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Sean Kilcarr, Fleet Owner / October 6, 2017 A supplier’s view of why trailers need more connectivity, security, and tracking capabilities. Rob Phillips, president and COO of Phillips Industries, will tell you that trailers can no longer be an afterthought in the trucking industry. With cargo thieves targeting loads with higher values, the need for more security is growing. With e-commerce helping to both increase freight demand and at the same time placing new business pressures on truckers large and small, trailer uptime is becoming more critical. There’s also a productivity issue to be addressed as well when it comes to trailers – especially in cases where a truckers mistakenly hooks up to the wrong trailer in a crowded freight yard and hauls it 400 miles down the road before realizing the error. Those, then, are just some of the many trailer-related issues Phillips expects new technology to help solve in the near future – technology that will on the one hand provider greater security for both the trailer and its cargo, while at the same time producing more detailed “real-time” data to make trailers more productive assets. “There’s a lot of complexity when it comes to geofencing strategies, for example” he told American Trucker. “Trailers are moved around [freight yards] and distribution centers a lot. You don’t want to force drivers to enter in security codes every time they shift a trailer from one dock to another.” There’s also the issue of “customization” to address as well, for some truckers want the pieces of critical tracking technology placed in the nose of their trailers for easy serving, while others want such systems “hidden” from the eyes of potential thieves and ne’er do wells. “You want a system that offers a ‘simple solution’ in terms of the hardware that’s used; a system that is robust; and one’s that not a killer to install, too,” Phillips said. That’s one reason his family’s company launched a new division earlier this year – Phillips Connect Technologies (PCT) – to tap into patent-pending “plug and play connectivity,” combined with an “open platform” design, in order to seamlessly get many sensor-driven components supplied by various component manufacturers to work together in a single system. “We’ve been working for several years to develop this; to figure out ways to help make the industry safer and more efficient,” he said, One facet of that effort is Connect:Security – a patented trailer lock-down system aims to stops theft by locking the air brakes on a trailer when power is disconnected from the tractor. In order to release the brakes and pull the trailer, a PIN code from dispatch has to be keyed in from a smart device to a control box designed by PCT. Other items in this package include remote trailer door lock/unlock as well as a theft-deterrent video surveillance system, Phillips noted. Right now the company is beta testing this system, with plans to commercially launch it in 2018. “We’re building prototypes and testing them because you can’t push technology like this too fast,” he stressed. “It needs to work, with a fair amount of redundancy built in, so it doesn’t ‘lock up’ the trailer at the wrong moment. It also must be easier to fix and be easy to use for tracking when triggered. But in the end it means more security against cargo theft.” Phillips also recently partnered with Velvac’s Road iQ subsidiary to collaborate on a new offering called TrailerLink – a connectivity solution designed to support trailer-to-tractor video and data communications. The system augments the traditional tractor-trailer 7-pin electrical connection with an additional 15-pin cable connection. When combined with Phillips’ trailer-mounted dual nosebox and additional tractor-mounted tail box, it offers a more secure real-time video and data connection between tractor and trailer, he noted. More importantly, it provides connectivity that is immune to the noise, interference, and latency concerns associated with other data transmission approaches, Phillips said. “Pairing trailer cameras via Wi-Fi to a driver’s smart-devices isn’t easy or reliable, and light-duty coiled cables struggle to do the trick,” he explained. “TrailerLink is designed specifically for sending high-speed and noise-free video data from the trailer to the driver.” Phillips also pointed out that the initial release of TrailerLink will support the connection of up to four exterior or interior trailer-mounted cameras to displays and recording devices in the tractor, with its “open architecture” designed to support current industry standard data and video signals as well as lay the groundwork for adapting to future communication protocols.

General Motors establishing new military defense division Automotive News / October 9, 2017 Automaker in talks about adopting platform for use by Army DETROIT — General Motors plans to establish a new defense industry unit as it seeks to grow its business with the U.S. military, Automotive News has learned. The company said last week it is holding talks with the U.S. Army about adopting the company's new hydrogen fuel cell platform for military use, and has other defense projects in the works. GM Defense LLC is expected to become part of the company's Global Product Development organization, marking a major return to defense work after selling a previous defense unit to General Dynamics Corp. for $1.1 billion in 2003. Anticipating needs The operations, according to officials, will be focused on "helping GM better anticipate and react to the diverse needs of global aerospace and defense customers." "This new business structure will enhance GM's productivity, agility and affordability in a very dynamic customer environment," said Charlie Freese, executive director of GM Global Fuel Cell Business, in an emailed statement to Automotive News. "Our goal is to make it simpler and more seamless to do business with General Motors." Freese will oversee GM Defense as part of Global Product Development, which is led by Mark Reuss, GM vice president of Global Product Development, Purchasing and Supply Chain. The company has not determined where the defense unit will be based, said GM spokeswoman Elizabeth Winter. GM currently provides powertrain components such as engines and transmissions to the military, but of late it has expanded its potential military offerings. The automaker has at least three hydrogen fuel cell products under evaluation by U.S. military divisions, including the new commercial platform with autonomous capabilities. GM said last week that it is in discussions with the Army Tank Automotive Research, Development and EngineeringCenter about the Silent Utility Rover Universal Superstructure (SURUS) platform. The company said SURUS could be "a next step of the broader collaboration to evaluate fuel cell technology for future military applications." Winter declined to disclose details of the discussions. "The platform is still in development," she wrote in an email. "We do not confirm timings or details of future product." In addition to the fuel cell-powered, four-wheel concept, the Army has been testing a fuel cell-powered Chevrolet Colorado known as the ZH2 on U.S. bases since April. The U.S. Navy last year also unveiled a GM fuel cell-powered unmanned undersea vehicle for testing. GM officials say SURUS, based on a heavy-duty truck frame, was designed as a "foundation" for a new generation of commercial vehicles that leverages a single propulsion system integrated into a common chassis. They say it was not specifically designed for military use. "This is our commercial fuel cell solution that we think will solve real-world, near-term problems," Freese told reporters last week during a preview of SURUS in Warren, Mich. The platform will be at the meeting of the Association of the U.S. Army this week in Washington, D.C. Outside of military use, GM is evaluating SURUS for applications such as freight; mobile and emergency backup power generation; light- and medium-duty trucks; and emergency rescue vehicles such as ambulances and others used in disaster-relief efforts. GM says SURUS leverages the company's newest Hydrotec fuel cell system, which is capable of more than 400 miles of range, as well as autonomous capability and truck chassis components. It's driven by two electric motors. Benefits include quiet and odor-free operation, off-road mobility, field configuration, instantaneous high torque, exportable power generation, water generation and fast refueling. Related reading - https://www.bigmacktrucks.com/topic/51304-gm-to-show-hydrogen-powered-truck-chassis-to-military-buyers/?tab=comments#comment-381863

Ford, in strategy shift, to develop EV vans for China Reuters | 2017/10/6 BEIJING - Ford Motor Co. likely will develop electric commercial vans for China as part of its bid to catch up with global rivals in China’s fast-moving market. Two high-ranking company insiders told Reuters that the new China strategy comes as CEO Jim Hackett rethinks the company’s global "One Ford" strategy. The shift in China would match Ford’s assumption that it can profitably develop electric and autonomous delivery vehicles, a segment where it is already strong in the United States and Europe. The “One Ford” strategy – which helped the automaker’s turnaround under former CEO Alan Mulally – doesn’t fit all regions, the two insiders said, particularly in China and India, two crucial markets where Ford’s sales have slowed. “That’s why nobody internally talks about 'One Ford' (in those markets) anymore,” said one of the insiders, who is familiar with Ford’s Chinese strategy. In a sign that Ford is turning away from a global push of its Ford and Lincoln brands, the U.S. automaker wants to position its truck-making Chinese partner Jiangling Motors Corp. in the market for electric commercial vans. Such a move is "potentially lucrative" as China’s big cities effectively ban gas and diesel trucks and vans, said Yale Zhang, head of Shanghai-based consultancy Automotive Foresight. “None of the foreign automakers has made any major investment or strategic move in this emerging electric commercial vehicle segment,” Zhang added. Sherif Marakby, Ford’s vice president of autonomous vehicles and electrification, told Reuters that he couldn’t comment on specific partnerships that haven’t been announced. “But we are absolutely open to (EV) partnerships in different markets, and we continue to talk to other companies and Tier One suppliers,” Marakby said. “Don’t be surprised to see more partnerships in electric vehicles in different markets.” China ventures In August, Ford said it was considering a joint venture with Anhui Zotye Automobile Co. to build electric vehicles in China under a new brand, tapping Zotye’s low-cost technology. One insider said Ford is seeking China’s regulatory approval for this. Ford has also brought in Jason Luo, a Chinese-born American, from U.S.-based airbag supplier Key Safety Systems to run its Chinese operations. One insider said Luo has been tasked to build closer ties with local partners Jiangling Motors and Changan Automobile Co. He also has been asked to work more effectively with regulators and respond more quickly to changing consumer tastes. “One big issue at Ford China is that our decision-making process is too slow,” one of the knowledgeable insiders said. “We try to manage everything, all aspects of the business under One Ford,” and that has hobbled the company’s ability to move quickly. Ford’s China sales are expected to decline 4.6 percent this year, according to LMC Automotive, a far cry from double-digit growth just five years ago. Slow lane Ford has no affordable electric plug-in cars for the Chinese market, even though Beijing announced new quotas last month for battery-electric cars and plug-in hybrids. Nor does Ford have a high-volume brand of affordable entry-level cars for China - such as the Baojun cars sold by General Motors and its partner, SAIC. Launched in 2010, Baojun sold more than 2 million vehicles last year. Ford was slow to expand Jiangling Motors – in which it owns a one-third stake – from the light commercial sector into entry-level passenger cars. That segment now has now become saturated with domestic Chinese models plus joint-venture brands like Baojun and Nissan Motor Co.’s Venucia. Ford’s missteps in China were caused by rigid adherence to the “One Ford” mantra and a lack of local knowledge, one insider said. Company executives sent into China often lacked the cultural ties to work with Chinese regulators, policymakers and partners. China’s market, consumer tastes and government policies shift rapidly, the source noted. “Ford is having difficulty keeping up with ‘China speed’. Everything here moves so fast.”

Reuters / October 8, 2017 YUTIAN, China (Reuters) - On a recent morning in Yutian, a dusty town bisected by the highway that connects Beijing to the sea, Su Meiquan strolled into a dealership packed with hulking trucks and prepared to drive off with a brand new rig. After years of driving a diesel truck for a trucking company, he had decided to buy his own vehicle – a bright red rig fueled with liquefied natural gas, capable of hauling as much as 40 tonnes of loads like steel or slabs of marble. Su hopes the LNG truck - less polluting and cheaper to operate than diesel ones - will be the cornerstone of his own business, plying the route to the western fringes of China. “Everybody says gas is cleaner with nearly no emissions,” he said after signing a stack of paperwork in the dealer’s office. In front of him, photos of proud drivers posing in front of their own new LNG trucks had been taped to the wall. Sales of large LNG trucks are expected to hit record levels in China this year as the government steps up an anti-pollution campaign that includes curbs on diesel heavy trucks. LNG trucks account for about four percent of the more than six million heavy vehicles able to haul 40 to 49 metric tons (88,185lb to 108,027lb) of goods that are currently on China’s roads. The vast majority of the 43 billion tons of freight transported across China last year was by highway. But demand for LNG trucks is soaring as companies and manufacturers shift to vehicles that run on the gas that Beijing sees as a key part of its war against smog. Sales of LNG heavy trucks surged 540 percent to nearly 39,000 in the first seven months of the year, according to Cassie Liu, a truck analyst with the IHS Markit consultancy. That was partly fueled by a ban this year on the use of diesel trucks to transport coal at northern ports in provinces like Hebei and Shandong, and in the city of Tianjin. “We are seeing a blowout in LNG trucks this year, thanks to the government’s policy push,” said Mu Lei, marketing manager for China National Heavy Duty Truck Group (CNHTC), known as Sinotruk, one of the leading heavy truckmakers. The shift to gas trucks is helping fuel demand for LNG in China, as are other government measures aimed at clearing the air, especially in the north, which is shrouded in a hazardous coal-fueled smog for much of the winter. One major project is piping gas to 1.4 million households across the north for heating this winter, shifting away from coal. China, already the world’s No.3 LNG consumer, has seen imports jump 45 percent so far this year. Chinese companies like Jereh Group and ENN Energy Holding, which build LNG filling stations, and Zhangjiagang CIMC Sanctum Cryogenic Equipment Co., Ltd, which specialises in LNG tanks, are expected to benefit from the gas boom, analysts said. OVERLOADING, PORTS Government restrictions on cargo overloading last year has also driven truck sales as operators rushed to buy bigger trucks. Next month, Beijing will also impose restrictions on thousands of northern factories using diesel trucks, forcing many to use more rail and others to consider gas-powered trucks. Sales of new heavy trucks, including diesel and LNG vehicles, jumped 75 percent in the January-August period to 768,214. Last week, Sinotruk received new orders for 1,371 heavy trucks, 900 of which run on LNG, at an event bringing together coal transport companies from seven northern Chinese cities. In the first half of this year, Sinotruk sold 5,200 LNG trucks, up 650 percent year on year. “Gas trucks are both more environmentally friendly and more economical,” said Lai Wei, general manager of Tianjin Shengteng Transport Company, a privately-run trucking company. Lai is tripling his LNG fleet to more than 100 by the end of this year, adding 65 new Shaanxi brand heavy trucks. He is also cutting back his diesel fleet to 30 from 50 previously because of the new emissions rules in Tianjin that come into effect this month. Only vehicles meeting “National Five” emissions standards, equivalent to Euro 5 standards for trucks and buses in Europe, will be allowed to operate at the port. Lai said he was also concerned that there might be further restrictions on diesel trucks in a few years. CLEANER, CHEAPER China, the world’s top energy consumer, wants gas, which emits half the carbon dioxide as that of burning coal, to supply 15 percent of energy demand by 2030, up from 6 percent currently. That effort stalled in 2014 as an oil price slump lifted demand for diesel. But as oil prices have risen in the past 20 months, rebounding to above $50, LNG sales, especially from Australia and the United States, have soared. Diesel costs between 10-30 percent more than gas on average currently at Chinese gas stations, according to truck companies. For Su, the new truck owner in Yutian, about 140 kilometers to the east of Beijing, price is a major reason for making the switch from diesel. He plans to hire two drivers to shuttle the 3,500 kilometers between Yutian and Urumqi, in the northwestern region of Xinjiang, to carry steel products west and coal or other goods on the way back. “It really suits our journeys as the longer the trip, the more you save on fuel on an LNG truck,” he said. He is paying 390,000 yuan (US$58,710) for a new truck from Sinotruk, about 60,000 yuan (US$9,032) more than a diesel truck would have cost. “On a return trip, we can save 3,000 yuan (US$452) in fuel,” he added. “That means we’ll be able to recoup within a year the extra cost on the vehicle.” .

I aim to please.

I thought so too Bob. I like the idea of one team assembling the entire car.

AEV's JK Wrangler is available with either the 5.7L or 6.4L HEMI. https://www.aev-conversions.com/vehicles/jk-wrangler https://secure.aev-conversions.com/shop/products/powertrain/jk-hemi-kit https://www.caranddriver.com/reviews/jeep-wrangler-aev-hemi-conversion-first-drive-reviews .

This is the US market system from Poclain Hydraulics - http://eztracawd.com/ Related reading - https://www.bigmacktrucks.com/topic/39998-volvo-unveils-automatic-all-wheel-drive-truck-tech/?hl=optitrack#entry289755

Automotive News / October 6, 2017 The redesigned 2018 Jeep Wrangler will feature an optional turbocharged 2.0-liter inline-four engine that produces 368 hp, according to documents Fiat Chrysler filed with the National Highway Traffic Safety Administration (NHTSA). Thetruthaboutcars.com broke the story, which was picked up by posters on Wrangler-centric website jlwranglerforums.com. The Wrangler forum site posted the document, a vehicle identification number decoder. While a new inline-four variant is listed, the VIN decoder does not identify a diesel-powered Wrangler, which could come later or may have been postponed because of FCA's ongoing issues with regulators over its diesel emissions. The next-generation Wrangler, dubbed JL, will begin production within the next several weeks but isn't expected to show up at dealerships until after the new year. The document indicates that the redesigned Wrangler will come standard with its current 285-hp 3.6-liter V-6. Both engines will be mated to a new-to-the-Wrangler eight-speed automatic transmission to improve fuel economy. .

2017 diesel Rams are finally on dealer lots Automotive News / October 7, 2017 DETROIT — It's taken a couple months, but EcoDiesel-powered 2017 Ram 1500s have begun to show up on dealership lots for the first time since the federal government accused Fiat Chrysler of not disclosing software that changed the way the vehicle's emissions system operates. But though FCA received official clearance in late July to begin selling 2017 Ram 1500s and Jeep Grand Cherokees powered by its 3.0-liter EcoDiesel engine, the variants may not be around for long. The EPA has yet to certify sales for the coming 2018 model year, a spokeswoman for the agency said. Some dealers began receiving their first EcoDiesel Ram 1500s of the year in late September, according to dealer websites. Others have yet to receive diesel vehicles they ordered. FCA began producing EcoDiesel Rams in early July in anticipation of receiving clearance from the EPA to sell the vehicles, but it didn't begin shipping them to dealers for more than two months. FCA suspended production of EcoDiesel-powered Ram 1500 and Grand Cherokees in late 2016 because they hadn't received certification. In January, the EPA hit FCA with a notice of violation over eight pieces of emissions control software the agency alleges illegally altered vehicle emissions under certain circumstances. In May, the Department of Justice's Environmental and Natural Resources Division filed a civil suit against FCA over undeclared diesel emissions software. FCA says it is continuing to cooperate with the EPA and the California Air Resources Board "to clarify issues related to the Company's emissions control technology" in hopes of settling its dispute. The automaker said in May that it "has developed updated emissions software calibrations that it believes address the concerns of EPA and CARB." FCA said that if it receives permission from the EPA and CARB, it "intends to install the same modified emissions software in 2014-2016 MY Jeep Grand Cherokee and Ram 1500 diesel vehicles." .

Car & Driver / October 4, 2017 Big inventions are often created in small spaces. A classic example of that can now be seen in Detroit: specifically, on the third floor of the brick building at 461 Piquette, which housed the assembly plant of the Ford Motor Company from 1904 to 1910. More significant, it was the birthplace of the Ford Model T, a car that put automobile ownership within reach of people of average means and as a result accelerated America’s transition from a rural to an urban society. In the northeast corner of the third floor, an L-shaped room measuring 870 square feet has been set aside and refurbished to replicate its state when it was the exact space where the Model T evolved from concept to production readiness. Now known as the “secret experimental room,” the space was originally partitioned off from the rest of the factory floor in January 1907, with a padlock on the door when the room wasn’t in use. Only a trusted few of Ford’s workmen had access to the space. 1907 R&D Set up by foundry boss Charlie Sorensen, the room was established for what Henry Ford described as a “completely new job.” At that point, Ford’s Model N, together with its sportier R and S variants, was the top-selling car in America, and the experimental-room team embarked on the job with the anticipation that they’d be crafting an evolution of the Model N. But Henry Ford’s concept was more revolutionary. As his autobiography, My Life and Work, records, Ford intended the T to be “a motorcar for the great multitude,” a car big enough for family use that was light, durable, and affordable. Based on physical evidence in the building, surveys by industrial archaeologist Richard Anderson, and 1950s interviews with workers employed at the plant at the time the Model T was birthed, a team of experts and volunteers brought the experimental room back to life. This included appointing it with the equipment the T team employed in 1907 and 1908: a drafting table, a chalkboard, a camera to record design ideas, a workbench, tool boxes, workers’ lunch pails, and a 250-volt DC motor turning an overhead line shaft that powered belt-driven machine tools—a lathe, a drill press, and a milling machine. The space is illuminated by reproductions of the original GE arc lamps, fabricated by Detroit’s Kirlin Lighting, using a 3D printer and an authentic original lamp purchased from a Canadian collector. Piquette insiders note that the purchase of that vintage lamp cost more than the price of the original Model T. An old rocking chair duplicates the rocker Henry Ford occupied while directing operations, and a Model N chassis represents the starting point of the T project. 1908 Prototypes The ideas and brainstorming burgeoned in early 1907, and by the spring of 1908 the first of several running prototypes rolled out of the secret experimental room and onto public roads, whereupon the T was not so secret anymore. Production began on September 27, 1908, with the formal public debut occurring on October 1. The T was an instant success—not so much because of its price, though, at least at first. With a base price of $850 for the original five-passenger touring car, it was less expensive than many contemporary automobiles but some $250 more than the Model N. Irresistibly low prices came later, with the economies of scale that set in after Ford established the moving assembly line in 1913. What set the T apart was innovation, simplicity, and exceptional ruggedness. For example, Ford specified vanadium steel for a number of stressed components such as the crankshaft, axles, and wheel spindles, reducing weight and enhancing durability. Developed in Europe, vanadium alloyed steel had been tested in earlier Ford models and was used more extensively in the Model T, contributing to low curb weight (about 1200 pounds) and a chassis capable of surviving the then primitive U.S. road system. Other innovations included a one-piece engine block (most contemporary engine cylinders were cast in pairs) and a removable cylinder head that made maintenance and repair infinitely easier. The magneto, which sent juice to the spark plugs, was integrated with the flywheel, the flexible frame helped the T survive on deeply rutted dirt highways, and the planetary transmission made the car easy to drive. Today, the walls of the experimental room are cut away on two sides to give visitors a close look at its historic appointments. The room itself is augmented by backlit panels that trace the story of the T’s gestation from concept to running prototype, as well as a video kiosk with five short descriptions of the key elements that made the Model T stand out from the crowd. Piquette Museum In addition to serving as the home to the re-created experimental room, the Piquette plant is itself a museum, its top two floors home to a wide variety of cars from the T and pre-T era. Piquette was Ford’s first purpose-built factory. Before the T, it was the source of models B, C, F, K, N, R, and S. As with the previous models, T production at Piquette was based around single stations—where one team assembled the entire car. Ford and his staff kept tweaking the process to speed production, but station-style assembly, which was then common to all vehicle production everywhere, continued up to and beyond the time that Ford left Piquette for a vast new factory in nearby Highland Park in January 1910. Still, during those 15 months some 12,000 Model Ts rolled out of Piquette. Ford sold the Piquette plant to Studebaker, which produced vehicles there until 1933. Subsequent tenants were Minnesota Mining and Manufacturing (3M) and the Cadillac Overall Company, among others. In 2000—with the impending prospect of demolition facing the facility—the property was acquired by the Model T Automotive Heritage Complex, a private group dedicated to preserving the Piquette factory and commemorating its singular historic significance. In its Model T heyday, Ford was just one of 22 different carmakers in the area, which was then called Milwaukee Junction for its proximity to rail transportation. Recognized as a National Historic Landmark in 2006, the Ford Piquette Avenue Plant is open to visitors 10 a.m. to 4 p.m. Wednesday through Sunday from April through November. From December through March, the plant is open 10 a.m. to 4 p.m. Friday through Sunday. Photo gallery - https://www.caranddriver.com/photo-gallery/this-is-the-secret-room-where-the-ford-model-t-was-developed-gallery#1

Allison Transmission introduces new 9AT for release in 2020 Green Car Congress / October 6, 2017 Allison Transmission recently introduced its first nine-speed model at the North American Commercial Vehicle Show in Atlanta. The innovative, fully automatic transmission, for medium- and heavy-duty vehicles, will be available globally and is targeted for release in 2020. With its deep first gear ratio and industry-leading ratio coverage, the Allison nine-speed transmission provides significant fuel savings as the efficient gear train allows the torque converter to lock up early in first gear. Additionally, the nine-speed includes an integral engine stop-start system that provides immediate transmission engagement and vehicle hold while the engine is restarted. Providing value for a variety of applications, the nine-speed model is suited for distribution trucks, rental and lease trucks, and school buses. With this new transmission, Allison continues to demonstrate its commitment to help achieve standards regarding fuel efficiency and greenhouse gas (GHG) emissions. This release coincides with the timing of the Environmental Protection Agency (EPA) Phase 2 GHG and Fuel Efficiency Standards. When combined with FuelSense, our software and electronic controls packages, and our other fuel-saving technologies, the nine-speed will set a new benchmark in fuel efficiency and reduced emissions, achieving Greenhouse Gas Emissions Model (GEM) benefits. —Randy Kirk, senior vice president of product engineering and product teams with Allison Transmission Prototype evaluations for OEMs in North America, Europe and Asia begin this year. The Allison nine-speed model leverages the proven durability of the Allison 2000 Series six-speed commercial transmissions, which have accumulated more than 100 billion miles globally. It has been designed to utilize the same OEM interfaces as its six-speed predecessor, providing ease of integration into vehicles currently released with the Allison 2000 Series. Drivers will experience even better comfort due to smaller steps, allowing for a smoother start. They’ll also enjoy improved acceleration, which can lead to more productivity.

Allison Transmission extends xFE fuel-saving to Series 1000, 2000 Green Car Congress / October 6, 2017 Allison Transmission recently announced availability of its latest fuel economy technology for its 1000 Series and 2000 Series at the North American Commercial Vehicle Show in Atlanta. Referred to as xFE, designating extra fuel economy, the fully automatic bus and truck transmissions have demonstrated improvements up to 7% when compared to baseline models. Other than our electric hybrid products, xFE models represent the very best fuel economy technology we offer. Our goal with this expansion of the xFE portfolio is to also now achieve the best fuel economy from an automatic transmission in smaller, medium-duty buses and trucks. The new design works to achieve enhanced fuel economy in start-stop dense, low average speed duty cycles. Transit and city buses are the ideal candidates for this technology and that’s why we’ve remained focused on those applications. —John Coll, senior vice president of global marketing, sales and service for Allison Transmission The 1000 Series and 2000 Series xFE transmissions have the same space claim and ratings as current models, but incorporate a redesigned torque converter damper coupled with the FuelSense 2.0 Max package. The damper enables first range lock up, delivering significantly more lock up operation and operating at lower engine speeds in higher ranges to further improve fuel economy. All xFE transmissions are compatible with alternative fuel engines. First announced in 2015, xFE transmissions were exclusively available in the 3000 Series for bus applications. The new models represent the first expansion of the xFE portfolio and come standard with FuelSense 2.0. Announced in March, FuelSense 2.0 with DynActive Shifting delivers additional fuel savings beyond original FuelSense software. Through a set of proprietary software enhancements, the new FuelSense 2.0 uses DynActive Shifting to provide an infinitely variable combination of shift points and uses a learning algorithm to continuously find the ideal balance of fuel economy and performance. Available in three packages, FuelSense 2.0 allows fleets to optimize fuel economy and performance to their specific needs.

Green Car Congress / October 6, 2017 Cummins will reveal electrified power technology for transit bus applications at the APTA public transportation show opening in Atlanta on 9 October. Cummins will display a new powertrain, configurable for either a full battery electric vehicle (BEV) or a range extended electric vehicle (REEV) incorporating a compact engine-generator. Enhanced energy storage for both the BEV and REEV systems is achieved using Cummins’ high-density battery enclosures, which are compact and modular allowing for both on-roof and chassis integration. Cummins’ unique design fits into existing bus designs. Cummins’ proprietary control technology enables the zero-emissions bus range to be extended by optimally managing subsystems, allowing the charge of the battery to be extended. Operational flexibility is also improved with fast recharge capability using a plug-in connection, as well as options for en-route charging when a pantograph or charge plate infrastructure is available. The introduction of our new BEV and REEV systems will complement Cummins’ clean-diesel, near-zero natural gas and diesel-hybrid products to offer the broadest, most energy-diverse power portfolio in the bus industry. We are able to meet the needs of every transit route, every duty cycle and every emissions standard in the most cost-effective manner. —Julie Furber, Executive Director, Electrification Business, Cummins The standard-size Cummins battery enclosure provides a 70-kWh storage capability with up to 8 enclosure units (560 kWh) suited for installation within the BEV bus. This enables a zero-emissions range of up to 224 miles (360 km) on a single charge, with an energy consumption of 25 mpg diesel-equivalent, which provides significant cost reductions. Cummins REEV system has a battery pack of three enclosures (210 kWh) which can provide a zero-emissions range of up to 84 miles (135 km)—a significant advantage over current hybrid bus capability. When the battery pack depletes to a low state-of-charge, the REEV system brings online a 150-kW (201-hp) engine-generator to recharge the batteries and continue operations with ultra-low emissions capability. Compared to the standard diesel-powered bus, the REEV 4.5-liter engine is downsized by about 50% in terms of displacement and can achieve up to 10 mpg, significantly lowering the carbon footprint. A power assist function is available from the battery pack whenever the system needs additional energy. The REEV system’s ability to switch between shorter-range battery-only mode and extended-range generator mode allows transit authorities to geofence specific downtown areas by utilizing Cummins over-the-air connected technology. The REEV system also enables buses to travel significant distances beyond the city charging infrastructure. A key focus in the design of both our BEV and REEV systems ensures the electrified architecture is modular and adaptable to enable an easier technology transition for bus manufacturers. This allows transit authorities to continue using the same preferred bus models and retain fleet commonality. The new systems will be expertly serviced and supported by Cummins’ distribution network the same way we currently provide 24/7 support for our diesel-, hybrid- and natural-gas-powered fleets. This is an important factor for transit authorities, because as they adopt new technologies they can count on Cummins to help with a transition to BEV and REEV technology. —Brian Wilson, Cummins General Manager — Global Bus Business The BEV and REEV systems incorporate the same traction motor and power electronics to deliver a continuous torque output of 1850 N·m (1,365lb-ft), eliminating the need for gear shifting and reducing powertrain noise. When the vehicle requires additional tractive power during rapid acceleration or while climbing gradients, the system can deliver an instant peak torque boost of up to 3400 N·m (2,508 lb-ft) for a short period. Both systems provide a continuous electrical output of 225 kW (302 horspower), increasing to a peak output of 350 kW (469 horsepower) when it senses the need for a power boost. The high-voltage system operates at a nominal 660V when battery state-of-charge is around 50%. Battery energy storage levels are boosted on-route by accepting “free” energy recovered through regenerative braking. On a frequent stop/start bus duty cycle, this could contribute the equivalent of 20% to the total state-of-charge. Electrical energy is also exportable from the Cummins system to all electric-powered accessories featured on the bus, such as e-power steering, e-HVAC, e-air compressors and e-cooling fans, adding up to a typical 25-kW (33-horsepower) load at any one time. The electrical supply from the Cummins system can be both low-voltage DC and high-voltage AC, helping to simplify the installation and lower the cost of the e-accessories package. The same electronic control module used on the popular L9, L9N and B6.7 bus engines is adapted for use as the BEV and REEV system controller, offering familiar diagnostics and the connectivity that bus operators experience today. Further information will be coming next week.

GM provides a few more details on SURUS fuel cell four-wheel steer concept truck Green Car Congress / October 7, 2017 Earlier this month, GM outlined its electric path to zero emissions, and introduced SURUS—the Silent Utility Rover Universal Superstructure (SURUS)—a fuel-cell-powered, four-wheel steer concept vehicle on a heavy-duty truck frame that’s driven by two electric motors. (Earlier post.) Now, GM has provided a few additional insights into the construction of and role for SURUS. SURUS leverages GM’s newest Hydrotec fuel cell system, autonomous capability and truck chassis components to deliver high-performance, zero-emission propulsion to minimize logistical burdens and reduce human exposure to harm. Benefits include quiet and odor-free operation, off-road mobility, field configuration, instantaneous high torque, exportable power generation, water generation and quick refueling times. Fuel cell technology represents a key piece of General Motors’ zero emission strategy. It offers a solution that can scale to larger vehicles with large payload requirements and operate over longer distances. SURUS was designed to form a foundation for a family of commercial vehicle solutions that leverages a single propulsion system integrated into a common chassis. The SURUS platform is equally well-suited for adaptation to military environments where users can take advantage of flexible energy resources, field configurability and improved logistical characteristics. GM is evaluating multiple applications for SURUS, such as: Utility trucks Mobile and emergency backup power generation Flexible cargo delivery systems Commercial freight Light- and medium-duty trucks, improving upon the Chevrolet Colorado ZH2 that has been evaluated by the US military under guidance of the US Army Tank Automotive Research, Development and Engineering Center (TARDEC) and is undergoing testing on bases (earlier post) (The ZH2 is the first fuel cell vehicle to wear the GM Hydrotec badge, a familial tie to the Ecotec gasoline engines.) Future military-specific configurations SURUS will deliver highly mobile autonomous capability and agility in unpredictable terrain. Operating multiple vehicles in a leader-follower configuration could reduce manpower needed. For future potential military uses, the system’s inherent low heat signature and quiet operation offer benefits in environments to reduce detection and risks. TARDEC has been in discussions with GM evaluating the commercial SURUS concept as a next step of the broader collaboration to evaluate fuel cell technology for future military applications. SURUS redefines fuel cell electric technology for both highway and off-road environments. General Motors is committed to bringing new high-performance, zero-emission systems to solve complex challenges for a variety of customers. —Charlie Freese, executive director of GM Global Fuel Cell Business The SURUS platform leverages GM’s vast experience in fuel cell technology, high-voltage batteries and electric drive systems, autonomous driving and vehicle manufacturing. The platform features: Two advanced electric drive units Four-wheel steering Lithium-ion battery system Gen 2 fuel cell system Hydrogen storage system capable of more than 400 miles of range Advanced propulsion power electronics GM truck chassis components An advanced, industry-leading suspension The SURUS commercial platform draws on GM’s more than 50 years of research and development of fuel cell technology. The scalable and adaptable technology enables land, sea and air applications across commercial and military environments. Since April 2017, the Army has been testing the commercial Chevrolet Colorado ZH2 on its US bases to determine the viability of hydrogen-powered vehicles in military mission tactical environments. The vehicle has been operating in off-road conditions to evaluate its power generation, reduced odor, acoustic and thermal signatures, high wheel torque, extended operating range and the potential to use the byproduct water. Military testing has shown the ZH2 reduced acoustic non-detection distance by 90% compared to current military vehicle in operation. This means the ZH2 can get 10 times closer before being detected. Leaders also observed the potential advantages for stationary power generation over diesel generators, including a significant reduction in idle noise and fuel use. Testing will continue through spring 2018. Partnerships remain an important part of GM’s electrification strategy. Last year, the US Navy unveiled a GM fuel cell-powered Unmanned Undersea Vehicle (UUV) for testing purposes that leverages GM fuel cell technology common with the Colorado ZH2. General Motors aims to solve some of the toughest transportation challenges created by natural disasters, complex logistics environments and global conflicts. The company will display its Silent Utility Rover Universal Superstructure (SURUS), a flexible fuel cell electric platform with autonomous capabilities, at the fall meeting of the Association of the United States Army (AUSA) from 9-11 October 2017. The commercially designed platform could be adapted for military use. .

Fleet Owner / October 6, 2017 Peterbilt announced the availability of the new 12-speed Eaton Endurant transmission in Models 579 and 567. Available with the Cummins X15 Efficiency series engine in ratings up to 510-hp and 1,850 lb.-ft. of torque, the Endurant will service vehicles in regional and line-haul applications up to 110,000 lbs. GVW. The Endurant transmission comes standard with the PACCAR column mounted shifter. A cooler-free precision lubrication system, encapsulated sensors and wiring, and standard 8-bolt PTO opening location, and a 750,000-mile lube change interval are among some of the key features. “The Endurant transmission was optimized for the Cummins X15 engine and gives our customers another powertrain option,” said Scott Newhouse, Peterbilt chief engineer. “Endurant has a wide range of benefits including its light weight design and longer service intervals. Its integration with the column mounted shifter will make it a top choice for both fleet and owner operator customers.” Peterbilt provides aftermarket support programs through its 350-plus North American dealer locations that complement its full lineup of on-highway, vocational and medium duty products, including alternative fuel vehicles. Peterbilt offers SmartLINQ connected truck technologies, expedited Rapid Check diagnostic services, the Red Oval certified used truck program, automated parts inventory replenishment and 24/7 customer assistance through 1-800-4-Peterbilt.

Heavy Duty Trucking (HDT) / October 6, 2017 Allison Transmission has begun offering its xFE fuel-saving technology on two more of its medium-duty transmissions, including the 1000 Series and 2000 Series, the company has announced. The xFE technology, which stands for extra fuel economy, can improve fuel efficiency by 7% when compared to baseline models. The technology was previously available on select 3000 Series models. The 1000 Series and 2000 Series transmissions are usually paired with smaller medium-duty trucks and buses. They offer the same ratings as current models and incorporate a redesigned torque converter damper coupled with the FuelSense 2.0 Max package. The damper enables first range lock up and delivers significantly more lock up operation, according to the company. They operate at lower engine speeds in higher ranges to further improve fuel economy. The xFE transmissions are compatible with alternative fuel engines. Allison debuted its xFE transmissions in 2015 for 3000 Series buses. FuelSense 2.0 with DynActive shifting debuted in March. Allison employs a series of software enhancements to provide a variable combination of shift points and learning algorithm that searches for the ideal balance of fuel economy and performance. Allison transmissions also use Continuous Power Technology to smoothly multiple engine torque and deliver more power to the wheels. .

Heavy Duty Trucking (HDT) / October 6, 2017 General Motors has developed a medium-duty chassis cab truck powered by a hydrogen fuel cell powertrain for commercial buyers that the company is also pitching to the U.S. military, the company announced. GM will show the truck, which is known as the Silent Utility Rover Universal Superstructure (SURUS), at the fall meeting of the Association of the United States Army (AUSA) from Oct. 9 to 11. The truck uses GM's Hydrotec fuel cell system and offers autonomous capability, according to GM. It has been developed to handle large payloads over longer distances. The vehicle is a hydrogen-electric hybrid using GM's second-generation fuel cell system, two electric drive units, and lithium-ion battery pack that enables more than 400 miles of range. Commerical applications include use as a utility truck, mobile and emergency backup power generation, flexible cargo delivery systems, commercial freight, and medium-duty uses. The vehicle also uses four-wheel steering, advanced propulsion power electronics, GM truck chassis components, and an advanced suspension. The SURUS commercial platform was developed with the help of research from GM's joint testing project with the U.S. Army of its hydrogen-powered Chevrolet Colorado ZH2. GM will continue testing the SURUS truck through the spring of 2018. .

KNDS has finally filed a takeover offer for Renault Trucks Defense La Tribune / October 6, 2017 KNDS has finally filed a takeover offer for Renault Trucks Defense (RTD). Krauss-Maffei Nexter Defense Systems (KNDS) presented an offer to the Swedish Volvo last Friday, the 29th of September. This could finally boost the sales project initiated by the truck manufacturer, who wishes to transfer his activity in defence, made up of Renault Trucks Defense (RTD) – which owns the brands Acmat, Panhard, and Renault Trucks Defense, the American brand Mack Defense and Volvo Defense. The sale has been blocked since the summer, KNDS who have not sent in an admissible tender to Volvo, contrary to the Belgian group CMI. Clearly, the French-German group had not submitted a financial offer. The Swedish group was very embarrassed by the attitude of KNDS. As a result, the timetable has slipped from 30 to 45 days. The selection of the buyer could be decided by Volvo at the end of November, beginning of December, the worst in January. A delirious asking price If KNDS had not yet submitted an offer “admissible”, it had at least two profound reasons. In particular, the price charged by Volvo and its bank board, Rothschild. Volvo was anticipating a sale price of approximately 500 million euros. But Rothschild touted that it could do much better and win a jackpot of 700 million euros. But at the end of the due diligence (opening of accounts), KNDS and CMI was found “delirious” over the business plan devised by Volvo and Rothschild. Also the sales price is considered too high. And this all the more that Volvo has withdrawn from sale the American brand Mack Defense, which had been obtained in 2015, a very important contract in Canada for an amount in excess of € 500 million approximately. The “clipping” of this activity also seems to be very complicated. In addition, Volvo and RTD would not be the owners of the brands Renault Trucks Defense and Panhard (PSA). As for Renault, the French manufacturer would like to see disappear the Renault Trucks Defense (RTD) brand disappear. Thus, according to several sources, CMI would have offered a sum of 400 million euros approximately, while KNDS estimates a selling price between 300 and 400 million euros. A project that divides KNDS At KNDS, the proposed acquisition of RTD in particular, the activities of light armored vehicles would join Nexter in the case of redemption, divides the French and the Germans. If the French attach much importance to this folder, even put the price, the Germans are much more looking. In clear, no question of doing anything, the family Bode-Wegmann (shareholder family of Krauss-Maffei) is not ready to open the financial floodgates. .

Scania Group Press Release / October 5, 2017 In 2015 PPC in Slurry, South Africa, decided to replace its fleet of rigid dump trucks with four Scania mining tipper trucks, to transport run-of-mine (crude, ungraded) material to the processing plants. Two years on, the decision is paying substantial dividends, by offering several cost advantages. “To change to Scania, after running rigid dump trucks for over a century, took a complete change of mind-set for us as management, as well as our people,” says Andre Niemand, Technical Advisor at PPC Slurry. PPC’s change of vehicle came as part of a huge upgrade of its production facilities. The company invested more than 100 million euro on the improvements. The brownfield project, which began in 2015, will increase cement production at Slurry from 1.2 million to 1.9 million tonnes a year. To finance such a capital-intensive project, a number of cost-cutting initiatives were identified. Transport – which accounts for a third or more of any mine’s operational costs – is often the biggest variable cost in mining operations. The company started to investigate a possible cost-effective hauling solution. “We needed to look at something else. We decided on a construction-type of a vehicle, but one that would be able to carry larger payloads that we wanted to,” says Niemand. After consultations with the Scania team, PPC Slurry eventually invested in four Scania G 410 mining tippers. Two years on, the range has ticked all the right boxes, from productivity and versatility through to lower fuel consumption and lower service and maintenance costs. “The Scania mining tippers are giving us 28–32 tonnes of payload, depending on how we load,” says Niemand. Massive fuel savings The truck’s lighter body translates into increased payload and lower fuel consumption. Massive fuel savings, as high as 50% compared with the previous range of conventional yellow metal haulers, are being realised at Slurry. The current utilisation of the vehicles is about 83%, which is way more than the 72% global benchmark for the mining industry. Another major advantage is that Scania’s mining tippers offer lower operating and capital costs. Service and wear parts are far cheaper than yellow metal haulers. “We are saving 20% on maintenance costs compared with the conventional range of haulers we used to run,” explains Niemand. From a capital expenditure point of view, gains are also massive. “When we calculated what it would cost us to buy a new conventional tipper and do three rebuilds over its 18-year lifetime, versus buying a Scania tipper and replacing it every three years over the same 18-year period, the figures showed that we would be able to save about 400,000 euro,” says Niemand. “We appreciate the service and support Scania gives us” He is also very happy with the support offered by Scania. “We appreciate the service and support Scania gives us. They attend to any issues that we may have in a timely fashion and they go the extra mile to make things work for us.” The relationship is blossoming: PPC Slurry has since placed an order of three more Scania G410 mining tippers, and is prepared to invest in even more units. “We are definitely going to buy more Scania trucks once the new XT range becomes available,” says Niemand, who is looking at increasing the fleet size to ten units that will be able to put through a total of 1,100 tonnes an hour through the crushers. .

Scania Group Press Release / October 6, 2017 The new Scania Heavy Tipper has now been released to mining operators. It is designed to meet the toughest demands of this industry. With more robust components, the payload capacity is 40 [metric] tonnes, one-quarter more compared to the current range. The mining tipper truck has initially been launched in non-European markets and will shortly be adapted to Scania’s new generation trucks. With this new tipper, operational uptime is five percent higher with 5,000 more service life hours – reducing the cost of operation over the product’s life cycle and increasing residual value. “The aim has been to improve operating economy using all the experience gained from our lean production system to mining. We can thereby combine our vehicle offering with optimised transport solutions to meet the needs of each customer,” says Björn Winblad, Head of Scania Mining. The 6×4 and 8×4 truck configurations have undergone major technical improvements, such as new front and rear axles, a new stronger gearbox, stronger front suspension, axles and steering, and increased brake performance. “This is a complete solution that generates value through lower cost per transported tonne and significant productivity gains,” explains Winblad. .

MAN Truck & Bus Press / October 5, 2017 The well-established, Munich-based truck, bus and engine is expanding its selection, becoming a full-range provider. The light commercial vehicles with the lion emblem on their grille have fully rounded off MAN’s product portfolio since April this year. This will expand future business to include transport tasks involving permissible gross weights between 3 and 44 tonnes. Offering a large number of new items in the various truck series, MAN will begin life as a one-stop supplier in 2018. MAN offering full range from 3 to 44 tonnes New MAN TGE and Vans to Go for instant professional use MAN truck series boasting new interior and operator control concept New D08SCR engine for MAN TGL and TGM RIO Box coming as standard in all new MAN Euro 6 trucks in Europe The time-honoured, Munich-based brand is entering the van world for the first time with the new MAN TGE. Production has been underway since April and official sales started only a month earlier, branching MAN’s established, customer-focused truck business out into the light commercial vehicle market. The new addition impresses with its variety of models, including the closed panel van, combi with windows, and vehicle chassis with single and crew cabs, all of which enhance the range of body designs. A permissible gross weight of 3 to 5.5 tonnes and efficient, robust 102 to 177 HP engines make this the ideal light transportation solution in construction, skilled trades, passenger transport and for assorted applications in distribution logistics. Via the Vans to Go scheme, MAN is introducing its line of complete, instantly available, direct-from-factory vehicles along with attachments for the TGE range for the first time in Barcelona. Among the innovations in the medium-duty truck sector, MAN TGL and TGM are now on the move with a new engine featuring new power stages. The new MAN D08SCR generation of engines excels with its simpler design and exhaust gas aftertreatment based solely on Selective Catalytic Reduction technology. This expands the range of applications while easing maintenance and strengthening overall reliability. MAN has also managed to further reduce the new unit’s consumption by 5.5 percent. The TGL and TGM can also boast added driving comfort and efficiency thanks to new functions for the TipMatic gearbox. Inside the cab, the workplace experiences an additional upgrade with new controls, making it more driver-friendly. While the new interior design primarily takes shape around the workplace in the short C and M cabs, drivers will also benefit from a redesign of the living area in the long L, LX, XL, XLX and XXL cabs, which are chiefly used in the MAN TGX and TGS. The living area changes include new storage and lighting features as well as a new retractable fridge, located fully underneath the resting bunk. All the important comfort functions can be controlled via a new operator control concept. In addition, the TGX series ensures restful sleep with an acoustic package that markedly further reduces the noise levels in the cab via extensive insulation measures. MAN has equipped the new Adaptive Cruise Control variant with a Stop-and-Go function to prevent driver fatigue as far as possible on congested roads and in sluggish traffic situations. This automatically regulates the distance from the vehicle in front (including at low speeds), slows the vehicle (to a stop if necessary) and automatically moves off again after short stops. This way, the driver can relax and enjoy the ride free of stress, even in stop-and-go traffic. Every new truck in Europe that has our lion emblem on the grille and meets the Euro 6 standard is equipped with a RIO Box as of August, allowing customers to keep running their logistics processes as smoothly as possible with their MAN. This works as a technical interface to provide access to RIO, the new digital offering from Volkswagen Truck & Bus. In adding this, MAN is laying the first building block for an infrastructure whose services will be able to connect the entire transportation and logistics sector in the future. By means of RIO’s cloud-based technology solution, customers will soon be able to access their fleet’s vast range of data in a central location and use a variety of services from the transport and logistics sector. .

MAN Truck & Bus Press / October 5, 2017 Visit the MAN driver event in Kassel and feel right at home! You want to experience the new features of our trucks and have a good time in a homely atmosphere? Join us at the MAN driver event in Kassel, October 12, 2017. More about the event: https://go.man/xfIaEv3i More about the new interior of our MAN TG vehicles: https://go.man/TnbmyClY More about the new D08 motor of the MAN TGL & TGM: https://go.man/o5RLIU2d .

The new MAN TGX Interior – Virtual Reality Experience MAN Truck & Bus Press / October 6, 2017 Experience the new MAN interior in virtual reality: the exciting 360°-view allows you to take a look ahead into the future. Find out more at: https://www.tgx-interior.man .

MAN Truck & Bus Press / October 4, 2017 The new, functionally designed MAN TG interior Impressive performance meets impressive design – The new MAN TGX and TGS set new standards in efficiency and give you top performance. Their powerful D26 and D38 engines have 20 hp output and up to 200 Nm more torque than before. And they team up with the innovative MAN EfficientRoll and the expanded MAN EfficientCruise® functions to supply maximum power and take you safely to your destination with minimum fuel consumption. A recast interior and a latest-generation infotainment system provide maximum comfort and convenience, turning your mobile workplace into a home from home. .