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Fitzgerald Glider Kits Press Release / November 9, 2017 . .

U.S. proposes to reverse Obama rules on heavy duty vehicle 'gliders' Reuters / November 9, 2017 The U.S. Environmental Protection Agency on Thursday proposed to undo pollution rules on remanufactured heavy duty vehicles known as "gliders," which environmentalists say generate as much as 40 times the pollution of modern engines. The vehicles have a used engine in a new frame and rules introduced under former President Barack Obama, a Democrat, said new trucks on the road must use more efficient, less polluting engines. The EPA has previously said that if gliders were allowed through 2025, they would make up 5 percent of the freight trucks on the road but would account for one third of all nitrogen oxides and particulate matter emissions from the heavy truck fleet. The EPA under President Donald Trump, a Republican, said it was proposing gliders should not be regulated as "new motor vehicles" or "new motor vehicle engines" under the Clean Air Act. EPA Administrator Scott Pruitt said in a statement that the regulation "threatened to put an entire industry of specialized truck manufacturers out of business." Sierra Club's Andrew Linhardt said the move to rollback the rules is "a blatant attempt by the Trump administration to rig the system for the glider industry at the expense of American families and jobs." Glider companies told the EPA in July that remanufactured glider trucks are 25 percent cheaper than new vehicles and left unchanged the regulation couple prompt hundreds of layoffs. They urged Pruitt to reverse the regulations imposed under President Barack Obama. Volvo Group North America, Cummins Inc and Navistar International Corp in September opposed Pruitt's move and said the Obama rule should remain in place. Glider kits "should not be used for circumventing purchase of currently certified powertrains." The move could inflict "uncertainty and damage to our industry," they added. Environmentalists said sales of gliders have risen tenfold from the 1,000 sold annually in 2007. EPA estimates that about 10,000 gliders are manufactured annually, comprising less than five percent of heavy duty trucks. American Trucking Associations' environmental counsel Glen Kedzie said the EPA's "position supporting the continued growth of the glider kit industry that produces the highest emitting equipment on our nation's highways is perplexing." In August 2016, the Obama administration issued final rules to cut greenhouse gas emissions from medium and heavy duty trucks through 2027, a sector that accounts for 20 percent of carbon pollution from vehicles. The commercial vehicle rules would cut 1.1 billion metric tons of greenhouse gas emissions, the Obama administration estimated. Fuel costs would be cut by about $170 billion, surpassing the $25 billion projected costs for new technology, it said.

International 7000-MV Brochure (PDF) - https://www.navistardefense.com/staticfiles/navistardefense/vehicles/7000-mv/7000_mv/7000-MV.pdf International 7000-MV 2-door extended cab "walk around" - http://www.primeportal.net/trucks/daryl_nightingale/navistar_truck/ No surprise the tandem rear axle has a Hendrickson suspension. The U.S. military has always spec'd their tandem axle Internationals with Hendrickson suspensions going back the 2-1/2 ton model M-5-6 6x6 of World War 2. (Most of International's WW2 military truck production went to the U.S. Navy and Marines)

EPA moves to exempt gliders from GHG rule Neil Abt, Fleet Owner / November 10, 2017 ATA's Kedzie calls decision 'perplexing' and warns of legal challenges. Citing “the regulatory overreach” of the Obama administration, the Environmental Protection Agency announced a proposal to exempt gliders kits from the Phase 2 greenhouse gas rule for heavy- and medium-duty trucks. The announcement drew criticism from Glen Kedzie, energy and environmental affairs counsel for American Trucking Associations (ATA). He spoke to Fleet Owner as he was still reviewing EPA’s 20-page proposal, but suggested legal challenges seemed inevitable and the decision could open the door for states such as California to take regulatory action. “The agency’s position supporting the continued growth of the glider kit industry that produces the highest emitting equipment on our nation’s highways is perplexing,” he said. EPA said that gliders should not be regulated as “new motor vehicles” or “new motor vehicle engines” under the Clean Air Act. “Gliders not only provide a more affordable option for smaller owners and operators, but also serve as a key economic driver to numerous rural communities.” said Scott Pruitt, EPA’s administrator. The Phase 2 rule, issued by EPA and the National Highway Traffic Safety Administration in 2016, called for rebuilt engines installed in gliders to satisfy emission standards in the year they were assembled applicable to new engines. Though there was not an immediate challenge at the time the rule was issued, earlier this year Fitzgerald Glider Kits appealed to Pruitt, saying it would effectively put it and similar firms out of business. ATA's Kedzie noted the trucking industry spent three years meeting with the government officials, environmental groups, and other stakeholders to develop a multi-phased rule that created certainty through 2027. He said ATA supports the rule as originally issued and said EPA’s decision could invite California “to step into this space.” Kedzie also worried about other negative ramifications in the coming years. “This is just a moment in time. Nothing stays constant in Washington – that goes for the management of EPA,” Kedzie said. Likewise, changes in the make-up of Congress and the White House could lead to “a big push to make up for a lost opportunity as a result of this administration.” He added the fleets paying higher prices for new, cleaner equipment are being undercut by those turning to gliders. EPA estimates that about 10,000 gliders are manufactured annually and make up about 5% of the entire Class 8 truck market. However, the agency previously said gliders could account about one-third of all nitrogen oxides and particulate matter emissions from the sector. Drew Kodjak, executive director of the International Council on Clean Transportation, said glider kits are “enticing” to a segment of the trucking industry because they are 25% cheaper to buy versus new truck. He spoke at a Securing America’s Future Energy (SAFE) press event in Washington, D.C. “Not having a DPF [diesel particulate filter], SCR [selective catalytic reduction] system and urea [diesel exhaust fluid or DEF] tank can save $10,000 in cost,” he explained. Kodjak added gliders can “poke a huge hole” in the fuel saving expectations of the GHG rule. The agency will hold a public hearing on Dec. 4. Public comments will be accepted until Jan. 5. .

EPA Issues Proposed Rule to Repeal Regulation of Glider Kits Transport Topics / November 9, 2017 The U.S. Environmental Protection Agency on Nov. 9 issued a proposed rule to repeal the Obama administration’s Medium- and Heavy-Duty Truck Phase 2 Greenhouse Gas Emission and Fuel Efficiency Standards for the glider industry. The agency has requested comment on the notice of proposed rulemaking through Jan. 5. EPA said that under its proposed interpretation of the Clean Air Act, it lacks the authority to regulate glider vehicles, glider engines, and glider kits. “The previous administration attempted to bend the rule of law and expand the reach of the federal government in a way that threatened to put an entire industry of specialized truck manufacturers out of business,” EPA Administrator Scott Pruitt said in a statement. “Accordingly, the agency is taking comment on an interpretation of the Clean Air Act that recognizes the unique nature of a vehicle made up of both new and used component parts. Gliders not only provide a more affordable option for smaller owners and operators, but also serve as a key economic driver to numerous rural communities.” The Obama administration maintained that even though gliders are not complete vehicles by themselves, they are highly significant components of tractor-trailer combinations and therefore they can be regulated under the terms of the Clean Air Act. But President Trump’s EPA has said gliders are a specially manufactured type of heavy duty highway vehicle assembled from newly manufactured kits that include the vehicle’s frame and cab, to which a used engine, transmission and axles are added. EPA estimates that about 10,000 gliders are manufactured annually, but comprising less than 5% of the Class 8 heavy-duty highway truck market. Due to the unique way that gliders are manufactured, the agency said it is proposing that gliders should not be regulated as “new motor vehicles” or “new motor vehicle engines.” “This action does not affect nor propose to affect EPA’s authority to address heavy-duty engine rebuilding practices under the Clean Air Act,” the EPA said. The new NPRM says that according to comments submitted to EPA during the Phase 2 rulemaking, gliders are approximately 25% less expensive than new trucks, which makes them popular with small businesses and owner-operators. “In contrast to an older vehicle, a glider requires less maintenance and yields less downtime,” the proposed rule said. “A glider has the same braking, lane drift devices, dynamic cruise control, and blind spot detection devices that are found on current model year heavy-duty trucks, making it a safer vehicle to operate, compared to the older truck that it is replacing.” The Natural Resources Defense Council, an international nonprofit environmental organization, takes issue with the new proposal. “Reopening this loophole is an unconscionable move that could cause the premature deaths of 1,600 Americans from just one year of dirty truck sales,” said Luke Tonachel, director of NRDC’s Clean Vehicles and Fuels Project. “Instead of letting these dirty trucks keep spewing up to 40 times more pollution than modern big rigs, the EPA should protect the air we all breathe from this dangerous threat.” .

Ford pilots Ekso exoskeleton technology to help lessen chance of worker fatigue, injury Green Car Congress / November 10, 2017 Ford is working with California-based Ekso Bionics to test the use of exoskeleton technology for Ford assembly workers. Some Ford assembly line workers lift their arms during overhead work tasks some 4,600 times per day, or about 1 million times per year. At this rate, the possibility of fatigue or injury on the body increases significantly. The new upper body exoskeletal tool is designed to help to lessen the chance of injury under these conditions. Called EksoVest, the wearable, non-powered technology elevates and supports a worker’s arms while performing overhead tasks. It can be fitted to support workers ranging from 5 feet tall to 6 feet 4 inches tall, and provides adjustable lift assistance of five pounds to 15 pounds per arm when its springs are activated. It’s comfortable to wear because it’s lightweight, it isn’t bulky, and it allows workers to move their arms freely. As a result, the worker will get a noticeable level of support for overhead tasks that require either no tools at all or tasks requiring tools that weigh up to approximately 8 pounds. Primary tools used with the vest vary by application, including applications that use no tools at all—just manipulating parts with hands overhead. The vest is optimized to support the weight of the worker’s arms so that any overhead work puts less of a strain on the worker’s shoulders and arms. Designed and built for dynamic, real-world environments such as factories, construction sites and distribution centers, the non-powered vest offers protection and support against fatigue and injury by reducing the stress and strain of high-frequency, long-duration activities that can take a toll on the body over time. With support from the United Automobile Workers and Ford, EksoVest is being piloted in two US plants, with plans to test in other regions, including Europe and South America. EksoVest is the latest example of advanced technology Ford is using to reduce the physical toll on employees during the vehicle assembly process. Between 2005 and 2016, the most recent full year of data, the company saw an 83% decrease in the number of incidents that resulted in days away, work restrictions or job transfers—to an all-time low of 1.55 incidents per 100 full-time North American employees. To date, Ford ergonomists have worked on more than 100 new vehicle launches globally using ergonomic technology tools, including most recently the 2018 Ford Mustang, 2018 Ford F-150, and the all-new 2018 Ford Expedition and 2018 Lincoln Navigator. Through significant investments in the program, not only has Ford achieved a reduction in employee incident rates, it has seen a 90% decrease in such ergonomic issues as overextended movements, difficult hand clearance and tasks involving hard-to-install parts. .

Nikola Sources Fuel Cell Suppliers Heavy Duty Trucking (HDT) / November 9, 2017 Nikola Motor Company has officially named Bosch and PowerCell AB as the primary suppliers of its fuel cells for the upcoming Nikola Class 8 hydrogen-electric truck. The fuel cell used in the Nikola truck is projected to output more than 300 kilowatts continuously and was designed to handle the lease period of one million miles per truck. Nikola says its fuel cell will be one of the most power dense and advanced fuel cells on the market and is a critical piece of the Nikola drivetrain. Nikola has been a partner with Nikola on the electric powertrain, developing a dual-motor commercial vehicle powertrain based on the company’s eAxel design as well as the fuel cell. “Our relationship with Bosch also gives us access to their experienced engineering team which is one of the largest and most respected in the world,” said Nikola Motor CEO Trevor Milton. “This relationship will be helpful in bringing our products to market as quickly and safely as possible. Design of reliable systems for commercial vehicles takes decades of experience and Bosch brings that to our relationship.” Joining the fuel cell development team is PowerCell AB of Sweden as the primary stack supplier for the fuel cells in the first pre-production testing vehicles. If all goes well during road testing, PowerCell will be integrated into the production lineup, according to Nikola. Nikola plans to announce a secondary stack supplier in 2018 that will act as a backup and overflow for any testing issues or production bottlenecks. The fully operational, pre-production Nikola Two day-cab will begin testing in Fall of 2018. Following its release, the Nikola Two will undergo a rigorous 12-month testing period in extreme climates. This testing period will give the company valuable data in preparation for full production in 2021. The first 5,000 trucks will be built at Fitzgerald Gliders in Tennessee while Nikola builds its own manufacturing facility. The location of the Nikola manufacturing facility will be named in early 2018. .

Public-private partnerships might be legitimate in nature if the public voted for it in a referendum. Since that never occurred, this amounts to taxpayers involuntarily paying the R&D tab on UPS's new revenue-generating trucks. The taxpayer deserves some form of compensation for their investment. There's an old saying, "If you want to play, you have to pay", rather than if UPS wants to make money, the taxpayer has to pay. What UPS charges individuals (non-commercial accounts) at their UPS stores should be a crime.

Heavy Duty Trucking (HDT) / November 9, 2017 UPS and the New York State Energy Research and Development Authority (NYSERDA) plan to use new technology to convert UPS package delivery vehicles from diesel to electric, UPS has announced. UPS and Unique Electric Solutions LLC (UES) will design, build, test, and make the conversions. The project supports Gov. Andrew Cuomo’s goal to reduce greenhouse gas emissions 40% by 2030 by replacing diesel vehicles with clean technology. “Public-private partnerships help push innovation forward and transform industries,” said Carlton Rose, UPS president of global fleet maintenance and engineering. “This program will help UPS develop and deploy electric delivery trucks faster and more affordable. Because they are cleaner and quieter, electric vehicles are ideal for dense urban environments like New York City and are a critical part of our strategy for the future.” NYSERDA is providing $500,000 in [U.S. taxpayer] funding to develop and test the conversion system. If successful, the Bronx-based project is expected to bring a production version of the converted truck to the streets of New York City by the spring. In addition to producing a new, cost-effective all-electric conversion kit, the project will deliver a blueprint for converting up to three UPS vehicles a day. This could lead to the conversion of up to 1,500 UPS delivery trucks, which is about 66% of UPS’s NYC fleet, operating in New York City by 2022. The conversions will be based on electric vehicle technology developed by Unique Electric Solutions. The core system features a 225-kilowatt Switched Reluctance Motor (SRM) with a high voltage backbone optimized for the duty cycle of UPS delivery trucks. SRMs are simpler, cheaper and better suited for electric vehicles over conventional induction motors and do not rely on the use of magnets made from imported rare earth metals like permanent magnet motors do, according to UPS. The UES SRM propulsion system provides more miles per battery charge, according to the manufacturer, which reduces charging times and increases energy efficiency up to 20%. UPS operates more than 770 electric or hybrid-electric vehicles in urban settings around the world. They are part of a fleet of more than 8,500 alternative fuel and advanced technology vehicles worldwide. .

FCA hopes to win approval for diesel fix by spring Reuters / November 8, 2017 WASHINGTON -- Fiat Chrysler Automobiles NV said on Wednesday it hopes to reach an agreement over a fix for vehicles linked to alleged U.S. diesel emissions violations by next spring if not earlier. In May, the Justice Department sued Fiat Chrysler, accusing the company of illegally using software that led to excess emissions in nearly 104,000 diesel vehicles sold in the United States since 2014. It also faces numerous lawsuits from owners of those vehicles. Company lawyer Robert Giuffra said at a court hearing in San Francisco the company expects to win U.S. approval of its proposed fix for the emissions issue by the end of March or early April. Testing is expected to last about three months and start later this month, he said. In July, Fiat Chrysler won approval from federal and California regulators to sell 2017 diesel vehicles after it came under scrutiny for alleged excess emissions in older diesel models. Giuffra has said the company hopes to be able to use updated emissions software in the 2017 vehicles to address concerns over 2014-16 Fiat Chrysler diesel vehicles. A court mediator, Ken Feinberg, on Wednesday met with the company, government and lawyers for owners to talk about the testing plans. Giuffra has said the engine and emissions controls were identical in the older vehicles to those in the 2017 models. Regulators have said that the older Fiat Chrysler diesel vehicles had undisclosed emissions controls that allowed vehicles to emit excess pollution during normal driving. The company has denied wrongdoing, saying there was never an attempt to create software to cheat emissions rules. Fiat Chrysler's emissions case came after Volkswagen AG's diesel emissions scandal prompted increased industry scrutiny. The German automaker pleaded guilty in March to skirting emissions tests for vehicles it sold since 2009. Volkswagen has agreed to spend up to $25 billion to address claims from U.S. owners, environmental regulators, states and dealers, and offered to buy back about 500,000 polluting U.S. vehicles. Regulators are also investigating emissions in Daimler AG Mercedes-Benz diesel vehicles, but have yet to take any action. Daimler AG withdrew a request for approval to sell its 2017 Mercedes-Benz diesel models in the United States in May.

EPA Issues Proposal to Pull Glider Kits from GHG/MPG Rule Heavy Duty Trucking (HDT) / November 9, 2017 Following up on an August promise to review Greenhouse Gas Emissions and Fuel Standards Phase 2 rule due to concerns raised by certain manufacturers, the Environmental Protection Agency issued a proposed rule on Nov. 9 that would repeal emission requirements for glider vehicles, glider engines, and glider kits. As written, the new rule does not limit the kits’ production, but only allows them to be installed for their traditional uses, such as engine salvage. The GHG Phase 2 rule, adopted during the final months of the Obama administration, is slated to go into effect Jan. 1. Now, under the purview of Administrator Scott Pruitt, EPA is moving ahead with its promise to repeal the glider provision found in the 2016 Clean Truck Standards, despite support for the provision from some industry stakeholders. According to The Washington Post, a Sept. 11 letter to Pruitt urged him not to reopen the rule, stating that glider kits “should not be used for circumventing purchase of currently certified powertrains.” The letter was signed by executives from Volvo Group North America, Cummins, and Navistar. The companies noted that they were joining the Truck and Engine Manufacturers Association, the American Trucking Associations, and the Truck Rental and Leasing Association in supporting the mandate as written. Environmental impact and public health are two of the biggest concerns for groups advocating for full application of the Phase 2 rule. According to the Environmental Defense Fund, used engine gliders can emit almost 40 times more pollution than modern engines and that, if allowed to operate until 2025, glider vehicles would cause as many as 12,800 premature deaths. “The health impacts are even more galling when you consider that this is essentially just a handout to one company, Fitzgerald Glider Kits, which manufactures the largest share of glider vehicles,” Dave Cooke, senior analyst in the Clean Vehicles program at the Union of Concerned Scientists, said in a statement. “Fitzgerald’s CEO met with Administrator Pruitt in May to push him to reverse this rule. It looks like Administrator Pruitt listened, and he’s willing to do one company a huge favor, protecting a polluter at the cost of our health.” Pruitt met with Fitzgerald Glider Kits May 8, according to his schedule. Fitzgerald Glider Kits could not be reached for comment. In the EPA request to repeal, the agency claims that representatives of the glider manufacturing industry wrote a joint petition requesting a review of Phase 2 rule. The petition claimed that EPA is not authorized under the Clean Air Act to regulate glider kits, glider vehicles, and glider engines and that the Phase 2 rule “relied upon unsupported assumptions to arrive at the conclusion that immediate regulation of glider vehicles was warranted.” Petitioners also claimed a reconsideration of the rule was necessary due to Executive Order 13783, an “energy independence” order signed by President Donald Trump in March. When Pruitt announced his intention to revisit the rule in August, he stated in a press release that EPA initiated “a rulemaking process that incorporates the latest technical data and is wholly inconsistent with our authority under the Clean Air Act.” In the latest documents filed to repeal the rule, EPA cites court cases to claim that since there has been a change in administration, the agency must “assess administrative records and evaluate priorities in light of the philosophy of the administration.” EPA now proposes to revisit the rule based on the view that it lacks “authority under CAA to impose requirements on glider vehicles, glider engines, and glider kits, and therefore proposes to remove the relevant rule provisions.” Aside from the negative environmental impact of reopening the loophole, EDF said the repeal proposal “would unfairly disadvantage freight truck companies complying with current standards.” The advocacy group claimed that glider vehicles have an unfair advantage over trucks that achieve clean air standards. It also said that reopening the rule could danger the clean freight truck investments made by truck fleet and put their employees' jobs at risk. EPA will be holding a public hearing on the proposed rule at 10 a.m. Dec. 4 at 1201 Constitution Ave., NW, Washington D.C. The agency said the hearing will conclude once everyone has had a chance to speak. For those who cannot attend the public hearing, online comments may be submitted here.

EPA’s repeal of Obama-era emissions regs for glider kits advances James Jaillet, Commercial Carrier Journal (CCJ) / November 9, 2017 The White House’s Office of Management and Budget has concluded its review of an attempt by the Environmental Protection Agency to repeal Obama-era emissions regulations placed on glider kit trucks, paving the way for publication of the proposed rule. The OMB approved the proposal as “consistent with change,” meaning it issued recommendations to the EPA to alter the rule, but not substantively enough to delay its publication in the Federal Register. The EPA will likely publish the proposed rule in the coming weeks and accept public comments for 60 or 90 days. The OMB cleared the proposal just two and a half weeks after the EPA submitted it, signaling the administration is moving quickly to repeal the regs ahead of their effective date in January. No details about the rule have been made public. According to a summary in the OMB’s regulatory dashboard, it would repeal the emissions standards enacted in 2016 by the EPA that threatened the glider kit industry because of its use of older engines. The tightened emissions regulations placed on glider kit trucks were part of the sweeping Phase 2 emissions standards put in place by the Obama-era EPA. The EPA’s glider kit rule would not affect the other components of the Phase 2 standards, which call for dramatic reductions in emissions of greenhouse gases by tractor-trailers. Those standards will be phased in over 10 years, should the Trump EPA not alter them. The glider kit-specific portions of the Obama-era Phase 2 standards would force glider vehicle manufacturers, such as Fitzgerald Glider Kits, to drastically alter operations to meet the standards. Fitzgerald said last year that the Phase 2 rule would “decimate” the glider kit business, which accounts for about 3 percent of total new truck sales each year. EPA representatives said last year, however, that the roughly 10,000 glider kits sold each year emit about the same amount of greenhouse gases and NOx as 200,000 trucks with engines compliant with 2010 emissions standards. .

Trailer-Body Builders / November 9, 2017 Freightliner’s new Cascadia will now be offered in a 60-inch raised roof sleeper model in both 116- and 126-inch BBC platforms. “Driver experience is a key part of our Real Cost of Ownership proposition, and this is another solution the new Cascadia offers to address a variety of customer needs,” said Mike McHorse, manager, on-highway product marketing, Freightliner Trucks. “With the shorter wheelbase and reduced weight versus a 72-inch sleeper, this truck spec is lighter and more maneuverable, while still giving drivers a comfortable, spacious area to work and rest.” This marks yet another cab configuration announced for the new Cascadia in the past two months. At the North American Commercial Vehicle (NACV) show in September, Freightliner Trucks announced 48-, 60- and 72-inch mid-roof XT sleeper cabs in both 116- and 126-inch BBC platforms. Those models are designed for regional overnight haulers and bulk haul and flat-bed applications. The new 60-inch raised roof sleeper’s interior features a lower bunk with storage underneath, and a choice of either a cargo shelf for additional storage or an upper bunk with a telescoping ladder, providing easy access for team drivers. There is also a longer wardrobe cabinet for hanging clothes, a large microwave cabinet, an optional flat-panel TV bracket and an area for customer-supplied refrigerators or coolers. For maximum fuel efficiency, the new 60-inch raised roof configuration is available with either Aero or AeroX aerodynamic packages. It features the Integrated Detroit Powertrain (IDP) with either a DD13® and DD15® engine, as well as the DT12™ transmission with Intelligent Powertrain Management (IPM4), and Detroit axles with axle lubrication management (ALM). The new configuration is also available with Cummins X15 engines and Eaton® Fuller Advantage® transmissions. Customers can now place orders for delivery of all cab configurations in January. They can also digitally configure the interior and exterior at https://freightliner.com/configurator Since the new Cascadia debuted in September 2016, Freightliner Trucks has received over 30,000 orders, topping the total number of orders for the first three years after the original Cascadia debuted. The new Cascadia has earned praise as Freightliner’s most productive, fuel efficient, and driver-friendly truck. Benefits include: · One-piece windshield designed for improved visibility. It also uses asymmetric glass construction to reduce chipping and cracking, and it is roped-in for ease of installation and increased uptime. · LED-lit interior and exterior lights, making the lighting system more maintenance-friendly. · Ergonomic dashboard with a layout that helps drivers easily access gauges and switches. · Detroit™ Connect Virtual Technician™ and Detroit Assurance® 4.0 suite of safety systems that seamlessly integrate into the new Cascadia, providing enhanced fleet management while increasing uptime. For more information visit www.freightliner.com or, to select from 12 different day cab and sleeper cab options, visit www.freightliner.com/configurator. .

Americans want everything (latest trendy models, technology, ect.), but they also want a low price. Then complicate that with excessive, convoluted safety standards that add to the cost. The final outcome is Americans get cheapened cars. Compare any brand and model car sold in the U.S., European and Chinese markets. The U.S. version looks like a "stripper" rental car, compared to its global market equivalent.

Dueling Republican tax plans advance in Congress Reuters / November 9, 2017 U.S. Senate Republicans unveiled a tax plan on Thursday that differed from the House of Representatives' version on several key fronts, including how they treat the corporate tax rate, the tax deduction for state and local taxes, and the estate tax. Complicating a Republican push for the biggest overhaul of U.S. tax law since the 1980s, senators said that, like the House, they wanted to slash the corporate tax rate to 20 percent from 35 percent, but in 2019, not right away. The House was set to vote on its measure next week after its tax-writing Ways and Means Committee approved the legislation on Thursday along party lines, with Democrats united in opposition. The Senate's timetable was less clear, with a formal bill yet to be drafted in that chamber, where Republicans have a much smaller majority and a narrower path to winning approval for any legislation, let alone one as contentious as a tax package. Republicans reiterated their goal of enacting final legislation by the end of the year. Stocks, which have rallied this year on hopes for business tax cuts, declined as details of the two plans emerged. Investors worried about divergence between the House and Senate and the Senate's proposed corporate tax rate cut delay. In a broad sense, the House and Senate plans matched up in calling for deep tax cuts for high-earners and businesses and for a dramatic reshaping of how the United States taxes multinational corporations, big winners if the plans become law. Democrats, largely ignored in the closed-door drafting of both bills, have condemned them as giveaways to the rich and businesses that will do little for ordinary Americans. White House economic adviser Gary Cohn handed them ammunition, saying: "The most excited group out there are big CEOs, about our tax plan." The White House issued statements that praised the Ways and Means Committee and the tax-writing Senate Finance Committee and expressed confidence that further progress would be made. Election Wake-Up Victories by Democrats in state and local elections in Virginia, New Jersey and elsewhere on Tuesday increased the urgency for Republicans, who control both the White House and Congress, to make good on their campaign promises on taxes. "We're going to get this over the finish line," House Speaker Paul Ryan said, adding the House would not just approve whatever the Senate passes and that a House-Senate conference committee would be needed to reconcile differences. One big disagreement between the two chambers concerns a deduction now available to Americans for state and local taxes (SALT), a keen concern for taxpayers in high-tax, typically Democratic-leaning states such as California, New York, New Jersey, Connecticut and Massachusetts. The Senate plan would entirely repeal the SALT deduction. The House bill would repeal it only for state and local income and sales tax, but preserve it for property tax up to $10,000. Estate Tax Another point of friction is the estate tax on inheritances. The Senate would leave it on the books, but increase exemptions so fewer people pay. The House would increase exemptions, but repeal the tax over a six-year period. The Senate calls for keeping the existing seven tax brackets and cutting the top tax rate for the highest-earning taxpayers to 38.5 percent from 39.6 percent. The House wants to reduce the number of brackets, but leave the 39.6 percent top rate alone. The Senate would close a loophole that allows private-equity fund managers and other wealthy Wall Street financiers to pay the capital gains tax rate on "carried interest" income, instead of the higher wage rate. The House plan leaves the tax break in place, but further restricts who can claim it. In another divide that will need bridging, both chambers call for slapping a mandatory tax on $2.6 trillion in foreign profits being held offshore by U.S. multi-nationals. The Senate wants that tax to be 12 percent for cash and liquid assets, and 5 percent for non-liquid assets. The House amended its bill on Thursday, going to 14 percent and 7 percent, respectively. A late revision to the House bill exempted vehicle dealers from new limits on interest deductibility on inventories, responding to car dealers' concerns about an earlier draft. Such tweaks to both bills were expected to continue in days ahead as lobbyists descend on Capitol Hill seeking favors. "At every stage, the GOP tax scam grows more generous for multi-national corporations and more destructive toward American workers and middle class families," California's Nancy Pelosi, the Democratic leader in the House, said in a statement. Both bills would add $1.5 trillion over 10 years to the budget deficit and national debt, a problem that not long ago would have drawn Republican criticism. Pelosi said: "It turns out that deficit hawks are extinct in the Republican Party."

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What did I tell you Bob? Ford took the globally-proven and fire-free Transit and added the "Catch Fire" option for the North American market. From the UK to China, the Transit is trouble-free. But when they adapt it to the U.S. market, they gut it and create a nightmare.

Ford recalls 73,000 Transit vans, 30,000 F-150 pickups Trailer-Body Builders / November 7, 2017 Ford issued four safety recalls involving Transit vans, which potentially could catch fire, and F-150 trucks. Here are details of the recalls, which concern a towing module that could be corroded by water; two different transmission/ shifting problems; and a small number of improperly machined cylinder heads. Specifically, these affect 2015-2017 Transits and certain 2017 and 2018 F-150 pickups, with the Transit vans representing by far the largest number of vehicles being recalled. I. 2015-2017 Ford Transit vehicles equipped with trailer tow module Ford is recalling approximately 73,000 2015-2017 Ford Transit vans with trailer tow modules. Water can get into the module and connector, Ford said, potentially corroding wiring and damaging the module. In affected vehicles, water in the module may cause: Turn signals to flash rapidly; —Loss of the instrument cluster display; —Loss of heater and air conditioning controls; and —Loss of multimedia including radio, screens and SYNC. Wiring corrosion from prolonged water intrusion could also cause an electrical short to the ground, which could cause: —Faulty seat belt pretensioner deployment; —A burning smell; and/or —Increased risk of fire, including when the vehicle is parked and the ignition is off. Ford said it is not aware of any accidents or injuries associated with this issue, but knows of two reports of vehicle fires on Canadian fleet vehicles potentially related to this condition. The reference number for this recall is 17S34. Affected vehicles include 2015-17 Ford Transit vehicles built at Kansas City Assembly Plant from Feb. 3, 2014 to Aug. 2, 2017.The recall involves about 65,000 U.S. vehicles and some 8,000 in Canada. Ford provided further details of the recall repairs. Until the final repair is performed, customers should take the precaution of parking their vehicles outside. As an interim repair, until parts are available for the final repair, customers may have dealers disable the trailer module. For the final repair, dealers will add a drainage hole to the driver's door stepwell and incorporate a fuse into the vehicle wiring harness. All services and repairs will be performed at no cost. II. 2018 Ford F-150 vehicles with 3.3L engine, 6-speed automatic transmission and column-mounted shift lever Ford is recalling about 15,000 2018 Ford F-150 trucks with 3.3L engines, six-speed transmissions and column-mounted shift lever due to inaccurate gear selection that could result in unintended vehicle movement. In affected vehicles, moving the transmission shifter from park to drive rapidly may cause loss of the "PRNDL" gear indication in the instrument cluster and momentary engagement of reverse before the vehicle moves forward. Alternatively, an operator could get a momentary neutral gear selection rather than reverse. Unintended vehicle movement as a result of this may increase the risk of accident or injury. Ford said it is not aware of any accidents or injuries associated with this issue. The reference number for this recall is 17S35. Affected vehicles include: —2018 Ford F-150 vehicles built at Dearborn Assembly Plant from Jan. 12, 2017 to Oct. 9, 2017; and —2018 Ford F-150 vehicles built at Kansas City Assembly Plant, Jan. 30, 2017 to Oct. 9, 2017. The recall involves about 12,400 U.S. vehicles, 2,000 in Canada and about 575 in Mexico. As a fix, dealers will reprogram the powertrain control module with the latest level calibration software at no cost to the customer. Prior to the repair, customers and dealers should carefully shift into the desired gear and confirm intended gear selection in the "PRNDL" instrument cluster display. III. 2017 Ford F-150 vehicles with 10-speed automatic transmission Ford is recalling some 15,000 2017 Ford F-150s with 10-speed automatics for an inability to shift the transmission using the shift lever. In affected vehicles, the pin attaching the transmission shift linkage to the transmission may come out. If this happens, the driver moving the shift lever won't change the transmission gear; the transmission will stay in whatever gear it was in when the pin came out regardless of the position of the shift lever. The shifter indicator could display inaccurate information, and the key can be removed even if the vehicle is not in park. However, a warning chime will sound and a message will be displayed in the instrument cluster indicating "Transmission not in park." If the transmission is not in park or neutral, the driver would not be able to restart the vehicle. If a vehicle cannot be shifted to park and the parking brake isn't applied, the vehicle could move unintendedly and increase the risk of a crash. Ford said it is not aware of any accidents or injuries associated with this issue. Affected vehicles include: —2017 Ford F-150s built at Kansas City Assembly Plant from Sept. 16, 2016 to Aug. 9, 2017; and —2017 Ford F-150 vehicles built at Dearborn Assembly Plant from Aug. 23, 2016 to July 2, 2017. The recall involves about 11,800 U.S. vehicles, 3,200 in Canada and 700 in Mexico. The reference number for this recall is 17S36. To resolve the issue, dealers will remove the roll pin and replace it with an updated part at no cost. Prior to getting their vehicle repaired, customers and dealers will be instructed to make sure the parking brake is applied whenever the vehicle is parked. IV. 2018 Ford F-150s with 3.5L engine Ford is recalling about 30 2018 Ford F-150s with 3.5L engines for possible loss of power and engine failure. In affected vehicles, cylinder heads manufactured for the 3.5L engines are missing machined holes for supplying lubrication to the camshaft. Improper camshaft lubrication will result in premature engine failure and loss of power without warning while driving, increasing the risk of accident or injury. Ford said it not aware of any accidents or injuries associated with this issue. Ford also noted it not aware of any affected vehicles that have been delivered to customers. Affected vehicles include: —2018 Ford F-150 vehicles built at Dearborn Assembly Plant from Sept. 3-16, 2017; and —2018 Ford F-150 vehicles built at Kansas City Assembly Plant, Sept. 5-17, 2017. The recall involves some 22 U.S. vehicles, seven in Canada and one in Mexico. The reference number for this recall is 17S37. Ford is tracking down affected vehicles at dealerships. If an affected vehicle is in the possession of an owner, the company said it will arrange to transport the vehicle to a Ford or Lincoln dealer to have the engine replaced at no cost.

International 7000-MV 9-Man Cab - Mine and Counter-Mine Engineering Operations specification. .

Scania Group Press Release / November 8, 2017 Scania’s new gas engine is designed for long-distance transport and on construction sites. 410 horsepower and 2,000 Nm – well in line with diesel engines of a similar size. A service interval of 45,000 km ensures high availability. Scania’s launch of the OC13 gas engine marks the start of alternative fuel solutions for the new truck generation. The OC13 is based on Scania’s well-proven 13-litre engine. The engine works according to the Otto principle with spark plugs and complete combustion. There is a growing interest in operating vehicles on biogas or natural gas in countries such as Italy and France as a result of increased availability, improved infrastructure and good economic viability for hauliers. The sustainability aspects are also important – even natural gas provides a CO2reduction of approximately 15 percent. Underlying technology Scania’s gas engines are based on stoichiometric combustion, i.e. complete combustion of both fuel and oxygen. Similar to a petrol engine, the combustion is initiated by means of spark plugs. The pre-mixing of the fuel takes place upon entry into the cylinders. “Throughout development, our aim has been to ensure the best possible driveability,” explains Folke Fritzson, Senior Engineer at Scania R&D and part of the team developing Scania’s gas engines. “The performance and characteristics should correspond to that of a modern diesel engine.” The new 13-litre gas engine is always available with Scania Opticruise, Scania’s automated gearboxes. This means, of course, that gear changing and driving comfort are top-class for the driver, with fast, unhesitating gear selections. Carefully thought-out tanks The tank solutions are an important aspect of gas fuel operations. Both LNG tanks (for refrigerated, liquefied gas) and CNG tanks (for compressed gas) can be ordered directly from Scania. LNG always provides greater range, as a significantly larger amount of fuel is available. “In combustion, there is no difference between LNG and CNG, but there are significant differences in the operational range,” says Fritzson. “With LNG, it’s up to 1,100 kilometres for a typical semi-trailer on a flat road. CNG usually provides a range of up to 500 kilometres. The latter is more than sufficient for many customers, for example in regional transports with a return to the home base and refuelling every day. The mileage that can be achieved before refuelling is required also depends on the type of driving and usage, and how hilly the route is.” In order to improve safety, Scania’s engineers have turned the tank valves backwards, away from the direction of travel. This is a seemingly simple but important detail that reduces the risk of the valves becoming damaged if hit by stones or gravel. Longer maintenance intervals Gas engines that operate according to the Otto principle (with pre-mixing of fuel and spark plugs) have shorter service intervals than diesel engines. However, Scania has achieved a significantly longer service interval, with the lifespan of the spark plugs currently setting the limit. “We have defined the interval at 45,000 kilometres for both the spark-plug and oil changes with normal use,” says Fritzson. “This is a clear improvement over previous generation gas engines, with 30,000 kilometres as normal intervals. This reduces maintenance costs and increases availability.” “Everything indicates that we are heading towards a breakthrough for gas engines, including heavier trucks for long-distance transport and construction-site vehicles,” says Henrik Eng, Product Director Urban, Scania Trucks. “Everyone can now benefit from good driveability and driver comfort. We also see that the rapidly growing gas infrastructure in several European countries spurs interest in using this alternative fuel.” Scania is launching an alternative fuel initiative for the new generation of trucks, with the world premiere of a new 13-litre gas engine at the Ecomondo trade fair in Rimini, Italy. Gas engines are generally quieter than diesel engines, and are therefore well suited for urban environments. Scania’s new Euro 6 gas engine meets the requirements of the PIEK noise limitation standard, which stipulates a noise level of no more than 72 dB(A) in areas with stringent noise limits. Technical data OC13 101 Type Inline Cylinder capacity 12.7 litres Firing sequence 1-5-3-6-2-4 Cylinders 6 Valves per cylinder 4 Bore x stroke 130 x 160 mm Cam type Normal Compression 12.6:1 Fuel injection Bosch Emissions treatment Scania EGR and 3-way catalytic converter Oil volume 43 litres Max power 410 hp (302 kW) @ 1,900 rpm Max torque 2,000 Nm @ 1,100–1,400 rpm

Scania Group Press Release / November 8, 2017 Scania introduces the OC13, a six-cylinder gas engine with 410 hp. Good capacity for heavy, long-distance transports as a result of characteristics that are similar to a diesel engine of the same size; provides a range of up to 1,100 km together with LNG tanks. Scania launches a groundbreaking Euro 6 gas engine with a power output of 410 horsepower. The 13-litre engine can be used both for long-distance transport and construction-site movements. The performance is comparable to a diesel engine of the same size. The newly developed engine is the latest addition to Scania’s range of sustainable transport solutions, offering CO2 reductions of 15 to 90 percent “There is considerable interest in Europe for long-distance, gas-powered transport solutions,” says Henrik Eng, Product Director Urban, Scania Trucks. “The engine meets these needs with all the total operating economy benefits of gas and no disadvantages.” The new engine provides 410 horsepower and gives 2,000 Nm from 1,100 and up to 1,400 rpm. These figures compare well with diesel engines of a similar size. With LNG (liquid gas), a semi-trailer truck of up to 40 tonnes can drive 1,100 km without refuelling. With twin LNG tanks on rigid trucks, a range of up to 1,600 km is possible. “Until now, most gas engines have either been too weak or had an insufficient range to be really useful for heavy, long-distance transports. But Scania has solved these issues with this engine and can now offer reduced CO2levels as well as increased customer profitability,” says Johan Mühlbach, Product Manager Gas, Scania Trucks. .

Scania Group Press Release / November 8, 2017 Scania’s new 410 hp six-cylinder gas engine is a long-awaited engine for demanding and sustainable long-distance and regional transport operations. With biogas in the tanks, CO2 reduction can be as much as 90 percent compared to a similar diesel engine. Interest in running on gas is growing greatly, thanks to good access, a growing infrastructure and good operating economy. The sustainability aspects are also important. Until now, gas engines have either been too weak or had too small a range for serious long-distance transport. But Scania has solved these issues with a ground-breaking Euro 6 gas engine with full potential for heavy, long-distance transport and construction-site applications that is equivalent in all respects to a diesel engine of the same size. The foundations were laid by Scania’s well-known 13-litre engine, which has been successfully developed to run on gas. Great hopes “We have great hopes for this unique engine,” says Henrik Eng, Product Director, Urban, Scania Trucks. “There is a considerable and genuine interest among existing and prospective customers to be able to have, for example, long-distance transport solutions for heavy goods that run on gas, and this engine meets this demand in all respects. It’s powerful, it gives customers a lower operating cost, and it reduces emissions.” The new engine provides 410 hp and gives 2,000 Nm from 1,100 and through to 1,400 r/min – respectable figures that compare well with diesel engines of a similar size. With LNG (liquefied natural gas) in its tanks, a typical semi-trailer truck with a gross weight of up to 40 tonnes can drive 1,100 kilometres without refuelling under favourable conditions. With twin LNG tanks on a rigid truck, the range is approximately 1,600 kilometres. Best possible driveability “An important goal for us in the development work has been to ensure the best possible drive­ability, so that the performance and characteristics will correspond to what one expects from a modern diesel engine,” explains Folke Fritzson, a Senior Engineer who is part of the team developing Scania’s gas engines. The new 13-litre gas engine always runs in combination with Scania Opticruise, Scania’s automated gearboxes. This means that the driver has first-class gear changing and driving comfort, with fast, unhesitating gear selections. A new, more robust spark plug and modified software have resulted in extended intervals between spark plug changes. Wide range An important aspect of gas engines is the tank solutions on offer. Both tanks for compressed gas and tanks for refrigerated liquid gas can be ordered directly from Scania. LNG generally provides a greater range, as a significantly larger amount of fuel is carried. With LNG, the range is up to 1,100 kilometres for a typical semi-trailer on a flat road. But a CNG (compressed natural gas) solution, which usually provides a range of up to 500 kilometres, is also more than sufficient for many customers, for example if the assignments primarily involve regional operations with a return to the home base and refuelling point every day. But the mileage that can be achieved before needing to refuel also depends, of course, on the type of driving and usage. Longer maintenance intervals A special safety aspect is that Scania’s engineers have turned the tank valves backwards, away from the direction of travel. This is a seemingly simple but thoughtful detail that reduces the risk of the valves becoming damaged by being hit by stones or chippings. Gas engines that run using the Otto principle (with pre-mixing of fuel and with spark plugs) have shorter service intervals than diesel engines. However, Scania’s engineers have implemented a series of measures that help bring about a significantly longer service interval, and it is currently the life span of the spark plugs that sets the limits. “We have defined the interval as 45,000 kilometres for both spark plug replacement and oil changes with normal use,” Fritzson says. “This is a clear improvement over previous generations of gas engines, which had 30,000 kilometres as their normal interval. This reduces maintenance costs and increases uptime, since fewer workshop visits are required during a given ownership period.” A breakthrough “Everything indicates that we are making a breakthrough for gas engines, including those for heavier trucks for long-distance transport and construction-site vehicles,” Eng says. “Nobody now has to do without characteristics such as good driveability or driver comfort. At the same time, we are seeing that a rapidly growing infrastructure goes hand in hand with an increasing interest among potential customers to start using all the gas that is available in markets such as France, Italy and Switzerland, to mention just a few.” SILENT TECHNOLOGY Gas engines work according to the Otto principle, relying on spark ignition as opposed to the compression ignition used in diesel engines. A significant advantage of an Otto engine is the low noise level, much quieter than a diesel engine. In addition, thanks to the lower compression ratio and combustion pressure in the cylinder, the strain on engine components is considerably lower, making for a long service life. .

Just curious......how do you know the perpetrators are from Russia?