim’s mouth with such force that he split the corners of her mouth, and with such severity to leave scarring to both corners of her mouth,” the indictment stated. Lewis also forced the child to take baths in either extremely hot or cold water that contained peroxide or lemon juice. "It's amazing to me how this child survived as long as she did," Cason said. Strothers posted the required bond and was released from jail. Prosecutors said Strothers was not directly aware of all the abuse but was aware of the victim being starved and beaten. She also went to her husband and informed him when her daughter was not following his rules. “Once we started talking to her it became very clear that it was a much more significant case,” Assistant District Attorney Tracie Cason said. “The severity of what happened to this child over a number of years is just astounding.” Carson said there were four younger boys in the house during the abuse. “She was not allowed to eat with the family. She was not allowed to eat until her step father determined that she could eat, and when she was allowed to eat, often she was only given leftovers while the family ate a full, hot meal; Or she was given PB&J or at times she was made to eat cat food.” In 2014, Lewis was arrested for abusing the same teenager. He pleaded guilty to the charge and was put on probation. Lewis was sentenced to five years in prison during the summer for violating his probation. Authorities said Lewis violated his probation by having contact with his stepdaughter despite a judge ordering him not to have any communication with the teen. .

Please, someone correct me if my loose understanding of the history is incorrect. The Kingdom of Israel was conquered/destroyed by the Assyrians in 750 BC. The area went on to be ruled by Babylonia, Persia, Macedonia and Hasmoneans. Then Palestine was created as a colony of the Roman Empire about 2,000 years ago. After the Roman era, the region was controlled by the Byzantine Empire, Islamic Jihad, Crusaders, Egyptians and finally the Ottoman/Turkish Empire until World War One. Under a 1922 League of Nations (UN predecessor) mandate, Great Britain drove the Turks out and took control. In 1948, the Arabs were forced out and Israel was formed. https://en.wikipedia.org/wiki/History_of_Israel

I'm thinking that since the many other guilty individuals hid in Germany, out of US reach, the DOJ wanted to send a loud message using the one rat they were able to catch.

Now's a great time to avoid flying, if at all possible.

He claims he wants peace but Trump has just enraged a billion Muslims and poured oil on the flames of a war that could consume us all Piers Morgan / December 6, 2017 What's the first thing you're told by your parents as a kid when you're anywhere near fire? That's right: don't pour oil on it. Why? Well, ignore the advice and see for yourself – the fire will instantly erupt into a far larger and more furious ball of violent flame, endangering the lives of everyone in the immediate vicinity. Today, President Donald Trump has taken a million-ton barrel of oil and tipped it all over the Middle East. His decision to officially recognize Jerusalem as the new capital city of Israel, and to move the US embassy there from Tel Aviv, is a staggeringly reckless act of wilful provocation even by his tweet-enraging standards. And it could very quickly turn out to be a far more worrying threat to world peace than even the North Korea crisis. I don't say this lightly. To understand the enormity of this decision, it's important to understand the history behind it. Jerusalem is at the very heart of the Israel/Palestine conflict. West Jerusalem is the home of Israel's government; East Jerusalem is the home to 300,000 Palestinians. Both sides insist it must be the capital of their states. This is why America has trodden very carefully when it comes to Jerusalem, locating its embassy in Tel Aviv since Israel's creation in 1948. They are not alone in this. No other country in the world has their Israeli embassy in Jerusalem, acknowledging that to do so would be incredibly inflammatory. Now President Trump is re-igniting this smouldering tinderbox in spectacular fashion. He apparently considers it a roll of the dice worth throwing to force through a peace settlement. Almost everyone else sees it as a desperately dangerous gamble that could have disastrous consequences for the whole already war-ravaged region. Saudi Arabia's King Salman told Trump personally in a phone call it 'would constitute a flagrant provocation of Muslims all over the world'. King Abdullah of Jordan said it would have 'serious implications for security and stability in the Middle East'. Turkish President Erdogan described it as a violation of international law and a 'red line' for Muslims that would force Turkey to sever all diplomatic ties with Israel. China warned it could 'sharpen regional conflict, initiating new hostility'. Russia, a key Middle East player, agreed, expressing concern over 'possible deterioration'. French President Emmanuel Macron, speaking in similar terms to Germany and the UK, told Trump to urgently reconsider the plan, stressing that the status of Jerusalem 'must be resolved through negotiations between Israelis and Palestinians'. Pope Francis spoke of his 'deep worry' about the situation and pleaded for 'wisdom and prudence' to prevail. He said: 'I make a heartfelt appeal so that all commit themselves to respecting the status quo of the city.' Palestinians, obviously, are livid. Their leader Mahmoud Abbas warned of 'dangerous consequences' and an end to the peace process. Hamas, the extremist arm of the Palestinians, said it would constitute a 'dangerous escalation' that 'crosses every red line' and called for 'days of rage' to protest. Despite this extraordinary global opposition, Trump has gone ahead and done it anyway. As things stand, the only people who will be happy about this are Israeli Prime Minister Benjamin Netanyahu, his right wing government and their supporters. And the Christian Right in America. But this decision is not even something most Americans support. A new poll by the University of Maryland found that 66% of Americans, including 44% of Republicans, oppose moving the embassy. The majority of Americans, and American Jews, believe that international recognition of Jerusalem as Israel's capital city can and should only come in an agreement with the Palestinians on a two-state solution. And in that eventuality, parts of the city would be ring-fenced as Israel's capital, other parts as Palestinian's capital – with each side having sovereignty over the areas in which its citizens reside. Jerusalem is one of the most sacred cities on the planet, home to Muslims, Jews and Christians and some of the most important holy sites of all those religions. Trump's decision tells the entire Arab and Christian world that it now belongs to the Jews of Israel and not them. This incendiary move comes as a time when many were hoping real progress could be made in reaching some kind of two-state solution. Indeed, Trump's own son-in-law Jared Kushner has been working for months on behalf of the administration to forge new impetus for a peace deal in an attempt to finally end the conflict. But all his efforts, and those of the myriad others who devote their lives to this, are now likely to go up, quite literally, in smoke. I'm all for fresh new thinking when it comes to the Israel/Palestine crisis, as Trump put it today, because let's be perfectly frank: none of the old thinking has worked. This, though, is a terrible idea that will make things worse not better. In the short term, Trump's decision will inevitably spark a new wave of violence and instability across the region. In the longer term, it will surely embolden Islamist terror groups like Al Qaeda and ISIS right and act as their greatest possible recruitment drive. This, self-evidently, will make Israel less safe. As for America, by moving from peace-broker to blatant side-taker, it is deliberately waving an Israeli red rag in the face of the Arab bull. That can only make any resolution to this interminable issue even more unlikely. And I fear it will also make America a less safe country, too. Donald Trump has already enraged the world's Muslims on a regular basis. During his election campaign, he called for a ban on all Muslims entering the US following a terror attack in California. This week, his controversial watered down travel ban, that targets seven predominantly Muslim countries, was given the green light by the Supreme Court. Last week, Trump retweeted three anti-Muslim videos posted by a racist, Islamophobe, criminal group named Britain First. So Muslims already feel this President is their enemy. Today's announcement won't just confirm that suspicion, it will heavily cement it. The Palestinian ambassador to London said the move amounts to 'declaring war on 1.5 billion Muslims.' Hyperbole or not, there is no question that Donald Trump has just poured oil on the fire. Or worse, as President Erdogan's spokesman put it, he's 'plunging the region and the world into a fire with no end.' God help us.

Like I said last year, Gary Jones who heads Yakima, Washington-based Rainier is a great guy. But he's a chassis engineer, mostly for motor-homes. He's not a truck guy, and his chance for success was painted on the wall from day one. Most people aren't going to buy a no-name truck from a very small no-name truckmaker with a Chinese cab (nothing wrong with the CNHTC cab). Originally, Rainier was promising Cummins and PSI-sourced CNG/LNG/gasoline engines. However now he's talking of offering Cummins a Chrysler (FCA) HEMI. Odd to walk away from the CNG/LNG engine option.

Ex-VW exec Schmidt gets max 7 years, $400,000 fine for U.S. emissions violations Larry P. Vellequette / December 6, 2017 DETROIT -- Oliver Schmidt, the former high-ranking executive who spearheaded Volkswagen's multiyear efforts keep its conspiracy to cheat on diesel emissions a secret from U.S. regulators and failed to cooperate with investigators, received the maximum sentence possible Wednesday from a federal judge in Detroit. Schmidt, 48, was sentenced to seven years in prison and a $400,000 fine on Wednesday by U.S. District Judge Sean Cox. In August, he pleaded guilty to two felony charges of conspiracy to defraud the United States and violating the Clean Air Act. A third charge of aiding and abetting wire fraud was rolled into the conspiracy charge in a plea agreement. Cox agreed to allow Schmidt to continue to serve his sentence at the federal penitentiary in Milan, Michigan, where he has been behind bars since March. As part of the sentence, Schmidt will get credit for the nearly 11 months that he has so far been incarcerated. Schmidt, the former general manager of Volkswagen's U.S. Environment and Engineering Office in suburban Detroit, has been in custody since his arrest in January while attempting to return to Germany from a family vacation in Florida. His efforts to secure release on bail prior to his plea were rebuffed by Cox, who called him a "flight risk," a decision that was later upheld on appeal. Schmidt is one of eight current or former Volkswagen engineers or executives charged in Volkswagen's global conspiracy to cheat on diesel emissions. However, only one other Volkswagen employee, engineer James Liang, has thus far faced justice. Liang, who, unlike Schmidt, cooperated early on with investigators, was sentenced by Cox in late August to 40 months in prison -- longer than was sought by prosecutors -- in part, Cox said, because he was aware that he had to sentence Schmidt this month. 'Key conspirator' Wednesday, Cox said Schmidt was a central figure to the conspiracy. "In my opinion ... you are a key conspirator responsible for the cover-up in the United States of this massive fraud perpetrated on the people of the United States," the judge said. "I'm sure, based on common sense, that you viewed this cover-up as your opportunity to shine. That your goal was to impress senior management to fix this problem. .. to make yourself look better, to increase your opportunities to climb the corporate ladder at VW." Cox said Schmidt was "a significant player" in VW's actions, which undermined the trust between buyer and seller in the U.S. economy. "You knowingly misled and lied to government officials. You actively participated in the destruction of evidence. You saw this massive cover-up as an opportunity ... to advance your career at VW. This conspiracy, which you were a key part of, in particular the cover-up, is a very troubling crime against our economic system. It attacks and destroys the very foundation of our economic system, the trust by the buyer of our economic system," Cox said. 'I ... blame myself' Before his sentence, a nervous, tearful Schmidt choked up several times while reading a letter to the court accepting responsibility for his actions. He thanked his family and friends for supporting him, and said he has not been able to sleep at all while awaiting his sentencing. He also admitted that he had tried to use his personal relationships in the U.S. to keep regulators in the dark. "For the disruption of my life, I only have to blame myself," Schmidt said. "I justified my decisions by telling myself that I was obliged to speak for my superiors. The man that stands before you today no longer believes that." Schmidt admitted that his remorse was of little use now: "I'm deeply sorry for the wrongs I've committed, and I'm as ready as I'll ever be to accept my punishment now." In a letter to Cox last week, Schmidt said he first learned about the company's emissions-testing evasion scheme in summer 2015. Schmidt said he was given "a script, or talking points" approved by VW management and "high-ranking lawyers" to follow when he met with California environmental official Alberto Ayala on Aug. 5, 2015, Bloomberg reported. "Regrettably, I agreed to follow it," Schmidt wrote. "In hindsight, I should have never agreed to meet with Dr. Ayala on that day. Or, better yet, I should have gone to that meeting, ignored the instructions given to me" and admitted "there was a defeat device in VW diesel engine vehicles and that VW had been cheating for almost a decade." A mounting conspiracy But Schmidt's own emails -- recovered prior to his surprise arrest in January -- point to his sounding alarm bells within the company up to a year earlier. In April 2014, Schmidt was notified that independent testing at West Virginia University had discovered that VW diesel vehicle emissions vastly exceeded federal standards. Investigators say he sounded the alarm bells within the automaker the same day, writing to a colleague: "It should first be decided whether we are honest. If we are not honest, everything stays as it is." More than six weeks later in 2014, Schmidt took his growing problem up the company ladder, writing an email to the head of Volkswagen of America noting the economic risks to the company, and the possibility of an indictment. Defense: Following orders In a pre-sentence filing, Schmidt had sought a sentence of 40 months of supervised release and a $100,000 fine. Before the sentencing, Schmidt's attorney, David DuMouchel, argued that his client's sentence should be less than that of Liang, saying that Liang had been involved in the conspiracy from the beginning in 2006 and through the whole conspiracy, while Schmidt was only involved for two months "at the very end." DuMouchel argued that his client was following orders from Volkswagen to continue to conceal the presence of "defeat device" software from regulators, but said his client admits he did wrong. "Mr. Schmidt was asked, at the very end, to conceal from regulators the existence of the defeat device. And he did it," DuMouchel said, adding that his client now wishes that he had not lied to California regulators in August 2015, which he implied was Schmidt's worst day. "I wouldn't want anybody to judge me on my worst day." But prosecutor Ben Singer argued that Schmidt was key to keeping the conspiracy under wraps, that he deleted evidence, and that he had directly briefed VW CEO Martin Winterkorn in July 2015 about the cover-up and was ordered to lie to keep the defeat device secret, and carried out that order. "He was in the room, and every time he was in the room, he chose to lie. And that's how this crime happened," Singer said. Scandal fallout Volkswagen earlier this year pleaded guilty before Cox to a felony for its diesel emissions scandal, which has now cost the automaker as much as $30 billion. Volkswagen has attempted to put its diesel scandal behind it as much as possible. It has largely abandoned its diesel strategy globally in favor of electric vehicles, and has says it continues to cooperate with U.S. investigators to seek those responsible for the decisions to cheat on diesel emissions. Asked to comment on Schmidt's sentencing, a Volkswagen spokeswoman emailed the following statement: "Volkswagen continues to cooperate with investigations by the Department of Justice into the conduct of individuals. It would not be appropriate to comment on any individual cases." However, in August, global Volkswagen brand head Herbert Diess told Automotive News that the diesel scandal is now part of the brand's checkered history. "It was a very big scandal," Diess said. "It's something we have to live with." .