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ZF bought TRW. Now, Wabco has purchased Sheppard. America no longer has any commercial truck steering gear manufacturers. Bendix, once the "American" air brake system component maker of choice, is owned by Germany's Knorr-Bremse. The other brake valve option in North America is.........Belgium's Wabco. It is damning that the the commercial truck industry of the world's greatest country has all but been taken over by foreign aggressors, and all with the approval of the United States Department of Justice.

Wabco to acquire RH Sheppard Truck News / August 24, 2017 BRUSSELS, Belgium – Wabco Holdings announced today that it has signed an agreement to acquire privately held RH Sheppard. The transaction is subject to customary U.S. regulatory clearance and it is expected to close by the end of the third quarter 2017. Wabco’s purchase price is $145 million, subject to customary adjustments. Sheppard had sales of $130 million in 2016. It offers a suite of power-steering gears that has set the industry standard for heavy-duty commercial and specialty vehicles. “This acquisition represents another key milestone as Wabco advances toward enabling self-driving commercial vehicles,” said Jacques Esculier, Wabco chairman and chief executive officer. “We have a clear line of sight on the fundamental technologies – such as active steering, active braking, electronic stability control and other advanced driver assistance systems – which will enable significant intermediary steps on our industry’s path to realize fully autonomous driving.” “We are excited at the prospect of joining Wabco,” said Oliver Hoar, president and chief executive officer, Sheppard. “Our leading technologies will be fully integrated into the strategy of this industry leader on a journey to create opportunities for further growth in North America and globally.”

Cummins unveils fully electric tractor Fleet Owner / August 29, 2017 COLUMBUS, IN. During an event on Tuesday, Aug. 29, Cummins unveiled its fully electric Class 7 demonstration Urban Hauler Tractor here at the company’s technical center. The truck, intended as a "technical demonstrator" for vocational applications like urban delivery, port drayage and terminal handling, has a Cummins integrated electric powertrain and was built by Roush with the design inspired by Cummins. It has a range of 100 miles on a single charge, which is extendable to 300 miles with the addition of a second pack of batteries. In addition, the company displayed the latest in near-zero natural gas engine technology, diesel engines (the X12 and X15), and shared plans to introduce a heavy-duty diesel engine in 2022. “These new technological innovations build on our 100-year legacy of bringing the best solutions to our customers, driving their success and meeting the evolving demands of their industries and markets,” said Jennifer Rumsey, chief technical officer, Cummins Inc. “We will harness our global technical footprint to continue to develop a wide variety of power technologies to bring our customers the choice and solutions that enable their success and contribute to a sustainable future.” During the event, which included tours of the Cummins technical center, Cummins leaders and scientists showcased the company’s work in analysis-led design capability, virtual reality, alternative fuels and digital capabilities. “As a global power leader for the commercial and industrial customers we serve, with an unmatched service and support network, we are better positioned than any other company to win in new and emerging technologies and in new markets,” said Rich Freeland, Cummins president and chief operating officer. “We will leverage our deep industry and customer knowledge and our scale advantage to win. Over the past century, our ability to innovate and adapt has fueled our success and we are confident we are on the right path to do it again.” .

Jack Roberts / Heavy Duty Trucking / August 29, 2017 Cummins has beaten Tesla to the punch with its unveiling of a new, all-electric truck, a demonstration vehicle dubbed the Urban Hauler EV. With all eyes looking toward Tesla and its much-hyped unveiling of its new all-electric, commercial truck next month, Cummins on Aug. 29 stunned the trucking industry with the launch of its own new and fully electric, Class 7 day cab tractor. The story is still developing, but it appears the new truck is a prototype model for demonstration purposes The truck reportedly is intended for urban delivery, port drayage, terminal hauling, and similar applications. According to Cummins, the concept Class 7 Urban Hauler EV uses a state-of-the art battery pack, which “redefines” energy efficiency and density capabilities for the electric vehicle market. Cummins said the lighter, denser battery design allows it to hold a longer charge for improved range and faster charging, reducing downtime. The concept truck design includes an Engine-Generator option for extended range capabilities, allowing users to benefit from Cummins B4.5 or B6.7 engines, providing a major advantage over today’s hybrid systems. These engine options offer 50% fuel savings compared to today’s diesel hybrids with zero emissions. During the unveiling event, which included tours of the Cummins technical center, Cummins leaders and scientists showcased the company’s continued innovation and work in analysis-led design capability, virtual reality, alternative fuels and digital capabilities, all of which the company said are positioning it to win in current and future technologies and in new markets. More to Come in Engine Tech Cummins also said it plans to introduce a revolutionary heavy-duty diesel engine in 2022. It showcased a variety of cutting-edge transportation technologies at the event, including clean diesel engines and natural gas and other alternative fuel capabilities, as well as digital capabilities, including data and analytical solutions. Cummins had previously signaled that it will be moving into the electric vehicle space in the future. “These new technological innovations build on our 100-year legacy of bringing the best solutions to our customers, driving their success and meeting the evolving demands of their industries and markets,” said Jennifer Rumsey, Cummins' chief technical officer, at the event. “We will harness our global technical footprint to continue to develop a wide variety of power technologies to bring our customers the choice and solutions that enable their success and contribute to a sustainable future," she added. “As a global power leader for the commercial and industrial customers we serve, with an unmatched service and support network, we are better positioned than any other company to win in new and emerging technologies and in new markets,” commented Cummins President and COO Rich Freeland. “We will leverage our deep industry and customer knowledge and our scale advantage to win. Over the past century, our ability to innovate and adapt has fueled our success and we are confident we are on the right path to do it again.” .

More Details Emerge on Tesla Electric Big Rig Heavy Duty Trucking / August 25, 2017 New details concerning the introduction of Tesla’s all-electric truck, slated for public unveiling are emerging. The new truck will have a working range of 200 to 300 miles, Reuters has learned, a sign that the electric car maker is targeting regional hauling for its entry into the commercial freight market. Tesla has indicated that it will unveil the truck to the public next month, but is being tight-lipped as to when, or where, that public debut will take place. Scott Perry, chief technology and procurement officer at Ryder System, told Reuters he has met with Tesla and that the new truck will be a day cab model. “I’m not going to count them out for having a strategy for longer distances or ranges, but right out of the gate I think that’s where they’ll start,” Perry said. The article noted that Tesla’s plan is “consistent with what battery researchers say is possible with current technology,” and said that the company has not said publicly how far its electric truck could travel, what it would cost or how much cargo it could carry. An article earlier this summer in Wired reported that a pair of Carnegie Mellon University researchers found a battery-powered semi would be limited to a 300-mile range, and that to cover 600 miles without stopping to charge, the truck would need a 14-ton battery. Reuters also reported earlier this month that Tesla is developing self-driving capability for the big rig. Sandeep Kar, formerly with industry analysts Frost & Sullivan and now chief technology officer of Fleet Complete, a company that tracks and analyzes fleet and truck movements, told Reuters Tesla CEO that Elon Musk may well have found a sweet spot for the new electric if he can deliver, noting that roughly 30% of U.S. trucking jobs are regional trips of 100 to 200 miles daily. A truck with that range would be able to move freight regionally, such as from ports to nearby cities or from warehouses to retail establishments. “As long as (Musk) can break 200 miles, he can claim his truck is ’long haul’ and he will be technically right,” Kar told Reuters. .

Heavy Duty Trucking / August 23, 2017 Belgium-based Wabco Holdings has signed an agreement to acquire RH Sheppard Co., a supplier of commercial vehicle technologies, including vehicle steering capabilities, such as active steering technology. Full dynamic control of vehicles is necessary to achieve an autonomous truck and Sheppard’s active steering system is an important piece in Wabco’s advance toward self-driving vehicles. Active steering could complement Wabco’s other dynamic control technologies of active braking, stability control, and suspension control. “This acquisition represents another key milestone as Wabco advances toward enabling self-driving commercial vehicles,” said Jacques Esculier, Wabco chairman and CEO. “We have a clear line of sight on the fundamental technologies – such as active steering, active braking, electronic stability control and other advanced driver assistance systems – which will enable significant intermediary steps on our industry’s path to realize fully autonomous driving.” Sheppard also offers a suite of power-steering gears for heavy-duty commercial and specialty vehicles and also provides engine pumps and remanufacturing services. Wabco’s purchase price is $145 million and the transaction is subject to U.S. regulatory clearance. The deal is expected to close by the end of this year's third quarter. .

New details of Tesla's planned electric truck revealed Neil Abt, Fleet Owner / August 28, 2017 Tesla’s soon-to-be-unveiled electric long-haul truck will have a range of 200 to 300 miles, according to a new report. On several occasions in recent months, CEO Elon Musk has referenced the planned late-September unveiling of an electric tractor, though few specifics have been made available. Last week, Scott Perry of Ryder System shared details with Reuters of a meeting he had with Tesla. He told Reuters the electric day cab will be aimed at regional hauls, at least in the initial phases. Perry is Ryder’s chief technology officer. During a shareholders' meeting earlier this year, Musk told attendees “a lot of people don’t think you can do a heavy-duty, long-range truck that’s electric, but we are confident that this can be done.” Several days before the Reuters story was published, I casually brought up the topic of Tesla with an executive at a truck manufacturer. I was unaware he was the owner of a Tesla car, and he was quick to praise his experience with the vehicle during the past two years. While skeptical that a true long-haul electric Class 8 tractor was ready for the road next month, he sternly said people would be wise not to underestimate Tesla. He also suggested he was keeping his eyes open for an invite to truck unveiling. It is not uncommon for Tesla owners to have the opportunity to attend events. He’s far from the only one in the trucking industry interested in what Tesla is cooking up.

Peterbilt Pairs Column-Mounted Shifter with Paccar Automated Transmission Heavy Duty Trucking / August 23, 2017 Peterbilt says its ergonomically designed column-mounted shifter will be standard equipment on Model 579 and 567 trucks equipped with the new Paccar Automated Transmission. The column-mounted shifter will also be standard equipment on trucks equipped with the Eaton Advantage and Ultra Shift AMTs. The column-mounted shifter will be available on Model 579 and 567s ordered with automated transmissions beginning in Oct. 2017. The new shifter, located on the right-hand side of the steering column, features a multi-mode design that allows for control of all transmission and engine brake functions, including gear selection, engine brake mode, and manual shifting. The column-mounted shifter was designed to place controls in a more convenient location, to minimize distractions and allow for increased focus on the road. With the implementation of a column-mounted lever, a new design pinch valve located on the dash replaced the traditional lever for trailer brake activation, enhancing control during coupling and uncoupling maneuvers. “The column-mounted shifter was designed based on in-depth studies of driver behavior and ergonomics,” said Scott Newhouse, Peterbilt chief engineer. “This new design also allowed us to improve on the usability of our dash by eliminating engine brake control switches.” The new 12-speed automated transmission from Paccar is the latest addition to the proprietary Paccar Powertrain, designed for efficiency, drivability, and durability for Peterbilt on-highway models. The transmission was purpose-developed as an automated transmission for heavy-duty linehaul applications. The Paccar Automated Transmission is available for order immediately on MX-13 equipped Model 579 and 567s scheduled for production after Oct. 16, 2017. Availability of the Paccar Transmission with the smaller Paccar MX-11 engine is scheduled for early 2018. .

Driving Kenworth, Peterbilt trucks with new Paccar transmission Truck News / August 24, 2017 The new Paccar automated transmission completes its powertrain puzzle MT. VERNON, Wash. – There’s nothing quite like driving a truck with a completely dialed in powertrain, each component communicating fluently with the others as one cohesive system. And that’s exactly what Paccar has gone to great lengths to achieve through the design of its own transmission, to complete the integration puzzle that until now lacked one of the most critical components. The manufacturer launched its own MX-series engine in 2010 and a 40,000-lb tandem drive axle last year. But the transmission is a vital piece of the powertrain, which until now, has been sourced from Eaton, and maybe not optimally designed from the ground up to work specifically with the Paccar MX engines and axle. That now has changed. Paccar Powertrain on Aug. 22 took the wraps off its new automated transmission, three years in the making and designed in close collaboration with Eaton engineers, some of whom were embedded at the Paccar Technical Center here, where much of the development took place. This is not an automated manual transmission (AMT), Paccar officials emphasized. Unlike AMTs, which are typically built upon a manual gearbox foundation with electronics installed to automate the shifting, the Paccar transmission was built from a clean sheet design, to function as a purely automated transmission right from the start. “This was never intended to be a manual transmission and that is significant and key in explaining many of its features,” explained Carl Hergart, director, advanced technology at the Paccar Technical Center. One thing the clean sheet design allowed, was for the reduction of weight. Hergart said the Paccar transmission weighs 657 lbs, making it up to 105 lbs lighter than comparable automated transmissions and about 200 lbs lighter than the Eaton UltraShift Plus AMT. It’s a 12-speed design, with the widest gear ratio coverage in the linehaul market, Hergart added, for excellent performance at cruise speed and also low-speed maneuverability. No oil cooler is required, and the oil drain interval has been stretched out to 750,000 miles. When a lubrication change is required, only 16 pints of fluid are required – nearly half that required by AMTs, Hergart said. Working with Eaton, Paccar was able to adopt some of the best features from its existing products, such as a precision lubrication system that was first launched in the Fuller Advantage Series AMT, and neutral coast, which maximizes fuel economy on hilly terrain by coasting down certain downhill grades. The Paccar transmission also employs hill start aid, which prevents rollback (or forward) on hills when the brake pedal is released. Other features carried over include urge to move, which allows the truck to crawl forward when the brake is release – just like a passenger car – and creep mode, which allows for smooth, controlled low-speed backing and crawling maneuvers. But other elements of the transmission are completely new, including the control stalk, which is mounted to the steering column and integrates with the engine brake controls. This is an intuitive, well designed control, and sturdy, too. I got to drive two trucks equipped with the new Paccar transmission along the rolling hills between the Paccar Technical Center in Mt. Vernon, Wash., and Bellingham, about 28 miles to the north. I drove a Kenworth T680 with 76-inch sleeper and a Peterbilt 579 with 72-inch bunk. The powertrains were nearly identically spec’d: MX-13 engines rated at 455 hp and 1,650 lb.-ft. of torque, the new 12-speed Paccar automated transmission, and Paccar 40K rear tandem axles. The only difference was the rear axle ratio: 2.64 in the Kenworth for slightly lower cruising rpms, and 2.79 in the Pete. What I noticed on the drive was how well this transmission has been dialed in with the engine, and even active driver assistance systems such as Bendix Wingman Fusion and its adaptive cruise control. At 60 mph, I set the trucks in cruise and enjoyed the ride. The truck maintained a safe following distance, activating the engine and foundation brakes as required, all while keeping me within a couple mph of the set cruise speed. This was a nice way to drive, once I came to trust the system, which didn’t take long despite some steep grades. I was particularly impressed with the Wingman Fusion’s ability to determine the speed at which vehicles that crossed into my space were traveling, avoiding unnecessary braking when those cars were quick to accelerate out of my space. The transmission itself was easy to use. The control stalk is the feature drivers will interact with the most, and it’s very logically designed. A small lever on the end of the stalk can be set to the desired gear. The stalk also serves as the engine brake: pull it down to select your desired stage – first, second, third, or max engine braking. Work the stalk like a paddle shifter for manual gear changes. This is a nice way to handle traffic jams. With urge to move, the truck will creep forward when the brakes are released and you can adjust your speed by manually working through the four lowest gears. Predictive cruise is a nice feature that offers fuel savings by continuously referencing GPS maps of the upcoming terrain, and making minor adjustments to the truck’s speed to best take advantage of the vehicle’s momentum. This can reduce the number of gear changes made by as much as 20%. It will also allow the truck to coast down certain grades to reduce fuel consumption, but won’t allow it to exceed the set cruise speed by any egregious amount. A small yellow wedge appears on the cruise icon to indicate when this feature is at work. It’s very subtle, but can contribute up to a 1% fuel economy improvement. I was pulling a 53-ft. van trailer behind both trucks, loaded to a gross weight of about 77,000 lbs. The transmission handled the job beautifully. Quick, precise shifting, skipping gears with ease. The transmission itself was a nice piece of equipment, but where it really shines, Paccar Powertrain officials said, is in how it’s integrated with the rest of the powertrain. “It’s not about offering an individual component that’s optimized, it’s about offering a system that’s optimized,” explained Patrick Dean, chief engineer, Kenworth. “That’s what this transmission development has allowed us to do.” The MX-13 engine’s available power rating has been upped this year to 510 hp and 1,850 lb.-ft., a rating the Paccar transmission is approved to handle. Engine enhancements – including new variable speed coolant and oil pumps, and changes to the combustion and air handling processes – have yielded a 4% fuel economy improvement. The new Paccar 40K rear tandem axle contributes another 1% improvement, thanks mostly to reduced parasitic losses resulting from a pinion throughshaft design that eliminated some gearing and reduced energy losses. Laser-welded components reduced the need for bolts, trimming weight, and also reducing oil churn-related losses. The new transmission is available for order in Kenworth and Peterbilt trucks beginning this October. .

Paccar Unveils Automated Transmission for Medium-, Heavy-Duty Models Jack Roberts and Jim Park, Heavy Duty Trucking / August 22, 2017 Paccar introduced the new Paccar Automated Transmission, giving it a complete proprietary and integrated powertrain. Developed with Eaton, it's designed from the ground up as an automated transmission and the company says it is the lightest heavy-duty transmission on the market for several of its medium- and heavy-duty models. Kenworth and Peterbilt will begin offering the new automated transmission to North American customers in October. Peterbilt will offer the transmission with its Models 579 and 567. It will be paired with the MX-13 engine at first, and will be available with the MX-11 engine in early 2018. The Model 567 can be ordered as a Class 6 straight truck. The 12-speed, twin countershaft design completes Paccar’s goal of a fully integrated proprietary powertrain. Landon Sproull, Paccar vice president, said the all-new, clean-sheet design is optimized for Paccar MX diesel engines. “The Paccar Automated Transmission is engineered to work seamlessly with Paccar MX engines and Paccar axles and provide industry-leading performance,” he said. “Together, Paccar Powertrain components deliver superior fuel economy, uptime, and driver satisfaction — top priorities for our customers.” The Paccar Automated Transmission is designed for line-haul applications up to 110,000 lbs. GVW. It is available for engine ratings up to 510 hp and 1,850 lb.-ft. of torque and features tightly integrated electronic communications with the Paccar MX engine. Company officials said the transmission offers the best overall gear ratio coverage available, providing excellent low-speed maneuverability, and that the transmission is up to 105 lbs. lighter than comparable transmissions. A new column-mounted shifter puts gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance. Kyle Quinn, general manager at Peterbilt, noted that altogether, the Paccar integrated powertrain offers customers 399 lbs. of total vehicle weight savings and 7% total fuel economy savings. The transmission can be spec'd with the Predictive Cruise Control option for maximum fuel efficiency. Mike Dozier, Kenworth general manager, said the Paccar Automated Transmission will be the standard spec for the T680 Advantage fuel economy-optimized tractor. Already, he noted, 70% of all new Kenworth and Peterbilt trucks are going out the factory door with automated transmissions. Sproull said Paccar is extremely confident in the design, which has a B10 Life of 1.2 million miles. It has a 750,000-mile oil change interval, which the company says is the longest available for line-haul applications. A differentiated fluid pressure detection system protects the gears and shafts from low fluid conditions. The cooler-less precision lubrication system has an on-demand function that gets lube oil where it's needed without wasting energy pumping it everywhere else too. The fluid capacity of the system is 60 pints. Gone from the dashboard is the transmission oil temperature gauge. It's been replaced by a fluid pressure sensor that monitors lubricant level and pressure. If it senses a reduction in oil pressure, it will switch into limp-home mode to prevent internal damage. A pop-up message alerts drivers to the low-pressure condition and urges them to pull over as soon as it's safe to do so. Other features include a maintenance-free clutch and an internally routed electrical system to maximize durability. The control module is mounted on the top of the transmission case, and has been designed with an internal encapsulated wiring harness and internal sensors to reduce the possibility of moisture ingress to protect the on-board electronics. The shift actuators are electrically controlled and pneumatically driven, unlike the motor-driven actuators on many automated manual transmissions. There’s also a clutch protection system that monitors the temperature of the clutch. In high slippage situations, the driver may see a yellow or red pop-up warning advising of a high-temperature condition. The driver would be advised to cease the current activity and allow the clutch plate to cool. This condition is unlikely to arise under normal conditions, but if the driver was slipping the clutch (in creep mode, for example), friction could cause the surface of the clutch plates to get quite hot. The warning will alert the driver before damage occurs. Based on their confidence in this system, Paccar is offering a “no burn-up” guarantee. “As long as the driver takes appropriate steps to prevent further damage, we will cover any potential burn-up that may result,” said Kenworth Marketing Director Kurt Swihart in a preview last month for some of the trucking press. “That’s an industry first.” .

Neil Abt, Fleet Owner / August 22, 2017 New offering completes integrated powertrain for Peterbilt, Kenworth trucks MOUNT VERNON, WA. PACCAR Inc. unveiled its new automated transmission on Aug. 22, which will be offered in Kenworth and Peterbilt trucks starting in October. The new 12-speed transmission had been the missing piece “for our customers to complete our integrated powertrain” that includes the MX-13 and MX-11 engines, as well as PACCAR front and rear axles, said Landon Sproull, PACCAR’s vice president for powertrain. Sproull spoke during a press conference and ride-and-drive event at the PACCAR Technical Center that included executives from Kenworth and Peterbilt, PACCAR's two North American truck manufacturing divisions. The executives said the automated transmission is designed for line-haul applications up to 110,000 lbs. gross vehicle weight. It is available for engine ratings up to 510 HP and 1,850 lb.-ft. of torque. They said it the lightest heavy-duty transmission for on-highway commercial vehicles at 657 lbs., which will further spark the transition to automated transmissions, already accounting for about 70% of Peterbilt and Kenworth on-highway orders. This new integrated powertrain will be “the new for normal for line-haul customers,” with orders projected to reach 90% by 2020, said Mike Dozier, general manager of Kenworth Truck Co. Kyle Quinn, general manager of Peterbilt Motors Co., said customers will benefit from the almost 400 lbs. of total powertrain weight savings, offering higher fuel economy along with greater reliability. The continued popularity of automated transmissions was recently noted by truckload carrier Schneider, which announced it had passed the halfway mark in its fleet-wide implementation of automated transmissions. The PACCAR transmission was built from the ground-up as an automated, rather than a converted manual transmission as many competitors have done, the executives said. It was designed in close conjunction with Eaton Corp. over a three-year development period. It will be manufactured at a plant in Mexico. A new column-mounted shifter provides gear selection and engine brake controls at the driver’s fingertips, which the companies said helps improve driver performance and satisfaction. Another feature is a 750,000-mile oil change interval that PACCAR said it the longest available for line-haul applications. The transmission comes with a five-year, 750,000-mile warranty. It has already been tested for about 2 million miles. The ride-and-drive allowed journalists to test out features such as “urged to move” and “creep” modes, as well as easier driving in reverse. .

ZF brings electrically-assisted hydraulic steering to trucking Fleet Owner / August 21, 2017 ZF says its ReAX steering technology will take some of the physical burden off commercial truck drivers. LAFAYETTE, IN. Though fully autonomous trucks still have a long way to go, driver-assistive and autonomous technologies remain hot topics throughout the industry. How can fleets and owner operators leverage some of the existing and upcoming technologies to improve safety and their overall business operations? ZF Commercial Vehicle believes it has a solution. Coming soon to the commercial truck market: ZF Commercial Vehicle last week announced its ReAX steering technology will be available for heavy trucks starting next year. ZF made the announcement at its Lafayette plant Aug. 18, where it hosted a ride and drive event for the media to test out the system on different applications. ReAX is column-mounted electrically assisted hydraulic steering that uses sensors to determine driving conditions and then controls an electric motor to provide the appropriate torque feedback to the driver. According to ZF representatives, the technology helps increase safety and reduce driver fatigue by compensating for crosswind, road crown, reduced efforts at low speed, and enhanced on-center handling at cruising speed. Mitja Schulz, senior vice president of commercial vehicle technology, North America, explained that some of the major trends ZF customers often bring up are automated driving technologies and functionalities and improving fuel consumption and efficiency. “Every one of these customers is somehow thinking about automated driving or what it takes to implement functions like lane keeping and emergency braking,” Schulz said. “That’s a huge topic in the industry. For us, the main driver is to offer functionalities that improve safety on the roads.” Schulz added that over the next couple of years, the company intends to spend $200 million in the development of new autonomous driving technologies, sensors, and software. ReAX was initially introduced to the RV market in 2006 and expanded to the bus market in 2007-08. Now the technology is moving into the linehaul and vocational truck space. Mark Cartwright, global product planning manager at ZF, sees the system as a key element for fleet driver recruitment and retention efforts. He explained ReAX was developed to eliminate uncertainty and reduce driver fatigue through simplified steering. “The ease of steering makes it much easier to move in tight quarters, docking areas, etc., where a lot of minor accidents occur,” Cartwright said. “That just gives confidence to the driver and makes good drivers better.” During the event, after driving vehicles with and without the system engaged, it is apparent that ReAX requires less force and work for the driver since the system knows where the steering is at all times. When the system is engaged, steering returnability improves and the wheel quickly returns itself back to center with little-to-no work from the driver. According to the company, benefits include: Enhanced drivability and maneuverability Road crowning and crosswind compensation for safer operation at highway speeds Better handling and directional control in any adverse road conditions (potholes, bumps, etc.) Steering automatically returns to center easing operation Reduces driver fatigue Enables a larger recruiting pool of drivers City Transit Bus, located across from ZF’s Lafayette plant, uses the ReAX system in its bus fleet. Marty Sennett is the general manager there. “With the shortage of drivers, a lot of times we need drivers to work more than eight hours a day,” Sennett told Fleet Owner. “So if they’re not hurting physically, it’s much easier to get them to work overtime.” “We had one driver who had neck and back surgery this summer, and if we had the old system, he’d be on disability right now,” Sennett added. “It saves the government a little money and hopefully us a little money, extend his career another 10 years until he’s ready to retire. So far, we found it to be a win-win situation.” The ReAXe system will be available from several OEMs by next year. .

Class 8 Truck Production Increased in July Heavy Duty Trucking / August 20, 2017 North American Class 8 and medium-duty vehicle production increased in the month of July, boosted by strong order numbers. “After cutting 3,000 units from the Class 8 build plan last month, the OEMs added back nearly 6,000 units in July,” said one analyst. “This brings the OEMs’ full-year expectations to over 252,000 units.” Despite a lower build rate in July compared to earlier months, the medium-duty Class 5-7 truck market saw 15% greater production for the month. “With orders below build, the medium-duty backlog declined to about 54,000 units of unbuilt vehicles,” he said. “Similarly, medium-duty inventories declined as July retail sales outpaced production.”

The ReAX electronic steering system was first introduced in April 2013 as "Volvo Dynamic Steering". Volvo's promotion gave the impression that it was Volvo technology, however it was actually developed by Germany's ZF. Under their agreement, Volvo was the exclusive user for the first 5 years. That time now having expired, ZF is free to sell the system to all truckmakers. .

Heavy Duty Trucking / August 18, 2017 ZF is bringing its "ReAX" electronic steering system to the North American commercial vehicle market. The company demonstrated the system at a press conference at its Commercial Vehicle Technology Center in Lafayette, Indiana, last week. ZF first introduced the product into the recreational vehicle market in 2006 and the global coach and bus market a couple of years later. Since then, ZF engineers have continuously upgraded ReAX as other new vehicle technologies have come on line. Today, the system can fully integrate with a host of advanced vehicle systems, including camera, radar, lidar and other advanced safety system and adaptive cruise control enablers, as well as emerging autonomous vehicle control systems. In fact, in its current form, ReAX is a Level 2 autonomous vehicle control system designed to assist drivers, boost safety and vehicle control while reducing stress and fatigue. Here’s how it works: ReAX features an array of sensors that continuously monitor any incoming telemetry related to how the truck is being steered at both highway speeds and in low-speed maneuvering situations. Watch Jack Roberts try out the ReAX in person in this HDT On the Spot video. The easiest way to grasp the ReAX concept is to think of the system as an electronic steering control system that boosts a truck’s hydraulic steering pump output. But there’s so much more to the system than that. According to Mark Cartwright, global product marketing planning manager for ZF, ReAX is a steering-proportional control, which means that it adjusts how it augments power steering pump output based on actual driver needs. In low-speed situations, Reax lightens up steering resistance to help drivers quickly act and react when maneuvering, backing or docking. At highway speeds, the system tightens up steering resistance to give a driver better feel and precision control in holding a lane. But that’s just the beginning: The system is, as its name suggested, also reactive. This means that it can read specific situational demands and make adjustments accordingly. In low-speed maneuvers, it automatically returns the steering wheel to top dead center if the driver removes his or her hand from the wheel. This, Cartwright said, takes all the guesswork out of getting the wheels straight when backing or docking. But at highway speeds, ReAX responds to help drivers deal with crosswinds or crowns in the road that can force them to hold constant pressure on the wheel in order to keep the truck in its lane. In those instances, ReAX notes the wheel input and force being exerted on the wheel by the driver and automatically compensates for the difference within a minute or so. In other words, it compensates for the external forces trying to push the truck off its desired steering track and holds the correct course for the driver automatically. This, Cartwright explained, reduces driver fatigue while increasing overall safety for the driver. ReAX works in other ways as well. If the truck is fitted with a lane departure warning system, it can help eliminate drift in the lane by reading telemetry off the safety system cameras and other systems. If ReAX senses drift toward one lane marking or the other, it can gently nudge the truck back to its correct position in the center of the lane. Additionally, at highway cruise speeds, when little or no hydraulic system output is needed to handle limited steering wheel movements, ReAX can take over steering control augmentation and allow the steering pump hydraulic pressure to drop to zero flow. This reduces parasitic drag on the engine, Cartwright says, and can add an additional 1.5% boost in vehicle fuel economy when cruising at highway speeds. Hands-on Impressions ZF engineers had a cone course set up behind its Commercial Vehicle Technology Center in order to allow wheel time to see how the ReAX system worked in low-speed situations. (Highway drives were not available at the press event.) Driving a Peterbilt Model 579 tractor, I was able to whip the truck through repeated laps on a Figure-8 course using only my index finger to turn the wheel as needed. Another course had me taking a Volvo VHD dump truck over a series of aggressive speed bumps. AF engineers could turn ReAX on and off on command, in order to give a sense of how the system can pick up on impact forces from potholes and instantaneously counteract those forces before they get to the steering wheel or the driver. As promised, running over the speed bumps with the system engaged dampened those impact forces so thoroughly, I could take my hand completely off the steering going over the speed bumps while it tracked straight and true. ZF is currently meeting with various truck OEMs and fleets to demonstrate Reax technology and its benefits and hopes to have the system available as either optional or standard equipment in the near future. .

Electric Refuse Trucks Headed to Los Angeles Heavy Duty Trucking / August 18, 2017 Motiv Power Systems announced an order for two battery-electric refuse trucks by the City of Los Angeles' Sanitation Department. According to the manufacturer, this marks the third metropolitan area in the United States that will utilize and benefit from Motiv-powered, zero-emission refuse trucks in their communities. Los Angeles has followed the lead of their counterparts in the state capitol, Sacramento, offering their residents refuse trucks that not only eliminate carbon emissions but also noise. These refuse trucks will ensure quieter mornings for the residents of Los Angeles. According to Motiv, refuse trucks are ideal candidates (economically and environmentally) for electrification due to their fixed pickup routes and predictable range requirements. The application of Motiv's All-Electric Powertrain results in a high quality, zero-emission electric vehicle with the same capability as traditional diesel-powered vehicles without the noise or pollution typically associated with refuse trucks. Related reading - https://www.bigmacktrucks.com/topic/50167-sacramento-to-run-electric-garbage-truck-on-regular-routes/?tab=comments#comment-372253 .

International Backs A26 Engine With Uptime Commitment Heavy Duty Trucking / August 18, 2017 International has launched the A26 Customer Uptime Assurance Program, backing the recently launched A26 12.4L engine with the promise of reimbursement for extended downtime. If a customer experiences a warrantable failure on an A26 engine within its two-year standard warranty period, and experiences downtime greater than 48 hours from the time of diagnosis, International Truck will provide the customer with a $250 International Advantage Card, good for future parts and service purchases at an International dealership, subject to standard conditions. Customers may be eligible for a maximum of eight cards per vehicle over the two-year period, a value of as much as $2,000 per vehicle. "The new A26 big-bore engine was designed with uptime in its DNA, and the best customer support in the business," said Michael Cancelliere, president, truck and parts. "We are so confident in the unparalleled uptime offered by the A26 that we are now offering a program that provides customers financial reimbursement if our uptime commitment is not met." In pursuit of improved uptime, International Truck designed the A26 engine for increased service intervals that keep customers on the road longer, including oil, aftertreatment, and a longer coolant service interval of eight years, 15,000 hours and 1.2 million miles. "By design, the engine coolant and the A26 will perform for years to come for customers who order it in the LT Series or RH Series vehicles," said Darren Gosbee, vice president, powertrain. "Our engineers continuously test and validate the A26 engine, and the team approved the extended coolant service interval in an effort to provide customers with additional efficiencies that help them reduce their total cost of ownership." The Uptime Assurance Program applies to all stock and sold vehicles in the International LT Series and the International RH Series that are powered by an International A26 engine and enrolled in the company's OnCommand Connection Advanced Remote Diagnostics system or its OnCommand Connection Telematics. Customers should contact their local International Truck dealer for program details. .

Now, you have personally insulted me, as well as another BMT member for the third time. An apology is in order sir.

Reread what I wrote. I was talking only about this thread that I started. I was not dredging up old history about other threads, rather I was addressing the present about this thread, talking about posts just made. When one member insults another member on a thread that I started, I take it personally, as my integrity was been slighted.

I beg your pardon, I don't know a "Diana". And no one by that name (to my knowledge) is involved in the issue with the thread in mention. I'm confident sir that you do not condone personal insults. As you can see below, Teamstergrrrl did not insult anyone in her two comments on my thread. I like manuals, but after eight decades the automatics have caught up. And training time is a factor too- I was at a training for water system operators the other day, and was amazed how much training it takes to run a water treatment plant properly. So should we give a new water system operator a weeks less training in running water systems so we can teach them how to drive a municipal truck with a stick shift? Rowdy, if we're hiring someone to run the water system, it doesn't matter if they can drive a stick shift or not. At the water operator training the other day every municipal truck in the parking lot had an automatic. I drove my own car there and was probably the only attendee that shifted gears to get there! You might also note that the law also protects people with disabilities from discrimination, which means if our best applicant didn't have two functional legs we'd have to provide an automatic transmission vehicle. When I respectfully "suggest we all make a conscious effort to respect each other's differing opinions and refrain from insults", my meaning of "all" is everyone.

Sir, I do not appreciate you posting blatantly insulting comments on my thread (2018 Ford F-150 News) that are an attack on a fellow BMT member. This was an innocent thread about the 2018 Ford F-150, and you came along and destroyed its pleasant tone by insulting another member's intelligence. As I said on Friday, this is getting old real fast. Socially-accepted norms of behavior on forums disallow name-calling, personal insults, threats, profanity and vulgarity. TeamsterGrrrl, in her comments below, did not attack you, nor anyone else. And yet you insulted her not once, but twice. I would never respond to your posts with heartless insults. I must respect everyone's opinion. I like manuals, but after eight decades the automatics have caught up. And training time is a factor too- I was at a training for water system operators the other day, and was amazed how much training it takes to run a water treatment plant properly. So should we give a new water system operator a weeks less training in running water systems so we can teach them how to drive a municipal truck with a stick shift? Rowdy, if we're hiring someone to run the water system, it doesn't matter if they can drive a stick shift or not. At the water operator training the other day every municipal truck in the parking lot had an automatic. I drove my own car there and was probably the only attendee that shifted gears to get there! You might also note that the law also protects people with disabilities from discrimination, which means if our best applicant didn't have two functional legs we'd have to provide an automatic transmission vehicle. Like a Bulldog and anyone in the truck business, nobody here is thin-skinned. But I suggest we all make a conscious effort to respect each other's differing opinions and refrain from insults. After all, at the end of the day, though we each hail from different "necks of the woods", we're all one big family. We all have just one life and it's far too short. Enjoy yourself on BMT, and enjoy your life. And it's far easier to with a smile and positive outlook.

Volkswagon with the Caddy and multiple versions of the Tranporter and Crafter.

Sir, I have read every post from TeamsterGrrl on this thread, and see nothing that supports your accusations. She speaks knowledgeably and frankly, as do many others. This is getting old real fast. This is not the BMT that I love. If you're going to continue, I no longer want to be a part of it.