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Paul, this causes me to recall my July 9, 2016 post. With Ferguson, based on what we're told, a bully/drug dealer/criminal was made a martyr rather than identified for what he was. ---------------------------------------------------------------------------------- The cultural decay and declining standards of behavior in America. That is the situation before us. Frankly speaking, I love my country. And thus, I have been saddened for many years as I watch decay and decline. I am not alone. The events taking place in American society today are shocking.......and shameful. The definition of “socially acceptable morals and values” is clear to any ordinarily prudent individual. However, unlike the automobile and truck which have “evolved forward”, from primitive machines into the highly sophisticated ones we know today, American society appears to be “regressing”, moving away from the signature morals and values that for decades defined America, and made our great country the envy of the world. The American government, I feel, inherently bears significant responsibility in guiding the positive forward development of American society. However, I don’t believe the U.S. government has actively tried to influence the forward development of American society since the administration of Dwight D. Eisenhower (1953-1961). Over the last 20 years, we have observed what to us in our youth was unthinkable. Who on this forum in their teenage years would have walked into a school and taken the life of another human being. The thought never crossed our minds. But the minds of recent generations are clearly different, indicating that we as a people and government combined are seriously failing in our responsibility to lead society. We have a responsibility to effectively raise the bar of morals and values for each new generation of Americans. However, and clearly so, society is plunging to a lawless state that in some aspects is already out of control. And yet, our government of the people does not speak of this crisis, nor address it. When tragic events occur, leadership utters politically correct words like "troubling" and "heartbreaking", and then resumes their normal routine. At some point several decades ago, the values that shaped our morals and values stopped being taught to a sizable portion of the masses, and we’re seeing the effects today in the form of senseless tragedies. Our government refuses to speak of (acknowledge) America’s crisis in society, apparently taboo in Washington, and has taken no steps to address it. But today, for the first time, the media (U.S. News and World Report) actually put it in print......"the battle against cultural decay and declining standards of behavior [in America]". I believe this the first time major media has spoken on this taboo subject.. An American society with strong moral principles and values is not an option........it is a necessity to safeguarding our future. America has become unraveled more since Ferguson, when a bully and criminal was shot by police. He wove his own ending (https://www.washingtonpost.com/politics/new-evidence-supports-officers-account-of-shooting-in-ferguson/2014/10/22/cf38c7b4-5964-11e4-bd61-346aee66ba29_story.html). Rather than call a spade a spade, Washington kowtowed to protesters supporting this bully and criminal, protesters unwilling to advocate that "All American Lives Matter". As people crowed that black lives matter, they looted the stores in their own Ferguson and Baltimore neighborhoods. That speaks volumes. Unless you state that “all lives matter”, you’ve lost all credibility with civilized society. Being an American should no longer be a given……..it should be a privilege, because enjoying the fruits of America’s high quality of life……is a privilege. A United States citizen may lose their citizenship if they are convicted for treason, seditious conspiracy, or advocating violent overthrow of the government. It may be time to begin using this path, revoking the citizenship of those whose ethics, morals and values are not acceptable within American society. Why did the media initially fail to state the Dallas gunman was black? When an attacker(s) is white and the victim is black, the press nowadays makes a point of reporting color. For example, the tragic South Carolina church killings. However, when the attackers are black and the victims are white, the media no longer mentions color. Why the double standard? Either stop mentioning color, as people are people regardless of color (all lives matter), or mention color in any circumstance. . .

VW Truck & Bus (Brazil) is superb in the Latin American commercial truck market. And of course VW is huge* in Europe's light commercial truck market. Still though, I think there's vast potential to penetrate the market via the MAN sales network. * http://www.volkswagen-commercial-vehicles.com/en/models.html

Yes, but a very good move I think.

MAN Truck & Bus Press Release / May 11, 2016 Braking and moving-off functions for off-road operation The electronic brake system for off-road operation improves handling in difficult terrain. Besides the paver brake, the hill holder and ASR functions for simplified moving-off as well as ABS for off-road operation for braking on loose surfaces and the turning brake are described here. .

Scania Group Press Release / 19 October 2017 The electrification of heavy vehicles is now gathering speed. Simultaneously, Scania is taking major steps in electrification. As a result of Scania’s electrified roadmap, we are proud to exclusively premiere a battery powered electric Scania bus. Hear Anders Folkesson, Director of Product Planning at Scania Buses and Coaches talk about it. .

Scania strengthens its bus range for alternative fuels Scania Group Press Release / 19 October 2017 At Busworld in Kortrijk, Belgium, Scania unveils the hybrid Scania Interlink Low Decker and premieres the battery electric Scania Citywide bus. With the addition of hybrid technology, Scania now meets the entire scope of alternatives for suburban and intercity operations. The Scania Interlink Low Decker is presently available for diesel, biodiesel, HVO, CNG/CBG, ethanol and, with the latest addition, hybrid. It complements the Scania Citywide Low Entry Suburban, which is also available for the full range of alternative fuels as well as in a hybrid mode. “The accelerating urban growth in the world is largely rapid suburbanisation rather than expanding city centres. That means longer commuter trips to work and, in fact, suburban public transport presently consumes three times more fuel than city centre transport. Thus, we need a greater focus on finding non-fossil alternatives for these journeys,” says Karin Rådström, Head of Buses and Coaches at Scania. Scania is also premiering its battery electric Scania Citywide Low Floor bus at Busworld. This bus will go on sale in 2018. “Scania has the most comprehensive range with the widest selection of alternative fuels in the market,” says Rådström. “Scania provides operators with an outstanding freedom of choice to, with retained total operating economy, make the necessary shift to more sustainable passenger transport services.” .

MAN Truck & Bus at busworld: Solutions for the mobility of tomorrow MAN Truck & Bus Press Release / October 19, 2017 At busworld, in the Belgian city of Kortrijk, MAN and NEOPLAN will be exhibiting state-of-the-art city buses, intercity buses and touring coaches – vehicles that will form the foundation for the mobility of tomorrow. The highlight at the stand is the new MAN Lion’s Coach, which is celebrating its official debut at the fair. Link to full coverage - https://www.corporate.man.eu/en/press-and-media/presscenter/MAN-Truck-and-Bus-at-busworld_-Solutions-for-the-mobility-of-tomorrow--306433.html

DAF launches downspeeding power line components at Busworld '17 DAF Trucks Press Release / October 2017 Significantly more fuel-efficient, quieter, more powerful and more comfortable DAF Components introduces significant innovations at Busworld 2017 in Kortrijk, Belgium – downspeeding engines and accompanying axles for buses and coaches. The newly improved PACCAR MX-11 and MX-13 engines are incredibly quiet, providing optimum return at extra-low engine speeds. DAF is also introducing newly developed, extremely fast DAF rear axles, which - in combination with optimised transmissions - delivers exceptionally low fuel consumption and unprecedented travel comfort. DAF introduces downspeeding engines and accompanying axles for buses and coaches - Up to 6% lower fuel consumption - Greater comfort for passengers - Maximum torque available at 900 rpm Significant updates to PACCAR MX-11 and MX-13 engines - Reduced weight - New combustion system, turbo and new valve train - New intelligent pumps for oil, water and steering - More torque delivered at low engine speeds - Higher ratings up to 390 kW/530 hp - Leading engine brake performance New, highly efficient rear axles - Faster ratios - Reduced weight - Lower internal friction To ensure that every drop of fuel is used to maximum effect, DAF has taken a close look at every aspect of the power lines, asking, "how can we lower fuel consumption even further?" for new engines and new rear axles. The ultimate goal is to achieve maximum return, maximum reliability and maximum comfort for minimum costs. Downspeeding The starting point in the development of the new PACCAR MX-11 and MX-13 engines was to reduce speeds (downspeeding) in order to fully optimise fuel consumption. The new generation PACCAR MX-11 and MX-13 deliver their maximum torque from 900 rpm, without compromising performance. This means that it is possible for both the MX-11 and MX-13 to turn at around 1,050 rpm at cruising speed. High torque To ensure plenty of traction and a high level of driving comfort, even at the new, lower engine speeds, the torque on all new engines has been increased by 50 Nm to 200 Nm (depending on the engine type). The rating of almost every engine has also been increased by 10 kW/14 hp to 15 kW/20 hp. Innovations PACCAR MX-11 and MX-13 engines have been enhanced further to enable downspeeding. For both engines, components including engine block, cooling, air inlet, bearings for the crankshaft and pistons, have all been adapted. The combustion process has also been enhanced and the compression ratio increased. In addition, new and even more efficient turbos have been used, meaning that the engine delivers even more torque at low engine speeds while providing more efficient combustion. With a view to maximum efficiency, DAF is using a continuously variable oil pump, as well as a completely new oil module with reduced pressure losses. This newly-developed pump ensures that the oil pressure is always precisely aligned with the engine requirements, saving energy and thus fuel. The same principle also applies to the new continuous variable cooling water and steering pumps, which also help to reduce fuel consumption. Increased rating and torque The new PACCAR MX-11 engine comes with ratings of 220 kW/299 hp, 251 kW/341 hp, 270 kW/367 hp, 300 kW/408 hp and 330 kW/449 hp. The engine torque is 1,350 Nm and 1,500 Nm for the two lightest power lines. The most powerful MX-11 engine variants deliver a torque of 1,900, 2,100 and 2,300 Nm respectively. The ratings for the redesigned PACCAR MX-13 are 315 kW/428 hp, 355kW/483 hp and 390 kW/530 hp, with torque set at 2,300 Nm, 2,500 Nm and 2,600 Nm respectively. DAF engine brake sets benchmark The drive torque and rating of the engine are not the only aspects that are increased. The already leading MX engine brake on both the PACCAR MX-11 and the MX-13 has become even more powerful thanks to innovations on the valve train, including an adjustment to the cam profile. Just like the MX-11, this means the MX-13 now has an engine brake with 'single valve activation', which delivers more braking performance at a lower speed. It goes without saying that both engine brakes offer maximum performance over an extremely wide range of engine speeds. This not only limits wear on the brakes, but also delivers a higher average speed. The braking power of the PACCAR MX-11 is increased by 10% to 340 kW (463 hp). And even more important, the braking torque in the range between 1,200 and 1,500 rpm is increased by 20%. Thanks to these performance levels, DAF Components has set a new benchmark in the 11-litre segment. The engine brake on the MX-13 already delivered unrivalled power at low engine speeds and this has now been further enhanced. Between 1,000 and 1,450 rpm, the new MX-13 engine brake delivers 20% more braking power, peaking at almost 30% at around 1,200 rpm. The maximum braking power equates to 360 kW (490 hp) from 2,100 rpm. EcoMode For maximum fuel efficiency, the MX-11 and MX-13 engines can—in close consultation with the bus or coach builder—also be supplied with an Eco Fuel Mode. This engine setting is primarily aimed at achieving the lowest possible fuel consumption. For example, Eco Fuel Mode ensures that gear changes are made earlier and that the engine responds more moderately to changes in the position of the accelerator pedal. Eco Performance Mode on the other hand is designed for higher performance, making the engine more alert by delaying gear changes slightly and responding more powerfully. Newly developed cruise control The operation of the cruise control system on sloping terrain is also new. Here, Predictive Cruise Control (PCC) not only ensures gentle torque build-up, but also guarantees a faster torque build-up on steep inclines, to keep the road-speed as high as possible without compromising fuel efficiency. Eco Roll and Predictive Cruise Control have also been optimised. In the past, the truck would simply have decelerated just before the top of an incline. Now, the transmission is placed in neutral whenever the mass and speed of the vehicle are sufficient to push it over the incline with the help of kinetic energy. This significantly increases the rolling distances of the bus or coach and, on long routes, can actually more than double the EcoRoll share. Enhanced rear axles The layout of the complete power line is important for optimum vehicle performance and efficiency. For this reason, not only the engine has been fully enhanced, but—as part of DAF Transport Efficiency—so has the rear axle. This serves a dual purpose; to facilitate downspeeding and thus maximise efficiency and also to improve passenger comfort. The weight of the rear axle has also been reduced even more. The efficiency of the rear axle has been increased; not only by using new tooth profiles, but also by applying a new production process. This has maximised the accuracy of the gear wheel geometry, allowing friction between the individual gear wheels as well as the noise level to be minimised. DAF also uses an oil with a lower viscosity for both rear axles to reduce friction in the differential. Finally, rear axles benefit from newly-developed low-friction wheel bearings, which also deliver lower fuel consumption. Sustainable fuels for a lower CO2 footprint Sustainable fuels that ensure a lower CO2 footprint are becoming available in more and more locations. That is why DAF has ensured its PACCAR MX engines can be driven on HVO (the CO2 saving is 80%), BTL (80%) and GTL (5%). PACCAR MX engines can be filled with these paraffin diesels in addition to ordinary diesels, while still maintaining service intervals of up to 200,000 kilometres. DAF Components For decades, DAF has held a prominent position internationally for buses and coaches as a key partner of independent coach and bus manufacturers. DAF Components provides a complete range of Euro 6 engines; the PACCAR MX-11 and MX-13, including rear axle. All PACCAR engines distinguish themselves by low fuel consumption, optimum reliability and long service intervals for the highest vehicle availability and the maximum yield per kilometre. The same applies to the popular 9.2-litre PACCAR PR and 12.9-litre PACCAR MX engines, which are supplied for Euro 3, Euro 4 and Euro 5 emission standards. LF chassis module for compact buses The DAF Components range also includes the chassis from the DAF LF distribution truck, which forms an ideal basis for 30- to 40-seat PSVs. DAF supplies this chassis with a wheel base of 3.05 to 6.70 metres and with 4.5-litre PACCAR PX-5 four-cylinder and 6.7-litre PACCAR PX-7 six-cylinder Euro 6 engines – including ratings of 112 kW/152 hp to 239 kW/320 hp. The DAF LF chassis module is ideal for manufacturing a wide range of vehicles, ranging from compact midi buses to luxurious VIP coaches. Full service for optimum efficiency For optimum efficiency, it is important that a bus or coach is kept on the road as much as possible. Operators of buses or coaches featuring a PACCAR engine can call on the assistance of more than 1,000 DAF service points located across Europe and beyond, of which 200 are specially appointed as 'DAF Coach & Bus dealers'. These dealers are located along major routes for passenger travel and are fully equipped to provide services for systems that are specific to buses and coaches. DAF's International Coach Service is also ready to provide its services 24 hours a day, and DAF dealers offer repair and maintenance contracts for maximum reassurance before the journey commences. .

Chris Bryant, Bloomberg / October 20, 2017 It’s rare that major economies all grow at the same time. For investors that’s sometimes frustrating. There’s always at least one country—Brazil, Russia, wherever—blotting a multinational’s otherwise decent set of numbers. Not anymore. The Organisation for Economic Cooperation and Development says global economic momentum has picked up, in part due to increased business investment, with the upturn synchronized across the big economies. Industrial companies are starting to see the benefit. Take VolvoAB. Its third-quarter update was a sea of green. Truck and construction equipment orders rose 32% and 45% respectively in the three-month period (compared to a year earlier). Encouragingly, that growth comes not just from China but is much more broadly based. “Market demand is strong,” Martin Lundstedt, Volvo’s chief executive, said, noting that even the long-suffering Brazilian heavy duty truck market is bottoming out. Daimler AG’s truck business is roaring ahead too. Its sales rose 30% in the third quarter, with increases in previously tough markets such as Indonesia, India, Turkey and Brazil. Volvo’s truck orders have been so good that its supply chain is struggling to keep up, leading to extra cost for things like express delivery and overtime. Not that shareholders care too much about that: The stock surged almost 7%. When Volvo’s products are selling well, it means the global economy is probably doing OK too. Investors shouldn’t be the only ones starting their weekend on a more optimistic note. True, there was a dip in North American construction equipment orders in the third quarter but management explained that was due largely to the introduction of new products a year ago (hence a tough comparison). .

Volvo shares hit record as earnings top forecasts on surging truck demand Reuters / October 20, 2017 STOCKHOLM - Sweden’s AB Volvo reported a bigger-than-expected rise in quarterly core earnings on Friday as stronger demand for heavy trucks more than offset costs stemming from strains on its supply chain, sending its shares to a record high. Sweden’s biggest manufacturer by sales also raised its outlook for truck markets on both sides of the North Atlantic this year and forecast a further strong recovery in sales of commercial vehicles in North America in 2018. “These are blow-out numbers,” said analyst Hampus Engellau at Handelsbanken Capital Markets, which rates the stock “buy”. Shares in Volvo rose 7.0 percent by 0800 GMT, leaving the stock up 56 percent so far this year. Volvo and rivals in the truck industry such as Germany’s Daimler and Volkswagen have hit a sweet spot this year, with rising or already robust demand in all major commercial vehicles markets. The broad upturn in demand was also in evidence in Daimler’s quarterly results, also released on Friday, with a double-digit rise in deliveries and a 32 percent jump in earnings at its trucks division. Yet the buoyant demand has also come at a cost, with pressured supply chains leading components maker SAF-Holland to scale back its 2017 margin outlook this month, while Volvo’s profitability was dented in the second quarter. CONTINUOUS IMPROVEMENT Volvo said stretched components supply had continued to have an impact in the third quarter, but with a 13 percent rise in truck deliveries and sharply higher earnings in its construction equipment arm, this was shrugged off. CEO Martin Lundstedt, a former boss at rival Scania, said the bottlenecks that had mainly hit European truck manufacturing had eased somewhat in recent months, along with supplies of components for powertrains, or engines and axles. “Still there is obviously a high level of pressure in the supply chain, but if you look through the quarter and after the vacation period it has been a continuous improvement, and we continue to see that,” Lundstedt told a news conference. Volvo’s adjusted third-quarter operating profit rose to 7.02 billion Swedish crowns ($861 million) from 4.85 billion a year before, beating a mean forecast of 6.20 billion seen in a poll of analysts. ”There are really no negatives here,“ Engellau said. ”Construction Equipment is really strong and the trucks business continues to deliver in a seasonally weak quarter. “Also order intake is extremely strong and it seems demand will accelerate even further ahead.” Volvo has begun reaping the benefits of a 10 billion crown cost-cutting drive and in August set a target to reach its highest profitability since the sale of its car making arm to Ford (F.N) nearly two decades ago. Gothenburg-based Volvo said order intake of trucks at the group, which also includes brands such as Mack, Renault and UD Trucks, grew 32 percent in the quarter, beating the 15 percent rise seen by analysts.

IVECO Trucks Press Release / October 20, 2017 One of Europe’s largest transport and logistics companies places major deal for IVECO’s natural gas-powered heavy trucks – confirming its confidence in Liquefied Natural Gas (LNG) to replace diesel IVECO has secured the largest deal for Stralis NP vehicles to-date, with 500 new trucks set to enter operation with the pan-European transport and logistics specialist, Jost Group. Designed to be the most sustainable long-distance heavy truck ever manufactured, the new deliveries will run on LNG – widely regarded as the only currently available mass market alternative to diesel. The 500 Stralis NP trucks powered by LNG will offer an excellent power-to-weight ratio, power density and quietness of operation. The first 150 vehicles will enter operation during 2018, with the full fleet to be in service by 2020. They will replace 4 to 5 years old diesel-powered vehicles in the Belgian firm’s fleet of 1,400 trucks and 3,000 trailers, which has grown steadily following a series of acquisitions. The company already operates 132 Stralis vehicles, including two running on compressed natural gas (CNG). Commenting on the agreement, Roland Jost, Owner of Jost Group, says: “This marks a key turning point for our business as we begin a strategic move away from our dependence on diesel and towards green logistics, as requested by our customers, which are demanding a more sustainable transport. Our excellent experience operating Stralis Euro 5 EEV diesel vehicles has seen us establish a solid relationship with IVECO, supported by a very strong service network across Belgium. “This played a key role in our decision to take the next step on the path to sustainability, choosing the IVECO Stralis NP as the best solution. We’re proud to be amongst the early adopters of this new technology: our goal for the next three years is to have 35% of our fleet running on LNG. Our Group is also supporting this with an investment in our own LNG refueling infrastructure, with plans to open up to three filling stations within our major operating centres in Belgium.” Pierre Lahutte, IVECO Brand President, explains: “Gas offers the widest range of opportunities to replace diesel in the commercial vehicle market – it's no longer a fuel of tomorrow, it's a fuel of today. This has been firmly demonstrated with one of Europe’s biggest fleets selecting the Stralis NP, running on LNG, to lead their fleet replacement programme. Jost Group has clear sustainability goals, and recognises the benefits that our advanced experience in natural power vehicles can bring to its operation. We are extremely pleased to be growing our share of their fleet, and introducing the Stralis NP and LNG into their operations.” Demand for LNG is growing rapidly across Europe, with the German Ministry of Transport and Digital Infrastructure (BMVI) having identified LNG as the best solution for long-distance road transport in the short term and for the next 10 to 15 years. When running on fossil derived natural gas, the Stralis NP’s CO2 emissions are up to 10% lower than its diesel equivalent, depending on mission and gas composition – rising to up to 95% lower with the use of biomethane. With IVECO’s natural gas technology, the level of particulates are negligible and the NOx 50% lower compared to diesel over long haul missions. It is also much quieter, reducing engine noise levels by around 50% – aiding deliveries in urban areas. IVECO was the first manufacturer in the world of commercial transport to recognise, in 1991, the potential of natural gas – foresight that saw the company develop a full range of natural gas-powered trucks, vans and buses. Today, more than 22,000 IVECO gas-powered vehicles have been sold. Jost Group is a family business employing more than 2,800 members of staff, with offices spanning 10 countries in Europe and North Africa. It offers full, partial and bulk loads, including dry freight and temperature controlled cargos, plus the movement of containers, dangerous goods and waste. Jost Group is also the international key-partner in inter-modality, in air & sea freight and warehouse logistics, with its 300.000m2 of interconnected warehouses. .

Volvo Trucks Press Release / October 13, 2017 Timed with the start of the iconic Volvo Ocean Race: A tribute to the powerful Volvo FH and our new range of trucks running on liquefied natural gas (LNG). What do you think? Please share and comment! .

DAF Trucks Press Release / October 12, 2017 Share the enthusiasm of the international truck journalists who tested the now completed range of the New LF, CF and XF! #PureExcellence .

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Yes, Billy. They were built as long wheelbase 6x4s, and then converted in New Zealand to twin-steer configuration with the addition of a second steer axle. The roof rack wasn't uncommon on 141s for storing luggage. as it freed up cab space. If you're running from Ireland to Iran, the more clothes the better. These trucks had the Scania version of the Mack END865/866 V8, simultaneously introduced in 1969. The Scania version featured individual cylinder heads, versus four paired heads.

Scania Group Press Release / October 18, 2017 Truck enthusiast John turns detective to find and collect unusual vintage Scania 141 truck. For many people, retirement is a time for a well-deserved rest after all the stresses and strains of a working life. But for avid Scania truck enthusiast John Thompson, retiring from his job as owner of an Irish transport company eight years ago meant he finally had time to turn detective: to indulge his hobby of tracking down, then buying and restoring Scania 141 vintage trucks. John’s enthusiasm for Scania 141s goes back to the start of his career, when he was working as a factory-trained mechanic at a Scania dealership near his home in Larne, Northern Ireland. “I was about 20 or 21 years old, and it was an impressionable time for me,” he recalls. “The Scania 141 was the flagship vehicle for Scania back then, and I really enjoyed working on them in the workshop. The memory stayed with me, and I’m nowadays a member of a vintage 141s club based in Ireland.” Tracking down a rare truck Over the years John has collected Scania 141 tippers and other trucks in the range, but there was one particular vintage truck that caught his eye. “I started to do some research, and I found out that in the early 1980s Scania had exported right-hand drive 6x4s to New Zealand where they were fitted with a second steer axle, giving them four axles overall. They did that because New Zealand had a low axle weight allowance, so most vehicles had four axles.” Fewer than ten of these specially-adapted machines were ever built, as they proved too expensive and heavy to compete against the other brands on the New Zealand market. Three decades later, it took John seven years of detective work to find a rare vintage Scania 141 in New Zealand with the required specifications. He was so excited that he bought it over the phone without seeing anything more than a photo and the seller’s description. But that was only the start of the process. Transporting a vintage Scania across the world “I thought to myself ‘How am I ever going to get this home?!’”, says John, which was no mean question, considering the size of the truck and the 18,000 kilometres that separate New Zealand from Northern Ireland. In the end, he found a shipping transporter going to Japan, with the truck being dropped off at Singapore along the way. Then another transporter took the Scania 141 to the English port of Bristol, with the shipping of such a long and rigid vehicle costing him over 10,000 GBP. From there it was picked up and driven back to Larne. It was all worth it, though. “When we got it to the depot and I saw it for the first time, I wasn’t disappointed,” says John. However, the detective work has not stopped there. John found a photo of the 141 truck when it was brand-new, and repainted it in the original colours and coach lines, even restoring the ‘Sundowner’ name that was applied to the vehicle by its first owner (Sundowner means drifter in New Zealand slang). Wowing the crowds at truck shows After a little work, the Scania 141 has passed its British MOT test, so it is being driven to truck shows up and down Britain and Ireland, including the Convoy in the Park festival held in England in July. “It gives me great satisfaction to take the truck to the shows, lock it up and leave a card that explains the truck’s history, then go for a walk round the site and come back to see folk walking around it and taking photos,” says John. Our truck detective is now on the lookout for the remaining New Zealand Scania 141s. He even got a bit of help from Scania recently, when the company provided him with a sales record of the original shipments. If he can track down more of them, it’ll certainly make the other guys in the 141 owners club envious! .

Scania Group Press Release / 13 October 2017 Quality, tailor-made services and modern technology were crucial factors when the PragueCastle fire department chose two Scania P 480 fire trucks for its operations. Scania has a long history of supplying dependable trucks to fire and rescue crews. The latest city to benefit from these vehicles is Prague, two P 480s were recently delivered to the capital for the protection of the city’s castle. “We especially appreciate Scania’s quality, it guarantees long lasting and trouble-free operations as well as superior services tailored to our needs,” says Jan Schreiner, Deputy Commander at the fire department of PragueCastle. “Besides a very attractive vehicle design, I have to emphasize the modern technology, safety elements including ESP (Electronic Stability Program) and the roomy crew cabin. We can also see how well the chassis is prepared and together with the body it creates a highly functional and compact package.” Coldcut Cobra technology The lightweight P-series trucks are engineered for maneuverability, economy and speed. The delivered trucks have adjustable air suspension and are equipped with Coldcut Cobra C 360 Kit – a fire extinguishing technique that rapidly penetrates all known construction materials. “PragueCastle is the most visited monument in the CzechRepublic, so there is an enormous emphasis on safety. I am very pleased that the fire department of the Prague Castle chose our vehicles, which only confirms their quality,” says Petr Smola, Sales Manager of Scania special vehicles, Czech Republic and Slovakia. And more trucks are on the way to the Czech capital; the city’s fire brigade recently made its own order. .

Scania Group Press Release / 13 October 2017 A job that would take ages at the production facility in Södertälje is completed at Laxå Special Vehicles in just two weeks. All work on special versions of cabs and chassis is carried out in a red brick building in the former railway hub with its 3,000 inhabitants in NärkeCounty. “Scania can do everything we can, but it takes a long time for them to put it into production. If a customer wants a sixth axle fitted, we fit it. Essentially, we never need to turn down a customer who wants their vehicle converted,” says Håkan Larsson, the departing Managing Director. 1,200 years’ combined experience The strength of the organisation is its ability to cope with complex orders. Whether this is because the employees have almost 1,200 years’ combined experience of special-purpose vehicles or because the longer “takt time” means that there is more scope for devoting extra attention to the vehicles or a combination of the two – the job gets done. Scania will once again become the majority shareholder in Laxå when Larsson leaves the company after having worked there for almost 30 years. He has now done most things many times over and feels ready to let someone else take over – for the sake of his own development and that of the company. “We’ve always had good backing and support from Scania, but at a bit of a distance,” says Håkan. The challenge that lies ahead is to remain true to the basic concept: that of being the agile little company that is simultaneously growing. “Being as successful as we’ve been is a curse in itself. We need to retain our identity. If we become too much like Scania, we’ll lose what makes us unique,” says Larsson. Bought out Scania Laxå was established in 1999 when Larsson and his colleagues, Lasse Forsberg and Anders Gruffman, bought out Scania. There was a decline in the number of projects and they were concerned about the business. “We thought we could do it better ourselves locally, and what was needed was entrepreneurship,” says Larsson. It was with a nervous handshake that Larsson and his colleagues sealed the deal with the then MD of Scania, Leif Östling, who is reported to have said, “Lads, you now need to start rowing”. And they have kept on rowing ever since. The company, which was founded back in the 1960s under the name of “Fordonsskräddarna i Laxå”, has grown from 40 employees when Larsson, Forsberg and Gruffman took over to the current 150. “In the first year, we built three vehicles in our chassis workshop. This year, it will be 500,” says Larsson. Started as an assembler They were tough years, but Larsson is from the region himself and started working at the company in 1989 as an assembler. He has been both a design engineer for the current cab generation and CrewCab and been involved with no less than three generations of Scania trucks. Something Larsson keeps coming back to is the workforce, which he believes is what makes Laxå SV such a great company. “You can find machinery and equipment anywhere, but not the sort of expertise we have. It’s a mind set that lives and breathes flexibility,” he says. Today, there are many new people at the company, but there is a solid nucleus and plenty of knowledge is being passed on. Laxå is like a miniature version of Scania, but more specialised. Whether they’re building a 7-axle truck for China that has to accommodate the largest concrete pump in the world, or working on one of Svempa’s customised vehicles, it’s all in a day’s work for Laxå SV. “This is Scania’s strength and ours too: people who like their company help each another to progress. We’re like a family company and everyone is close by,” says Larsson. A note that stood out Larsson explains how an employee had gone to Scania for a meeting, which was held beside one of their many planning boards. There were around 800 Post-it notes on the board – or at least a very large number. But there was one note that stood out. A note on which someone had drawn a big heart. “In the middle of it was Laxå. That’s how I feel. I like Scania. But I love Laxå,” he concludes. .

Wards Auto / October 12, 2017 Canada big truck sales continue to rise, up 15.9% to 4,014 in September, for a seventh straight monthly year-on-year gain. This compares to like-2016’s 3,330, leaving 2017 with a strong 12.0% lead in year-to-date sales totaling 30,265. Heavy-duty truck sales reflect similar results. Up 9.8% in September, Class 8 sales hit 2,426 units, compared with year-ago’s 2,124. Daimler and International dropped 1.3% and 5.6%, respectively. PACCAR’s Kenworth (+25.4%) and Peterbilt (+33.5%) posted large gains. Similarly, Volvo Truck’s Mack and Volvo brands also outperformed this month, with gains of 43.9% and 14.5%, respectively. With four straight months of year-over-year increases, Class 8 sales totaled 18,427 deliveries through the third quarter, 6.9% ahead of last year. Classes 4-7 sales were up 26.6% with 1,588 deliveries in September. Year-to-date sales are up 21.0%, to 11,838 deliveries. The only sector to see a drop for the month, Class 7 came in 3.7% below 2016 with 674 units. Double-digit losses for Ford (-55.6%) and International (-18.8%) were offset by a 64.5% gain by Freightliner and 65.4% increase by PACCAR. Sales in Class 6 totaled 120 in September, up 8.9%. Freightliner dropped 14.5% to 24 units. Hino remained flat at 56 units, while Ford doubled its sales from six to 12. PACCAR soared 380.8% on small volume. Class 5 deliveries spiked 67.3% with 581 units sold. Isuzu enjoyed a triple-digit gain of 182.3%. FCA was up a solid 35.5% to 93 units. No.1-seller Ford nearly doubled its sales, up 96.6%, while International recorded the worst performance, down 42.3%. Class 4 was the top performer with a 120.2% jump to 213 deliveries, compared to like-2016’s 93. Isuzu’s import line had the largest sales gain, up 348.7% in September. Ford soared 138.8% to 154 units, and maintained its strong share lead with a 72.3% take. Hino boosted sales 60.3%. With large gains from all truck makers, year-to-date sales for the class are ahead 39.6% with 1,619 deliveries. .

Medium-Duty Sales Ride Classes 4-5 to Gains in September Transport Topics / October 18, 2017 Sales of medium-duty trucks rose 5.8% in September, led by sales of trucks in two of the lightest classes, WardsAuto.com reported. Sales of Class 4 and Class 7 trucks reached 18,390 compared to 17,389 a year earlier. Year-to-date, sales were up 5.5% to 165,201. Continuing the trend from August, sales of Classes 4-5 trucks posted the biggest gains, up 22% in September to 8,690 units, according to Ward’s. “Class 4 is a market that was disproportionately impacted by the recession back in 2008 through 2010. Not only was it the recession, but that [truck class] tends to directly serve the housing segment of the economy. So it was particularly beat up,” Steve Tam, vice president of ACT Research Co., told Transport Topics. “Class 4 is still a shadow of its former self, but it’s making progress and coming back, and there are new entrants in that space. We are seeing the life being breathed back in to that customer space,” Tam added. Year-to-date sales in September for Class 4 trucks were 13,495, according to Ward’s — just below the 14,473 posted in the same period in 2009. But that doesn’t compare to 38,746 sales in the same nine-month period in 2007. Meanwhile, General Motors’ Chevrolet brand began offering an LCF Class 4 truck this year and achieved sales of 1,233 units in the first nine months. New products were moving into the Class 4 space just as the market was crashing with the recession, Tam noted. At the same time, Class 7 sales fell 8.7% to 5,226 compared to 5,721 a year earlier. Freightliner, a unit of Daimler Trucks North America, claimed the top spot with 2,424 truck sales, good for a 46% share. International sold 1,666 Class 7 trucks, earning a 32% share. Also, Peterbilt Motors Co. sold 513 trucks. Kenworth Truck Co. sold 349. Both are brands of Paccar Inc. and, combined, gave their parent company a 16% share of the Class 7 market. Hino Trucks, a division of Toyota, with 153 sales and Ford Motor Co.’s 121 sales accounted for the balance. Class 6 sales slipped 1.6% to 4,474 compared to 4,547 a year earlier. Freightliner led with 1,496 sales, a 33% share. Ford nipped at Freightliner’s heels, selling 1,263, for a 28% share. International earned a 19% share with sales of 846 units. Ford Motor Co. dominated Class 5 with 4,742 sales out of a total of 7,105. .

Wards Auto / October 12, 2017 Up 7.1% in September, U.S. big-truck sales grew to 36,057 units compared with 2016’s 32,357. With four straight months of year-over-year gains, total sales through the third quarter are slowly approaching last year’s number (304,994) but falling 1.7% short with 299,682 deliveries. Class 8 helped narrow that gap with a 13.5% jump in sales to 17,667 units. Truck makers continue to try to make up for the losses experienced in the first six months of the year, since it wasn’t until July when sales in Class 8 finally started to grow. Volvo Truck, one of the only truck makers in this group to underperform, came in 11.5% below prior year with its Mack and Volvo brands dropping 8.1% and 14.5%, respectively. Kenworth (-7.4%) also declined in sales, but sister brand, Peterbilt, made up with a 16.3% jump, leaving parent company PACCAR with an overall gain of 3.0%. Group leader Daimler led the way with 43.4% market share and 7,665 deliveries, a 34.9% boost gained from Freightliner (+35.9%) and Western Star (+19.3%). International also put up positive numbers, a 19.3% increase to 1,995 units. U.S. medium-duty truck sales grew a modest 1.7% to 18,390 units. Large gains from Classes 4 and 5 kept the year-to-date total 6.2% ahead of last year with 165,201 deliveries. Class 7 sales fared the worst among all segments, with a 12.2% dive to 5,226 units. International was the main downward force, as sales slipped 28.2%, losing 7.1 percentage points in market share. Ford was the only maker to gain in this segment, growing 3.9%. Sales in Class 6 fell 5.4% on mixed results. Volume-leader Freightliner inched up 1.9% while runner-up, Ford plummeted 22.6%. Peterbilt was in the red, down 63.4%, but accounted for only 0.2% of the segment. Kenworth reversed the negative impact on PACCAR’s total, gaining 30.0% and bringing the parent company’s sales up 21.0% overall. With domestics up 11.3% and imports, 14.9%, sales in Class 5 grew 11.7% to 7,105 units. Accounting for only 0.1% of the segment, International was the only truck maker to fall short, down 82.1%. Ford rose 10.9% in sales with 66.7% market share. Runner-up FCA grew 6.9%, and taking up 16.8% market share. Class 4 enjoyed the best performance in September, up 51.8% on sales of 1,585 units. Triple-digit gains were posted by GM’s domestic line (+684.0%) and Mitsubishi Fuso (335.2%). Ford also increased its share of the segment with a 125.2% sales jump, good for a 16.0% stake of the segment. Continuing the streak since May, Class 4 sales have seen large year-over-year gains, resulting in a 31.0% gap through the third quarter with 13,495 deliveries compared to prior year’s 10,300. Class 8 inventory at the end of September hit 40,501, resulting in 60 days’ supply, down from last year’s 68. Medium-duty truck makers ended the month with 59,526 units in stock, an 84 days’ supply, above like-2016’s 80. .