kscarbel2

trucktvaustralia / October 11, 2017 Victorian-based earthmoving transport company Eastern Plant Hire has refreshed Its ‘Ambassador’ program as an innovative strategy to address a shortage of quality drivers needed to sustain its rapid growth fueled by the national infrastructure investment boom. .

trucktvaustralia / October 11, 2017 The new trucks provide Benz with more opportunity and more success than ever before in Australia. .

So long as you calculate all the factors and get your startability right with the appropriate rear axle ratio, you'll never be underpowered. Top speed will be reduced, but it will certainly go fast enough for the infrequent interstate run. I'd rather have a Cummins ISB, but apparently Ford was the low bidder.

Why don't you call the good folks at Watt's Mack (1-888-304-6225) and ask for a 62QS179P2. The 62QS179 is non-locking (but no longer available) , and the P2 version is locking (with a key).

House tax reform plan would kill $7,500 EV credit, phase out estate tax Bloomberg / November 2, 2017 WASHINGTON -- Tesla, General Motors and other major carmakers pushing to boost U.S. electric car sales were dealt a blow by House Republicans who on Thursday proposed eliminating a $7,500 per vehicle tax credit that has helped stoke early demand for the still small segment of the U.S. auto market. If adopted, the repeal would take effect after the 2017 tax year, according to a summary of the bill released Thursday by the House Ways and Means Committee as part of a sweeping overhaul of the U.S. tax code that would eliminate some deductions and cut the corporate tax rate to 20 percent. The Senate is crafting its own version. Automakers from Detroit to Yokohama are betting big on an electric future with plans to spend billions of dollars on new pure-electric models to be rolled out in the coming years despite limited sales to date. Availability of the credit has been capped at the first 200,000 qualifying vehicles sold by each manufacturer. No automaker has reached that cap yet. “That will stop any electric vehicle market in the U.S., apart from sales of the highly expensive Tesla Model S,” said Xavier Mosquet, senior partner at consultant Boston Consulting Group, who authored a study on the growth of battery powered vehicles. “There’s no Tesla 3, no Bolt, no Leaf in a market without incentives.” Phasing out estate tax Separately, the proposed overhaul also calls for phasing out the estate tax -- a 40 percent levy applied to estates worth more than $5.49 million dollars for individuals or $10.98 million dollars for couples. Repealing it has been a priority for the nation’s car dealers. The National Automobile Dealers Association has argued that the tax hurts dealerships, which cannot easily liquidate assets to pay the tax. The NADA also contends a tax liability makes it less likely a business will be passed on to the next generation. Tesla trouble A premature end to the EV credit could have outsized impact for Tesla, which is striving to scale up production of its least expensive electric car, the $35,000 Model 3 sedan. The company has said it has hundreds of thousands of would-be buyers holding reservations for the vehicle. Tesla shares extended declines after Bloomberg reported on the proposed elimination, plunging as much as 8.9 percent to $292.63, the lowest intraday since May 4, before rebounding back to $299.26 a share. The company declined to comment on the GOP proposal. Eliminating the credit will also impact other carmakers offering electric vehicles such as GM and Nissan Motor Co., which according to the Alliance of Automobile Manufacturers, collectively offer more than 30 EVs in the U.S. market. Carmakers are under pressure to sell vehicles in higher volumes each year under an electric car sales mandate administered by regulators in California. Ten other states also follow that policy. That puts the auto industry "in the middle between contradictory government policies," Alliance spokeswoman Gloria Bergquist said in a statement. "There is no question that the elimination of the federal electric vehicle tax credit will impact the choices of prospective buyers and make the electric vehicle mandate in 10 states -- about a third of the market -- even more difficult to meet,"said Bergquist, whose trade association represents a dozen automakers including GM, Ford Motor Co. and Volkswagen AG. GM vowed to fight, saying the credits are "an important customer benefit that can help accelerate the acceptance of electric vehicles." Ford didn’t immediately respond to a request for comment. Nissan declined to comment. "We are extremely disappointed in H.R. 1’s proposed repeal of the incentive for plug-in electric drive vehicles," Genevieve Cullen, president of the Electric Drive Transportation Association, said in a statement. "Congress should maintain the plug-in electric drive tax credit, which is promoting industry investment and creating jobs in the U.S., while helping consumers save on energy costs and enhancing public health." EV sales held back EV sales have been held back by a lack of variety of electric models, high sticker prices fueled by expensive battery packs and limited driving ranges compared to gasoline-fueled vehicles. Yet automakers expect those challenges to ease in the coming years. "The EV tax credit repeal would cede U.S. leadership in clean vehicles, putting our companies at a competitive disadvantage and threatening jobs while costing drivers more at the pump and increasing pollution," Luke Tonachel, director of the Natural Resources Defense Council’s Clean Vehicles and Fuels Project, said in a statement. Former President Barack Obama repeatedly proposed hiking the tax credit for electric vehicles to $10,000 and converting it to a point-of-sale rebate, but Congress failed to approve the measure.

House Republicans unveil tax reform plan The Guardian / November 2, 2017 House Republicans put out long-awaited legislation that would slash the corporate tax rate and repeal inheritance taxes of multimillion-dollar estates Donald Trump’s push for deep tax cuts reached a milestone on Thursday as his fellow Republicans in the House of Representatives unveiled a long-awaited plan which would benefit corporations and the wealthy but is less generous to the middle class. The legislation would permanently lower the corporate tax rate to 20% from 35% and repeals the inheritance tax on multimillion-dollar estates in what would be the most sweeping change to the United States tax code in three decades. It also would reduce the number of tax brackets from seven to four and nearly double the standard deduction that most Americans take on their tax returns to $12,000 for individuals and $24,000 for couples. Although the Republicans had long described their effort as a push for “tax reform”, the bill entitled “the Tax Cuts and Jobs Act” was presented explicitly as a tax cut on Thursday. The GOP speaker, Paul Ryan, hailed the plan as a “very important and special moment” for the country and claimed that it would reduce taxes for a family of four that makes $59,000 a year by $1,182, while fellow Republicans such as the majority whip, Steve Scalise, boasted that it would allow Americans to fill out their taxes on a postcard. The White House put out a statement praising the legislation as providing “the rocket fuel our economy needs to soar higher than ever before”. Trump later said the legislation was “a big, beautiful Christmas present in the form of a tremendous tax cut” while speaking to reporters. The sweeping tax cuts, long a priority of the Trump administration and congressional Republicans, faces major obstacles to passage as Democrats are almost uniformly skeptical of the plan and a number of Republicans have concerns. Among the biggest red flags within the GOP are a provision to cap the deduction for state and local income taxes, which has faced skepticism from Republicans who represent high-tax states such as New York and New Jersey and the plan’s addition of $1.5tn to the national debt, which may raise the ire of deficit hawks. The bill would eliminate the tax deduction for state taxes and leave only a limited deduction for up to $10,000 in local property taxes. The legislation is expected to face fierce opposition from realtors and the homebuilding industry as well over a provision to cap the deduction for mortgage interest on newly purchased homes at $500,000. It also has already sparked opposition from the National Federation for Independent Business, a small business lobby. The group expressed concern that the corporate tax cuts on small businesses that pay taxes on pass-throughs via their owner’s individual tax returns were insufficient. Democrats vowed to rally opposition to the tax bill using a similar approach to the one used to help stop a Republican healthcare plan, which fell one vote short in the Senate amid widespread resistance among the public. House Democratic leader Nancy Pelosi panned the tax proposal a “shell game” and a “Ponzi scheme” and said the plan was analogous to a banquet for the wealthiest Americans, who tossed crumbs to middle-class families while they feasted. According to a summary obtained by news organizations, the long-awaited tax plan would: Limit the widely used deduction for mortgage interest for newly purchased homes at up to $500,000, a sharp reduction from the current $1m cap. Limit the deductibility of local property taxes to $10,000. Eliminate the deduction for state income taxes. Nearly double the standard deduction used by most Americans to $12,000 for individuals and $24,000 for families. Slash the corporate tax rate from 35% to 20%. Repeal the inheritance taxes on multimillion-dollar estates. Increase the child tax credit from $1,000 to $1,600, though the $4,050 per child exemption would be repealed. Shrink the number of tax brackets from seven to four, with respective tax rates of 12%, 25%, 35% and 39.6%. Preserve a popular retirement account for middle-class Americans by leaving intact existing rules on 401(k) retirement accounts and the ability of Americans to contribute up to $18,000 into the accounts tax-free. GOP leaders briefed rank-and-file lawmakers on the proposal on Thursday morning ahead of a formal rollout and a show of unity event at the White House with Donald Trump. A major revamp of the tax code, the first in three decades, is a top legislative and political priority of Republicans. But curtailing the state and local income tax deduction is sure to face opposition from Republicans in high-tax states. “I view the elimination of the deduction as a geographic redistribution of wealth, picking winners and losers,” said Representative Lee Zeldin of New York. “I don’t want my home state to be a loser, and that really shouldn’t come as any surprise.” The New York Republican later came out against the bill. The legislation is a longstanding goal for Capitol Hill Republicans who see a once-in-a-generation opportunity to clean up an inefficient, loophole-cluttered tax code. The influential conservative representative Mark Meadows dismissed proposed retirement changes as a “non-starter”, adding “that’s what most of middle-income America uses as their nest egg”. The plan calls for nearly doubling the standard deduction used by most average Americans to $12,000 for individuals and $24,000 for families, and increasing the per-child tax credit. On net, it could mean tax increases for many upper-middle-income families. Slashing the corporate tax rate from 35% to 20% was a key demand of Trump’s. Repealing the inheritance taxes on multi-million dollar estates would also represent a big break for the wealthy. Republicans and Trump argue that sharply cutting tax rates for businesses improves US economic competitiveness, but the possibility of letting the lower corporate rates expire is rankling some longtime advocates who say the uncertainty could limit its boost to the economy. The ambitious timetable calls for passing the complex measure in the House by Thanksgiving and House Republicans have already announced a markup hearing for the bill on Monday.

GOP tax plan would shrink mortgage interest benefit, slash corporate tax rate The Washington Post / November 2, 2017 House Republicans on Thursday proposed the biggest overhaul of the U.S. tax code in three decades, a plan that would sharply cut tax rates for corporations and individuals while eliminating many popular deductions that Americans have long enjoyed. At its core, the legislation would deliver the kind of tax relief to companies — $1 trillion over 10 years — that Republicans say will spark economic growth and encourage businesses to create more jobs and invest heavily in the United States. Far less clear is the bill’s impact on middle- and working-class households. The trade-off between reducing tax rates but curtailing deductions — such as the amount homeowners can take off their mortgage interest payments — means the impact will vary widely from one family to another. Many Americans who need to take out big loans to buy homes in expensive areas, such as New York, Boston and San Francisco, could see their taxes go up. The Washington region would be a prime example of the trade-offs. High salaries here at lower tax rates would deliver savings off Internal Revenue Service bills. But high home prices mean home buyers take out big loans. The D.C. region is home to six of the 10 counties where residents take the highest average mortgage deduction. The GOP bill would also scale back the amount Americans can deduct from their federal bill because of taxes paid to state and local governments. That could punish those who live in states with high income taxes — states generally are governed by Democrats. The uneven effects of the legislation — and the possibility that some middle-class Americans could see their tax bills rise — promise to complicate the Republican effort to unify behind the bill. Several powerful lobbying organizations, some long aligned with the GOP, vowed Thursday to fight the proposal. But for Republicans, the tax push represents possibly their last opportunity to pass a major piece of legislation before campaign season begins for next November’s elections, when their majorities in the House and Senate will be challenged. President Trump has put changing the tax code at the center of his domestic agenda, and the party holds enough seats in the House and Senate to pass the bill into law without support from a single Democratic lawmaker. But to succeed, GOP lawmakers will have to avoid the internal divisions that have undermined other major legislative efforts, including multiple failed attempts to repeal the Affordable Care Act. The bill, unveiled by GOP leaders Thursday morning, would slash the corporate tax rate from 35 percent to 20 percent, the most significant in a series of benefits the bill contains for businesses. In addition to the $1 trillion in total tax cuts over 10 years for businesses, the proposal would mean $300 billion in tax cuts for households and families, as well as $200 billion in tax cuts — almost all of which will accrue among the wealthiest families — by repealing the estate tax, according to estimates from the nonpartisan Committee for a Responsible Federal Budget. The legislation is the result of months of negotiation among Trump administration officials and many Republican lawmakers, discussions that continued right up to the hours before the bill’s release. On Wednesday evening, House Ways and Means Committee Chairman Kevin Brady (R-Tex.) suggested the party might wobble on Trump’s promise to permanently cut the business tax rate, instead having the rate expire after eight years as part of an effort to facilitate the bill’s passage in the Senate. But in a late change, Republicans extended the cut in the business tax rate, in part by scaling back the scope of a new “Family Flexibility Credit” for parents and non-child dependents that the bill would create, said several people involved in the discussions who were not authorized to discuss them publicly. In the version of the bill introduced Thursday, the credit would be worth $300 annually and would be eliminated in five years. For individuals and families, income-tax rates would go down. Presently, families have to pay a tax rate of 39.6 percent on income above $470,700. The House Republican bill would apply that tax rate only to income above $1 million for families. Rates further down the income spectrum would be cut as well. “It’s an awesome tax cut,” said Rep. Bill Flores (R-Tex.). “I mean, it rebuilds working-class America — great for jobs, great for the economy. It’s going to be huge.” The bill would seek to balance revenue lost to the rate cuts, however, by scrapping numerous tax breaks, some of which are used by tens of millions of Americans and have large-scale support. The change to the mortgage interest deduction drew immediate attention Thursday. Under current tax law, Americans can deduct interest payments made on their first $1 million worth of home loans. The bill would allow existing mortgages to keep the current rules, but for new mortgages, home buyers would be able to deduct interest payments made only on their first $500,000 worth of loans. The proposal to scale back allowing Americans to deduct state and local tax payments from their federal bill was particularly contentious during negotiations. Republicans initially proposed eliminating that deduction entirely, but after a revolt from GOP lawmakers from New York, New Jersey and other high-tax states, the bill introduced Thursday contained a compromise. The bill would allow people to deduct their local property taxes from their taxable income, but only up to the first $10,000. Americans would no longer be able to deduct their medical expenses or property and casualty losses, according to a document outlining the plan. Tax credits for electric cars would be eliminated. Americans would no longer be able to deduct moving expenses or alimony payments. Large college endowments would pay taxes on their income in a way that treats them more like private foundations. Some deductions would be expanded. The bill would nearly double the standard deduction that many Americans claim on their taxes, raising it from $12,700 to $24,000 per family. But this benefit would be partially offset by the elimination of the personal exemption many Americans can claim, which can be large for families with multiple children. The bill would also increase the child tax credit from $1,000 per child to $1,600. That credit would phase out once a family earns more than $230,000 a year, more than double the current $110,000 threshold. The bill would add up to $1.5 trillion over 10 years to the national deficit, a move that contrasts with Republicans’ efforts under President Barack Obama to block legislation that could have expanded the deficit. With legislation introduced, the GOP tax effort moves into a new and perilous phase, with party leaders working to unify their caucus behind the measure while individual lawmakers seek changes that match their ideologies or the preferences of their constituents and donors — all while Democrats pound the measure and attempt to rally the public against it. Party leaders are setting an ambitious timeline, with the House and Senate hoping to pass legislation before Thanksgiving. A Senate bill has not yet been introduced. The GOP effort will also be tested by what House Speaker Paul D. Ryan (R-Wis.) warned would be an “army of lobbyists” that would push Congress to make changes on behalf of their client industries and interest groups. At least one major industry group, the National Association of Home Builders, announced days before the bill was released that the group would not support it, and others joined the attack within minutes of the measure’s unveiling. The National Federation of Independent Businesses said it was also not backing the effort, saying the legislation “leaves too many small businesses behind.” Other business groups lauded the bill and are expected to try to help it win passage. “In terms of a legislative text that addresses the core issues that must be addressed if we are going to grow our economy faster and raise wages for families, this is a home run,” said Neil Bradley, chief policy officer at the U.S. Chamber of Commerce. Among lobbying groups, the change to the mortgage interest deduction has proved particularly contentious. Some budget experts have said this change is necessary because otherwise the tax code essentially subsidizes the purchase of large homes in the wealthiest parts of the country. But housing groups have long fought off such a change, as the median home price in numerous parts of the country can be very high. Jerry Howard, chief executive of the National Association of Home Builders, said his group would fight the bill “tooth and nail,” claiming that it could lead to a decline in home prices and a housing recession. “This now is a direct assault on the American dream of homeownership,” he said in an interview. Republicans said these changes are necessary to allow them to lower tax rates for all taxpayers. But many Democrats signaled opposition, vowing to fight its passage even while in the political minority. “This bill is like a dead fish,” said Senate Minority Leader Charles E. Schumer (D-N.Y.). “The more it’s in sunlight, the more it stinks, and that’s what’s going to happen.” The bill would not make changes to popular retirement plans such as 401(k)s, though. It also would not attempt to repeal provisions of the Affordable Care Act, though Republicans have said they might try to change the bill later for these purposes. The legislative fight over the tax bill has become the Trump administration’s biggest political goal after failed attempts to repeal the ACA. Trump wants the legislation to pass the House and the Senate by the end of the year, though they must resolve numerous differences. Other changes in the bill would be far-reaching. It would, for example, make changes to college savings programs and have new requirements for tax-exempt organizations such as churches and charities. Republican supporters of the measure said Americans will see a number of changes if the tax plan is signed into law, but they argued that the final result would be a major tax cut. “They’re interested in tax relief,” said Rep. Peter J. Roskam (R-Ill.). “They’re not particularly interested in the formula by which that relief gets to them.”

Next-gen Ram 1500 interior sports more tech Automotive News / October 31, 2017 DETROIT — The next-generation Ram 1500 will get a major tech upgrade when it debuts in January, including a huge touch-screen infotainment system and a power tailgate that can be activated using the key fob, new spy shots reveal. The 2019 Ram 1500, codenamed "DT," is to be shown for the first time at the Detroit auto show in January and is scheduled to go into production the same month in suburban Detroit. The retooled pickup's exterior styling was captured by spy photographers earlier in October after a windstorm blew off its protective cover. Now the new 1500's interior has been caught fully exposed. The photos show a large, vertically oriented infotainment screen that looks to rival the 17-inch screen in the Tesla Model S, and would host both the pickup's infotainment system and climate controls. As the automaker has done with its previous versions of Uconnect, the new Ram will keep redundant analog controls for its systems, along with those integrated into the touch screen, the spy shots show. It is unclear which trim level of the 2019 Ram 1500 appears in the photographs, but they show added safety features as well, including park assist, lane-keep assist and a built-in trailer brake. The pickup's air suspension system — which can raise and lower the truck's height to improve ingress and egress, will be carried over — the shots show. A photograph of the pickup's key fob also reveals a new power tailgate button, but it's unclear whether the tailgate can be activated to both open and close. The shots also reveal a redesigned console with improved storage space. The next-generation DT Ram 1500 should be in U.S. dealerships in spring 2018, and will be sold alongside the current generation DS Ram 1500 for at least a year while production of the newer version ramps up, Fiat Chrysler Automobiles CEO Sergio Marchionne said last week. Photo gallery - http://www.autonews.com/apps/pbcs.dll/gallery?Site=CA&Date=20171016&Category=PHOTOS01&ArtNo=101609996&Ref=PH .

Beijing is like Los Angeles (except it has more good Chinese restaurants). The mountains block the wind from blowing it out. Nice city in a terrible location. and that was almost 10 years ago. Not the same country. Look out over any city from a high-rise and you'll see major skyline changes by the day.

Bob, I like the idea of an affordable piece of fire apparatus. You know it's geared low (high numerically). I think it will work fine.

I have no problem with a government-owned rail system if it is managed well. AMTRAK never has been. Labor's not cheap there anymore. Those are the old days. They have unions (ACFTU), but they don't hinder. They have more social programs than the US. They have an EPA....The Ministry of Environmental Protection And speaking on renewable energy spending, they want from 64 gigawatts in 2011 to 287 in 2016.

Let me get this straight. If you've been a radio talk show host, run for office (unsuccessfully) and have degrees in political science and public administration, that equates to being an expert in agriculture and science. And, he said this all with a straight face (that alone confirms he's politician material).

Sam Clovis, Trump’s nominee for USDA’s top scientist, confirms he has no hard science credentials Juliet Eilperin, The Washington Post / November 2, 2017 The U.S. Department of Agriculture’s chief scientist nominee, Sam Clovis, who now serves as the agency’s senior White House adviser, confirmed in an Oct. 17 letter obtained by The Washington Post that he has no academic credentials in either science or agriculture. But the former Iowa talk radio host and political science professor contended in the letter to the Senate Agriculture, Nutrition and Forestry Committee’s top Democrat, Debbie Stabenow (Mich.), that his time teaching and running for political office in the Hawkeye State steeped him in the field of agriculture. The post for which President Trump has nominated his campaign co-chair — USDA undersecretary for research, education and economics — has traditionally been held by individuals with advanced degrees in science or medicine. The 2008 farm bill specifies that appointees to the position should be chosen “from among distinguished scientists with specialized training or significant experience in agricultural research, education, and economics,” given that the official is “responsible for the coordination of the research, education, and extension activities of the Department.” Clovis, who possesses a bachelor’s degree in political science, an MBA degree and a doctorate in public administration, repeatedly acknowledged his lack of background in the hard sciences when responding to Stabenow. “Please list all graduate level courses you have taken in natural science,” the second of 10 questions requested. “None,” Clovis replied. “Please list all membership and leadership roles you have held within any agricultural scientific, agricultural education, or agricultural economic organizations,” the third question read. “None,” Clovis replied. “Please describe any awards, designations, or academic recognition you have received specifically related to agricultural science,” the fourth question read. “None,” Clovis replied. Then came the fifth question, which asked, “What specialized training or significant experience, including certifications, do you have in agricultural research?” He answered: “I bring 17 years of agriculture experience integrated into both undergraduate- and graduate-level courses throughout my teaching career as reflected in my curriculum vitae as well as the Committee’s questionnaire.” And having twice run for statewide office, he added that “one cannot be a credible candidate in that state without significant agricultural experience and knowledge.” Clovis, who has said the consensus scientific view that human-generated greenhouse gas emissions have driven recent climate change is “not proven,” has published and taught extensively about homeland security and foreign policy. He lists 17 examples of publications and scholarly activity on those two topics since 1992 on his CV, along with six teaching stints that cover those issues along with business administration. None of those scholarly activities mentions the word “agriculture,” though he identifies “economic impact on agriculture of environmental and conservation public policy programs” among his research interests. He also lists agriculture and rural public policy as a topic on the conservative radio show he hosted from 2010 to 2013 and as one of his areas of interest as Trump’s campaign co-chair. The USDA press office did not respond Wednesday to repeated requests for comment about the nominee’s agricultural experience. Clovis is tentatively slated to have a hearing before the Senate Agriculture Committee on Nov. 9. His confirmation hearing is likely to focus not only on controversial statements he has made in the past, including the suggestion that protecting gay rights could prompt the legalization of pedophilia, but on the revelation this week that he was one of the top officials on the Trump campaign who was aware of efforts by foreign policy adviser George Papadopoulos to broker a relationship between the campaign and Russian officials. Asked about the letter, Stabenow said in a statement that Clovis’s answers show why the Senate should not confirm him as USDA’s chief scientist. “It’s clear from his own words that Sam Clovis does not meet the basic qualifications required for the job,” Stabenow said. “This fact alone should disqualify him, not to mention his long history of politically charged comments and the recent questions surrounding his time as co-chair of the Trump campaign.” .

That's the address of the Empire State Building. C'mon Bob, that was on a test last year. The headquarters for Mack moved from the Empire State Building to Plainfield, New Jersey in 1955. Mack had a massive presence in New York, but at one time was a much larger corporate citizen of New Jersey than Pennsylvania. John's good people. He produced some one-off books for me. ----------------------------------------------------------------------------- Mack Plants – New York City, New York The purchase of the Hewitt Motor Company in 1912 by the International Motor Company (the holding company of Mack Brothers Motor Car Company) resulted in the acquisition of Hewitt’s large plant located at West End Avenue and 64th Street in Manhattan. Hewitt trucks and Arco radiators (a subsidiary of the International Motor Company) were produced there, as well as Alco truck spare parts under contract for the American Locomotive Company (which had discontinued truck production in 1913) In 1913, the facility was enlarged to 200,000 square feet, with a garage capacity of 350 trucks, to serve as a factory service center. By 1914, both the corporate headquarters of the International Motor Company and Mack R&D center were located within the massive complex. The facility also acted as a parts distribution center (PDC) until 1920, with the opening of the New Brunswick, New Jersey, PDC. By the early 1930s, the factory service center had fully shifted to Mack’s massive Long Island City location, and the company’s corporate headquarters had moved downtown to the Cunard Building on lower Broadway (before relocating to the Long Island City plant in 1936, the Empire State Building in 1943, Plainfield, New Jersey in 1955, Montvale, New Jersey in 1964 and Allentown, Pennsylvania in 1965). Note: Legendary Mack chief engineer and vice president Alfred Fellows Masury was one of the founders of the Hewitt Motor Company https://www.bigmacktrucks.com/topic/34219-mack-trucks-the-facilities/?tab=comments#comment-226402

Being the world's largest market for heavy trucks, I spend considerable time supporting our effort there. One point I'd like to make is that China for some time now is no longer a low cost production location. Wages are quite high nowadays making export prohibitive. Locations like Thailand, Vietnam and India are today's low cost production bases. Production capacity is massive in China, to meet the likewise massive domestic demand in the world's largest commercial truck and light vehicle market. China's heavy truck production plants are state-of-the-art, with assembly lines provided by world leaders like ABB (http://new.abb.com/automotive). They're not piddling with yesterday's diesel engine tooling, rather they're getting our full attention with advanced designs just one step behind the global brands. And they've done this in less than 20 years. I've seen many suppliers exceeding OEM level! If you want low price, you can still find it.....but you get what you pay for.

Trump’s Nominee to Lead FMCSA Backs ELD Mandate Transport Topics / October 31, 2017 WASHINGTON — The nominee to become the country’s top trucking regulator said he would review potential hardships an upcoming mandate on electronic logging devices could have on smaller carriers, while ensuring the agency he would oversee would carry out the mandate. “I would look forward to working with industry and all stakeholders: safety, advocates and particularly impacted sectors of commerce,” Ray Martinez, picked by President Donald Trump to lead the Federal Motor Carrier Safety Administration, told the Senate Commerce Committee on Oct. 31. “I’ve heard that this rule could cause serious hardship to some small independent truckers, particularly those working in the agricultural sector. So I’d want to meet with those involved in those areas who oppose the rule to learn more about their concerns,” he added, reaffirming the administration’s position on a mandate that has pitted large carriers in favor of ELDs against smaller trucking operators who oppose the devices. Martinez, who is chief administrator of the New Jersey Motor Vehicle Commission, went on to explain to N.J. Sen. Cory Booker (D) that ELDs are necessary for promoting accurate record-keeping of a trucker’s on-duty hours of service. As he put it, “What we experienced in the past was that it was paper-based, which means it was very susceptible to fraudulent entries.” The mandate was advanced by Congress several years ago. Lawmakers followed up with FMCSA to ensure it would be finalized. The rule requires carriers to equip their trucks with ELDs starting Dec. 18. Regulators have traveled the country to explain the rule to truckers and executives. American Trucking Associations and other industry groups have emphasized they are ready execute the mandate. At his state of the industry address Oct. 23, ATA President Chris Spear said, “This issue has been legislated, promulgated and litigated. And it is now time to move forward.” Opponents continue to press for a delay to the mandate, arguing ELDs would add to costs and violate their privacy. Martinez also told Booker that it was critical for regulators to examine the role fatigue plays in highway crashes. And, he argued data analytics could be a useful tool for enhancing safety. “We have to be a data-driven organization,” he said of FMCSA. “We rely on 13,000 partners in the state level who are also stretched. We have to be focused in our efforts, and we need data to do that; appropriate data to do that.” The agency is adhering to a congressional requirement and updating its Compliance, Safety, Accountability scoring program, a data-centric safety metric for carriers. In written answers to a questionnaire required by the committee, Martinez said he would engage the agency in the integration of self-driving technologies. “FMCSA must ensure appropriate, balanced regulation and seamless integration of any new and developing technologies into the existing highway safety landscape without hindering innovation,” Martinez indicated. The Commerce Committee is expected to vote on Martinez’s nomination before the end of the year. If confirmed, he would succeed acting Administrator Daphne Jefferson. Before leading the N.J. Motor Vehicle Commission, Martinez was commissioner of the New York State Department of Motor Vehicles. Prior to that, he worked on White House advance teams for domestic and international trips for Republican presidents, according to background on the state commission’s website. .

Transport Topics / November 1, 2017 Truck makers highlighted growing demand for their equipment in third-quarter earnings reports even as they posted mixed results. One saw profitability slip but revenue climb, while two others reported an increase in net income and revenue. Daimler AG said net income fell 17% and revenue rose 6% in the period ended Sept. 30, with sales of 824,100 cars and commercial vehicles — up 9% from a year earlier and a quarterly record for total unit sales. Daimler’s net income equivalent was $2.63 billion, or $2.36 per share, compared with $3.17 billion, or $2.83, in the same year-ago period. Based in Stuttgart, Germany, Daimler reports in euros. Its Mercedes-Benz cars division — its largest business unit — fell 22% following increased expenses for warranties and voluntary services related to diesel engines. Revenue rose 6% to $47.4 billion compared with $44.8 billion a year earlier. Sales of North American trucks in Classes 6-8 rose to 45,300 compared with 31,400 a year earlier — marking its first year-over-year gain since 2015. The North American Free Trade Agreement region is the company’s largest truck sales market. Overall, the truck unit’s earnings before interest and taxes rose to $714 million, compared with $539 million, despite higher costs for raw materials, new technologies and future products. “Daimler Trucks anticipates a significant increase in its total units compared with 2016. We intend to strengthen our strong market position with significantly higher unit sales in the NAFTA region,” Daimler CFO Bodo Uebber said during a recent earnings call with analysts. He did not provide figures. Also, Daimler Trucks North America is testing wireless connected trucks on highways in Oregon and Nevada, and plans to test truck platooning in actual transport conditions in 2018. Meanwhile, Volvo Group reported net income more than doubled and revenue climbed. Its North American brands are Mack Trucks and Volvo Trucks North America. Net income climbed to the equivalent of $658 million, or 32 cents, compared with $311 million, or 15 cents, year-over-year. The Gothenburg, Sweden-based company reports in krona. Revenue rose to $9.2 billion, compared with $8.2 billion a year earlier. In North America, the long-haul and regional-haul segments are rebounding and the construction segment continued to perform well in the quarter. Good economic conditions, increasing freight rates and stabilized used-truck prices contributed to increasing demand. Volvo targeted retail sales in North America to hit 235,000 trucks for 2017, rising in 2018 to about 260,000 trucks. In the quarter, the company’s Class 8 orders in North America jumped to 12,096 compared with 6,764 a year earlier. Within that total, orders for Mack Trucks hit 6,763 compared with 3,903 in the 2016 period. The increase was driven by gains in the construction and highway segments for both brands. The company noted its recent Class 8 product launches mark the biggest upgrade of its North American models in 20 years. Also, Paccar Inc., whose North American brands are Kenworth Truck Co. and Peterbilt Motors Co., reported net income of $402.7 million, or $1.14, compared with $346.2 million, or 98 cents, a year earlier. Revenue rose to $5.06 billion compared with $4.25 billion. Its third-quarter results “reflect a strong European truck market, increased Paccar market share in North America and record global aftermarket parts results,” Paccar CEO Ron Armstrong said in a statement. Parts revenue rose to $840 million compared with $765 million in the 2016 period. The combined Class 8 retail sales market share for Peterbilt and Kenworth in the United States and Canada rose to 30.1% compared to 27.9% in the same period last year. Paccar said Class 8 retail sales for the United States and Canada are expected to be between 210,000 to 220,000 vehicles in 2017, and increase in 2018 to between 220,000 to 250,000 vehicles. Paccar opened its innovation center in Sunnyvale, Calif., during the quarter to coordinate next-generation product development and identify emerging technologies that will benefit future vehicle performance, including autonomous driving and truck platooning, truck connectivity and powertrain electrification.

EPA Aiming to Yank Glider Kits from GHG/MPG Rule David Cullen, Heavy Duty Trucking (HDT) / October 31, 2017 The Environmental Protection Agency has begun the formal process to launch a rulemaking that would eliminate provisions affecting glider kits within the Phase 2 Greenhouse Gas Emissions and Fuel Efficiency Standards, which start to take effect in January. The new rules as written call for allowing glider kits only for their original purpose, which was seen as reclaiming powertrains from wrecked trucks and reusing them in new bodies and chassis. This restriction is to become effective in January of 2021. Back on August 17, EPA Administrator Scott Pruitt announced that the agency would address concerns about the GHG Phase 2 rules raised by stakeholders in the trailer and glider industries by initiating “a rulemaking process that incorporates the latest technical data and is wholly consistent with our authority under the Clean Air Act.” As far as trailers go, a court decision has outpaced any reform action by EPA. On Oct. 27, a court granted a motion by the Truck Trailer Manufacturers' Association that sought to stay the trailer provisions of the GHG rule until ongoing litigation regarding the rule ran its course and the agencies that jointly promulgated the rule (EPA and the National Highway Transportation Administration) determined their course of action. That court ruling only pertains to the conflict over trailers, but now EPA has moved forward on its stated intention to strip the glider kit restriction out of the Obama-era GHG rule by initiating a highly targeted rulemaking. According to the White House Office of Management and Budget, on Oct. 20 it received the proposed rule to repeal the glider , RIN #2060-AT79, titled “Repeal of Emission Requirements for Glider Vehicles, Glider Engines, and Glider Kits.” However, the OMB website indicates that the rule’s text cannot be viewed as it “has not been published in a Unified Agenda” yet. Though glider kits account for a small percentage of total new truck sales, the older-model diesel engines they are powered by produce far more exhaust emissions than current engines, contended EPA during the Obama administration. At the time, the agency had become concerned at a surge in sales, from a few hundred per year 10 to 20 years ago to more than 20,000 in 2015. Most of those were highway tractors, and were undisguised efforts to get around modern emissions limits and the expensive engines needed to meet them, the agency claimed. As currently written, the glider kit restrictions will phase out gliders over the next four years. Beginning this January, volume production and sales of gliders using “pre-emission” diesels will be greatly curtailed. But low-volume builders, including individual truckers, may continue to buy and assemble glider kits using older engines until 2021. For major truck makers, the battle over glider kits may amount to fighting the last war and therefore it is a conflict they may well prefer to sit out. Consider what Daimler Trucks North America President and CEO Roger Nielsen told HDT recently about glider kits. “Regardless of what happens with the glider rule, we’re going to keep to the [Phase 2] rules we agreed to. We have moved on, so in our business plans, we took it as certain that this would happen. That phase-out of gliders, that’s our course. Nielsen added that “it’s interesting to watch the discussion,” noting that there are “not too many left providing gliders. There are certainly cases where customers need remanufactured engines to help replace wrecks, but the direction we are taking, and [at this point] still is the rule, that’s the path we’re going to take." .

Absolutely superb videos. Job well done.

Renault Trucks Press Release / October 25, 2017 Renault Trucks T works in extreme winter conditions as shown here operated by Dom Trans in Poland. .

A very nice vocational range.

Iveco Trucks Press Release / October 27, 2017 New Stralis X-WAY combines the legendary Trakker chassis and off-road capability with the best-in-class payload, ultimate on-road performance and fuel efficiency. The Stralis X-WAY is IVECO’s completely new range specifically developed for vocational and construction logistics missions, which provides the PERFECT CROSSING for on-road applications requiring off-road mobility. The Stralis X-WAY delivers outstanding TCO with the best of IVECO’s fuel efficiency and on-road technologies, including its patented Hi-SCR technology that requires no parked regeneration. The Stralis X-WAY breaks new ground with the exceptionally low kerb weight of the Super Loader version, tested by UTAC at just 8,845 kg, which delivers the highest payload in its segment. It can carry 355 kg more load than the best vehicle certified by UTAC, resulting in a financial benefit of up to 23,500 € a year. Record modularity and mission-oriented design deliver a vast line up and the ability for customers to tailor the vehicle to their specific needs with no compromise. The Stralis X-WAY NP, powered by IVECO’s industry leading natural gas technology, offers a further environmental advantage combined with the payload and performance benefits of the range – a benefit for construction logistics operations in urban centres with restrictions on diesel vehicles and job sites operating 24/7 with noise constraints. IVECO launched the Stralis X-WAY, the entirely new range specifically designed for construction logistics and urban missions. It combines IVECO’s best fuel-efficiency and safety technologies with the legendary off-road robustness of its toughest vehicles to deliver high productivity with outstanding Total Cost of Ownership. The Stralis X-WAY raises the stakes in construction logistics and urban services missions with the biggest payload in its segment: its Super Loader version on an 8x4 chassis developed for concrete mixer applications weights in at less than 8,845 kg, taking the customers’ payload to new heights. The new range takes the modular approach to the extreme, offering a choice of line-ups that can be tailored to match the exact requirements of every mission with no compromise. This is a key asset in a highly vocational sector where transformation is the rule rather than the exception, and where requirements vary from country to country: with its extreme flexibility the Stralis X-WAY is able to provide the perfect answer to a vast range of very different missions – from light tipper to concrete mixer. Pierre Lahutte, IVECO Brand President, stated: “The Stralis X-WAY is the perfect truck for customers operating in the construction logistics and urban services sector. It stands out on the market for being designed specifically for this sector, with record modularity that enables us to match each customer’s mission exactly, without compromise. The exceptional payload of the Super Loader version is testament to this vehicle’s ability to meet the specific requirements of every application. This ultimate flexibility comes with the outstanding TCO that results from the cutting edge technology we introduced in our TCO2 Champion, the STRALIS XP, plus winning features such as our Hi-Traction system for off-road capability.” THE BEST PAYLOAD IN THE INDUSTRY: TESTED KERB WEIGHT OF 8,845 KG Weight sensitive missions such as concrete mixers, where the customer’s profitability depends on the payload the truck is able to carry, kerb weight is of paramount importance. The Stralis X-WAY raises the stakes with its Super Loader version developed specifically for concrete mixer applications, which delivers the best payload in the industry. It was tested by independent certification body UTAC on an 8x4 chassis in running conditions and pulled by best-in-class 9-litre 400 hp engines, and its kerb weight was measured at 8,845 kg. This best-in-class kerb weight was achieved through a number of design choices such as the redesign of the mechanical rear suspension, the chassis architecture and cross members optimisation, and the 400 hp IVECO Cursor 9 engine, new front ‘1-leaf’ and rear ‘2-leaf’ springs, 800-Nm PTO without clutch and optional aluminium rims and air tanks. The result is a robust vehicle our customers can rely on to deal with the driving conditions on a construction site while carrying the biggest payload in the construction logistics and urban services segment, then go on to deliver excellent fuel-efficiency, safety and comfort on the road. OUTSTANDING TCO: IVECO’S MOST ADVANCED TECHNOLOGIES FOR EFFICIENCY AND PERFORMANCE The Stralis X-WAY integrates IVECO’s most advanced features for on-road missions and the proven fuel reduction technologies that have been shown to reduce fuel consumption by 11.2% in the Stralis XP, as validated by leading technical service organisation TÜV SÜD. The completely redesigned driveline has taken performance and fuel efficiency to a new level. The patented Hi-SCR after-treatment system achieves a 97% NOx-abatement level – the highest in the market – and requires no parked regeneration, reducing maintenance costs and maximising the vehicle’s time on the road. The best-in-class Hi-Tronix automated transmission is available in 12- and 16-speed versions. The HI-MUX electrical and electronic architecture enables all the fuel saving and safety functions. These include the state-of-the-art HI-CRUISE system that integrates driving assistance functions such as eco-roll, predictive gear shifting and predictive cruise control. Also included are the Smart Auxiliaries that minimise fuel usage in every situation. Other features, such as the disc brakes further contribute to lowering the TCO. A MISSION-ORIENTED OFFER: MULTIPLE SET-UPS AND MODULAR APPROACH DELIVER ULTIMATE FLEXIBILITY The extensive line-up with 2- and 4-axle models and an 8x4 tridem; artics and rigid; a wide offer of engine, gearbox and Multipower PTOs, including the new sandwich PTO with up to 2,450Nm torque; three engines (Cursor 9, Cursor 11, which is new on the 6x4 and 8x4 versions, and Cursor 13) and three transmissions (manual, Allison automatic and ZF Hi-Tronix 12- or 16-speed automated) offers a wide variety of possibilities. The Stralis X-WAY is available in three vehicle set-ups to match every customer need, depending on the amount of off-road that will be required of the vehicle: the On set up features all the Stralis on-road characteristics of best visibility and cab access, now available also on multi-axle versions; the Off set up matches all the high mobility performances needed to fully comply with off-road homologation. On+ is the intermediate set up for customers who require the most favourable mix of On- and Off-road operation. STRENGTH AND GRIP FOR OFF-ROAD LAST MILE: LEGENDARY ROBUST CHASSIS AND HI-TRACTION The Stralis X-WAY combines its advanced on-road technologies with the legendary chassis of IVECO’s off-road vehicles, which have become a benchmark for robustness in the industry. It tackles with ease the off-road sections of its missions with features such as the new HI-TRACTION hydrostatic drive that provides additional hydraulic front-wheel traction when needed, improving the vehicle’s stability and the driver’s safety on difficult terrains. THE SUPERIOR COMFORT OF THE BEST LONG-DISTANCE ON-ROAD VEHICLES The Stralis X-WAY’s modular approach extends to the cab, so that customers can choose the one that best matches their mission and the time that will be spent on the road: the AD (Active Day) short cab with low roof, AT (Active Time) sleeper cab with low or medium roof, and for ultimate comfort, the Hi-Way sleeper cab that won the Truck of the Year 2013 award and was designed around the driver for on-road long-haul missions. Drivers will be just as comfortable and safe on the longer on-road sections of their missions and on the shorter off-road drives when collecting or delivering a load on a jobsite. MICHELIN X® WORKS™ TYRES OFFER A LOW ROLLING RESISTANCE AND THEREFORE POTENTIAL FUEL SAVINGS FOR DELIVERIES ON CONSTRUCTION SITES The new Stralis X-WAY is available with the MICHELIN X® WORKS™ tyres, developed for deliveries on construction sites. The tyre sizes 315/80 R 22.5 and 13 R 22.5 for steer and drive axles are low rolling resistance tyres (ECE/R117 labeling C for rolling resistance). The MICHELIN X® WORKS™ tyres enable transport operators to reduce fuel consumption compared to the previous MICHELIN X® WORKS™ XZY (ECE/R117 labeling D for rolling resistance) with no compromise on other aspects of their performance, such as durability, safety and retreading capability. BRAND NEW MICHELIN X® MULTI™ ENERGY™ TYRES OFFER THE LOWEST FUEL CONSUMPTION AND CO2 EMISSIONS IN THE MARKET Starting from the first quarter of 2018, new Stralis X-WAY will be available with the brand new MICHELIN X® MULTI™ ENERGY™ tyres, developed for transport operators covering a variety of missions. The new tyres offer the lowest fuel consumption and CO2 emissions in the market1 with no compromise on other aspects of their performance, such as durability, safety, as well as regrooving and retreading capability. The MICHELIN X® MULTI™ ENERGY™ tyres enables transport operators to reduce fuel consumption by 0.9 litres / 100 km and CO2 emissions by 2.4 tons every 100,000 km compared to the MICHELIN X MULTIWAY 3D. 1 Rolling resistance test (European Labelling – EU Regulation Grading R15) conducted on size 315/70R22.5 on MICHELIN X® MULTI™ ENERGY™ Z and MICHELIN X® MULTI™ ENERGY™ D compared to the main competitors on the market. . .

Defense Update / October 31, 2017 In the 1960s the M-60 series Patton tank was the main battle tank (MBT) of the US Army and Marine Corps. Mounting the powerful M68 105mm gun, and protected with heavier steel armor, in the 1960s the M-60 represented the most advanced tank of its generation, a combat vehicle that could face the most sophisticated Soviet tank of its time – T-55. In all, over 15,000 tanks of these models were built and supplied to 24 countries in addition to the U.S. Today, almost half that number are still operational, particularly with third world countries. While the M-60 was tested in battle since 1973, it was used in combat mainly by the Israelis, and, therefore, the combat lessons learned about its vulnerabilities and advantages were not disseminated to Arab M-60 operators. The largest fleets of M-60 are in Egypt, and Saudi Arabia, where the M-60 is used alongside the M-1A1. these tanks are maintained in the original configuration, as they were produced in the 1970s. In the recent years, these old warhorses are heavily used in combat operations, in Yemen and Sinai, where they face irregular but heavily equipped opposition (Iranian equipped Houthis in Yemen, ISIS in Sinai), where they displayed questionable performance. Both Egypt and Saudi Arabia have suffered significant losses to anti-tank weapons (RPGs, ATGM etc). Turkey has also operated M-60, part of these were modernized M-60T that received major Israeli designed upgrades. These tanks have seen extensive combat service in the Syrian front recently, and seem to have fared much better than the Turkish Leopard 2A4 tanks. These 170 tanks were the first batch of upgraded M-60T tanks. An option for the supply of a second batch, that would have received much-improved armor and active protection and enhanced fire controls were not exercised by the Turks as diplomatic relations between Ankara and Jerusalem drifted apart. However, the modernization package developed by IMI for the M-60 is still available, as a whole or parts, to support other M-60 operators. Other operators of the type include Greece, Taiwan, Thailand, Jordan, Morocco, Oman, Brazil and Bahrain, the later consider upgrading its fleet of 180 such tanks. Iran also maintains a fleet of about 150 of these tanks, some are cannibalized with Russian parts into Zulfikar, locally built tank based on the M60 drivetrain and suspension mated with a new turret mounting the Russian 2A46 125mm gun. Both M-60 and its archrival, the Russian T-55 are considered obsolete but both are still used by many armed forces. While the M-60 continue to serve and fight, the tank must be modernized if to survive and continue to be in service. Among the upgrades recommended for the M-60 series (both A1 and A3) are enhancements in firepower, mobility, and survivability, plus the introduction of life support systems that are needed, particularly in the hot climate of the Middle East. As one of the largest operators of the M-60 at the time, Israel’s Defense Force (IDF) designed and continuously upgraded hundreds of its M60s into “Magach Model 7”, and some Model 8 variants, improving survivability by replacing the original hydraulic turret traverse and gun laying systems with electrical drives, as the hydraulic fluid used in the original systems was highly flammable, and often caused catastrophic fires when the tanks were hit. Although the IDF did not replace the 105mm main gun, improved fire control systems introduced enabled the IDF veteran gunners to score excellent hits at very long gunnery range, often defeating the younger crews that operated modern tanks. While the IDF retired its M60s, other operators in the Middle East still use the tanks, and many are implementing similar upgrades to their fleets. In 2002 Turkey adopted the Israeli Magach design, fielding the M-60T designed by IMI Israel. In recent years these tanks were used extensively in combat operations in Syria. In this model, the 105mm cannon was replaced with IMI’s MG251 120/44mm gun. This gun was specially designed to replace 105mm cannons and, therefore, is equipped with recoil mechanism that reduces the loads transferred to the turret. However, all these additions increase weight and the M-60T gained over 12 tons, necessitated the use of a more powerful 1,000 hp MTU engine and the associated RENK transmission. The growing conflicts in the Middle East and the wide availability of M-60 type tanks (both A1 and A3) by military forces in the region attracts integrators like Raytheon, L-3 and most recently the Italian group of Leonardo to offer modernization packages for the tank providing military forces in Egypt, Saudi Arabia, Bahrain and Jordan with affordable solutions to bring more of their tanks to par with modern threats. Such upgrades address the original tank’s known vulnerabilities (armor and hydraulics), replacement of aging turret, gun and fire controls, and provisions of modern night vision optronics for the driver and tank commander. In 2016 Raytheon introduced its own life extension program (SLEP) package for the M-60A3, that is offered for about a third of the price of a new tank. L-3, the producer of the Patton’s powerpack also offers an upgrade to Raytheon’s SLEP, under the ‘Destroyer’ brand. The Destroyer uses L3’s 1200hp diesel variant of the AVDS-1790, supporting all the tank’s current power needs and growth, including air conditioning and exportable electrical power. This package swaps the 105 gun with a 120mm, uprated the 750 hp AVDS-1790 engine to a 950hp level and introduce electrical turret drives and modern fire control enabling the crew to fire on the move. The driver’s night viewer used in the prototype offers the driver a panoramic view, which is part of the tank’s 360 viewing system, improving driving autonomy, safety, and security. One of the important additions was the use of Curtiss-Wright’s Electric Gun Turret Drive Upgrade Kit. This fully electro-mechanical system replaces the older, less accurate hydraulic and hybrid-based turret stabilization systems. The new turret drive and stabilization system delivers finer control and significantly improved reliability, acceleration, and audio noise reduction by replacing the hydraulic lines with electrical, digitally-controlled electric actuators. This allows the tank turret to rotate faster and accurately fire while the tank is on the move and is also lighter and safer, as a result of the removal of flammable hydraulic fluids in the turret. Back in the early 2000s General Dynamics Land Systems (GDLS) offered a comprehensive upgrade package for the M-60, based on an M-60/M-1 hybrid dubbed M-60/2000. This version competed for the M-60T program in Turkey, where they lost to IMI. A proposal for an upgrade was also discussed with Egypt but didn’t come through. Last week another player stepped into this market – The Italian Leonardo group unveiled its own upgrade for the M-60A3 in Bahrain, at the local, international defense exhibition (BIDEC). Leonardo’s modular solution integrates a 120/45 mm low-recoil force main gun, the same weapon used on the new Centauro II wheeled armored vehicle. According to the company, most of the subsystems included in the upgrade, including the Fire Control System (FCS), night vision and 120mm main gun are designed and manufactured by the group, as are the systems for improving turret performance. The 120/45 mm gun is a low recoil variant of the smooth bore 120mm, it fires the same rounds but offers the advantage of reduced weight and low recoil force that reduces the structural stress on the hull and, therefore, eliminates integration risks with heritage platforms. The system uses a hydraulic, recoil-counter-recoil mechanism with multi-baffle, high-efficiency muzzle brake to minimize the recoil force and prevent any excessive stress on the turret structure. The fire control system, which integrates day and night optronics, together with a high level of ballistic protection and modern onboard equipment, increases the probability of detecting potential threats, and neutralizing them during a full day and night operations. A new feature included in the tank displayed in Bahrain was the Hitrole remotely controlled weapon system, that enables 360° panoramic surveillance from a secure position inside the tank. This system replaces the traditional HMG mount that is manually operated by the tank commander, adding a complete Fire Control System (FCS) solution consists of a modular sighting system including a Day TV camera, an Infra Red (IR) camera for night vision and an eye-safe Laser Range Finder (LRF). Leonardo’s proposal also includes the upgrading of the power pack, by uprating the engine to increase available power by 20%, thus achieving improved power-to-weight ratio despite the weight increase, without the replacement of the main engine. Increased armor protection with STANAG 4569 Level 6 protection plates to the frontal arc and side skirts and slat armor added to the bustle, protecting the rear of the turret from RPG attack. The installation of an Automatic Fire and Explosion Sensing and Suppressing system (AFSS) that improves soldier survivability and protects the engine compartment from taking fire. After a promising entry to the M-60 upgrading market in the 2000s, Israel’s role in this market diminished, as bilateral relations between Israel and Turkey deteriorated and, since the majority of M-60 operators are in markets inaccessible by Israel’s defense industries. However, many subsystems developed by Israeli companies, including armor protection, fire controls, night vision systems, threat warning systems, engine upgrades etc., are available for such programs. .