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Daimler Introduces Pair of Mexico-Specific Cabover Trucks David Cullen, Heavy Duty Trucking (HDT) / November 15, 2017 GUADALAJARA, MEXICO — The rollout of two new market-specific cabover trucks in Mexico exemplifies Daimler Trucks overarching strategy of acting globally but thinking locally. To help cement its dominance of the Mexico truck market, the German-based company unveiled two new Freightliner 360 cabover trucks on Nov. 15, the Class 6 1217 and the Class 8 2528. The two trucks join the existing Class 4 715, introduced back in 2008, in the Freightliner 360 family aimed at urban trucking applications. “We’re proud to be at home here [in Mexico] for many years and decades,” said Martin Daum, member of the Daimler AG board of management and global head of Daimler Trucks and Buses, at a Nov. 15 press conference at Expo Transporte, the biggest truck and bus show in Latin America. Daum noted that Mexico is not only a market for Daimler but a production hub for the OEM. Expanding on how the company views world markets, he said that as a truck OEM, Daimler recognizes that “no one buys a truck who doesn’t need it. It’s our job to adjust to customer demands, which we do through technology. “We are a global company,” he continued, but one that views and acts in each market singularly. “Daimler is a German company in Germany. An American company in the United States. And a Mexican company in Mexico.” Daum said that’s why the company has an extensive manufacturing operation as well as a dedicated force of both engineers and sales personnel in place here. At a customer sneak preview of the new trucks held the night before, Daimler Trucks North America President and CEO Roger Nielsen pointed out that the new 360 cabovers demonstrate the advantage of being able to customize Daimler’s global truck platform for regional markets, right down to submarkets, such as in this case for trucks designed to work well in Mexico’s demanding urban applications. Flavio Rivera, president and CEO of Daimler Trucks Mexico, said that the 360 trucks were developed “in response to the characteristics and needs of the Mexican transport industry… [so] the new generation of 360 trucks constitutes an innovative family of products to meet the most specific needs of our customers’ business.” According to Daimler Trucks Mexico, the two new 360 trucks will stand out in the local cabover market thanks to such key differentiators as “a much more customizable chassis, a renovated cab layout, two passenger seats, and optimal accessibility thanks to its wide doors and handles strategically placed within the cabin.” The OEM said both new trucks offer “exceptional maneuverability, a reinforced steel cab ready to bear any bodywork safely, a wide, spacious interior, high corrosion resistance, a proprietary Daimler powertrain, ergonomic design, and a versatile chassis that allows for many different configurations.” The new 360s are also the first Freightliner vehicles powered by Euro V-compliant SCR engines to be commercialized in Mexico. Daimler stated that means they are setting the stage to “the production of cleaner vehicles with lower environmental impact and greater fuel efficiency.” The Class 6 360 1217 is powered by a 170-horsepower Mitsubishi engine mated to a 7-speed Mercedes-Benz G85 transmission. It can haul 8 tons of payload and features an adjustable telescopic steering wheel, electric windows and locks, air conditioning, and standard fog lamps. The Class 8 360 2528 is powered by a 280-horsepower Mercedes-Benz engine and is mated to a Mercedes-Benz G131 manual transmission. The 2528 can handle 17 tons of payload and is available with an extended cab. Key features include available rear and frontal stabilizer bars, ergonomic dashboard, engine and exhaust braking system, optional sleeper cab configuration, and a fuel efficiency diagnostic system. “The 2528 is the best equipped in its class with air conditioning, electric locks and windows at a highly competitive price,” Daimler stated. “By releasing these two models, we want to maintain our position of undisputed market leadership in Mexico and capture the cab-over-engine segment, said Nielsen. “We hope to help transform this country’s commercial vehicle industry in the areas of safety, driver-centric design, and reliability,” he added. .

Daimler Press Release / November 14, 2017 At the Performance Days, the Arocs demonstrates the full spectrum of its capabilities, from tipper to heavy-duty tractor unit and from 4x2 to 8x8 Arocs: the highly specialised all-rounder among the heavy-duty construction vehicles More variants, more comfort and yet more safety: the Arocs 2017 Numerous new features available: lower roof heights, new tilting hydraulics package ex factory, tyre pressure monitoring system Networked services: the diverse range of solutions from Fleetboard Mercedes-Benz Uptime also available for construction vehicles: avoid breakdowns, increase availability 4 engines, 18 output ratings and transmissions with 8, 12 and 16 gears Hydraulic Auxiliary Drive and turbo retarder clutch available for new vehicle variants Three all-wheel drive systems for the most diverse operating conditions It is as individual as the diverse tasks performed by operators in the construction sector: the Mercedes-Benz Arocs is a specialist covering the entire repertoire of construction transport. The broad range of cabs, engines, drive variants and wheel configurations ensures it is able to cope with all types of deployment. Tipper, materials transport or heavy-duty tractor unit – the Arocs fits the bill every time. New variants have been added to the Arocs this year, setting new benchmarks in practicability, efficiency and safety, as well as comfort. The Arocs Performance Days see the construction specialist demonstrating the full scope of its capabilities - on the road, in the gravel pit and in extreme terrain on the legendary "Sauberg" test circuit. Around a dozen Arocs are available for tests and demonstrations, from 4x2 to 8x8 and from tipper to concrete mixer. These vehicles are flanked by the Mercedes-Benz Actros, the Actros SLT heavy-haulage vehicle, the Atego and the Fuso Canter 4x4. Four classic trucks additionally represent Mercedes-Benz construction vehicles' long-standing traditions. Arocs: the highly specialised all-rounder among the heavy-duty construction vehicles It is the out-and-out pro for construction transport: the Arocs from Mercedes-Benz is a dedicated model series comprising heavy-duty trucks designed specifically for the construction sector. Four years after its world premiere, the Arocs is available in an extremely broad and continually growing range. The Arocs is available in every conceivable wheel configuration - 4x2 and 4x4, three-axle 6x2 with trailing or leading axle, 6x4 and 6x6. Four-axle versions are available as 8x2 trucks with trailing axle, 8x4, 8x4 with trailing axle, 8x6 and 8x8. The scope of equipment and variants covers steel and air suspension, frames designed primarily for on- or off-road deployment, numerous wheelbases, cabs and engines, three all-wheel-drive systems, platform trucks, tippers, concrete mixer chassis, heavy-duty tractor units and special-purpose vehicles. Ready-for-use specialists make the choice easier. The Arocs Loader is systematically configured for a low kerb weight and high payload as a two-axle tractor unit or as a concrete mixer chassis. The design factors concerned here include cab, chassis, engine variant and tyres. The Arocs Grounder is an extremely robust specialist for particularly tough applications. Characteristic features are a highly robust frame, multi-leaf parabolic springs with hard compliance characteristics, specially tuned shock absorbers, planetary hub reduction axles and particularly durable rims and tyres with high load-bearing capacity. Arocs SLT and Actros SLT: dynamic heavy-duty tractor units The Arocs range culminates in a spectacular heavy-duty tractor unit. A gross vehicle combination weight of up to 250 t, three, four and with a dock axle as many as five axles, two driven axles or all-wheel drive, an engine as strong as an ox with an output of up to 460 kW (625 hp) and 3000 Nm of torque, 16 finely graduated gears of the Mercedes PowerShift transmission – the Mercedes-Benz Actros SLT and Arocs SLT heavy-duty tractor units boast spectacular performance data. The tailor-made concept for the SLT includes the turbo retarder clutch (TRC) combining hydraulic start-off clutch and retarder in a joint component. The TRC facilitates sensitive moving off and manoeuvring even at the lowest of speeds and as a primary retarder generates 350 kW (476 hp) of braking power. Together with the High Performance Engine Brake generating an output of up to 475 kW (646 hp), the TRC offers the ultimate in safety. The radiator, hydraulic system, the fuel tank with a capacity of 900 litres, the compressed-air chamber and further components are housed in the elegantly trimmed rear cooling tower. The diverse SLT model variants break down into the two model series Arocs SLT and Actros SLT. The steel-sprung Arocs SLT based on the particularly robust Arocs Grounder is also available with the BigSpace cab as well as the StreamSpace cab measuring 2.3 m in width. The air-sprung Actros SLT is available with the spacious GigaSpace and BigSpace cabs measuring 2.5 m in width. As a high-tech heavy-duty tractor unit, the SLT is designed for a gross vehicle combination weight of up to 250 t. For the construction industry the focus is on it as a semi-heavy-duty tractor/trailer combination for transporting heavy construction machinery. In this case the additional radiator system and optionally also the TRC can be dispensed with. The permissible gross vehicle combination is up to 120 t, or up to a maximum of 155 t with certain restrictions. More variants, more comfort and yet more safety: the Arocs 2017 The current model range shows how the Mercedes-Benz Arocs continually adapts to customers' needs and wishes. When the Arocs needs to be scaled down at construction sites and entrances, the ClassicSpace LowRoof in M and L variant with a width of 2300 mm is a contender, for example. It is 100 mm lower than the original variant. In combination with the OM 470 engine, 320 mm engine tunnel and ClassicSpace LowRoof, the roof height is even reduced by 280 mm. The Home Line and Style Line design and equipment lines are now also available for the Arocs with 2.5 m wide cab. The SoloStar Concept with its spacious rest area for the StreamSpace and BigSpace cabs turns the Arocs into a tipper boasting added comfort. The Arocs also offers new options in the area of the suspension and powertrain. The electrically supported Servotwin steering is now also available for the four-axle Arocs 8x4 and for other wheelbases, for example. The engageable hydraulic starting-off aid HAD (Hydraulic Auxiliary Drive) can additionally be used on semitrailer tractor variants with 3300 mm wheelbase for transporting hazardous goods. New options for the Arocs with HAD are the 320 mm engine tunnel for L cabs and a cover to provide protection from bulk goods in conjunction with the M cab. Drivers needing to move off very carefully or who manoeuvre at low speeds should choose the turbo retarder clutch (TRC). This can be combined with Proximity Control Assist and Active Brake Assist on all Arocs 6x4 chassis with air suspension and front underride protection. Together with the OM 471 engine an additional power take-off rated at up 80 kW and 350 Nm can be realised in combination with the TRC. From April 2018, a new tilting hydraulics package will be available ex factory for the two-axle Arocs 4x2 and Arocs 4x4 semitrailer tractors. The hydraulic system is configured as a single or dual-circuit system depending on intended use. The Arocs also leads the way in terms of safety. Mercedes-Benz is now offering it with the option of a tyre pressure monitoring system featuring a new display concept, for example, that displays the precise pressure required, depending on the outside temperature. Above all, the two- and three-axle Arocs approved for road use (N3) is optionally available with new Active Brake Assist 4, the only emergency braking assistant with pedestrian detection. For construction vehicles with a focus on road transport, Mercedes-Benz has developed an Actros as a 4x2 LS semitrailer tractor to complement the Arocs. The key deployment area for the tipper body is transporting bulk goods with a total weight of up to 44 t. The semitrailer tractor features six centimetres more ground clearance and is available with an optional pivoting step. It weighs up to 150 kg less than an equivalent Arocs 4x2. The semitrailer tractor is available with 320 mm and 170 mm engine tunnels and the OM 470 and OM 471 engines in all output ratings. A further advantage of the road-oriented Actros in construction transport is that it is optionally available with the entire broad range of safety assistance systems that feature on board the road vehicles, including revolutionary Sideguard Assist to protect pedestrians and cyclists. With this equipment on board, the Actros is predestined for construction sites in urban settings, for example. Networked services: the diverse range of solutions from Fleetboard Construction transport is not all excavation, robustness, maximum traction and rubber boots - construction transport also entails fine-tuned logistics, frequently in extreme conditions. It is generally far more complex than road transport, as various partners require to be coordinated on site and dozens of vehicles may need to be deployed together for a single task. The solution for this mammoth task goes by the name of networking. Just the job for Fleetboard and its diverse scope of functions, which go well beyond the bounds of a telematics system. Fleetboard is able to draw on almost two decades of experience with networked services and the effective use of acquired data. The Truck Data Center is the optional connectivity module which forms the core of the networked Arocs. This is where all real-time data are received and transmitted. The hardware receives data from all the sensors, cameras, etc. on board the truck and analyses this information for the most diverse applications. The vehicle computer also serves as the interface for all networked services and is responsible for the truck's external communications. This results in a wealth of useful services, software applications and apps within the Logistics Management, Vehicle Management and Time Management segments, spanning scheduling, performance analysis, time recording and mass storage memory download - so that all relevant driver and truck data can be read remotely, relaxed and archived in compliance with the law. The option of recording the type of operation and displaying the time spent stationary with the engine running is particularly interesting for application in construction transport, as a means of determining the exact fuel consumption while stationary and on the move. Positions and the courses of trips are recorded continuously, noting the times when PTOs are activated and when the engine or ignition is switched on or off. Geofencing provides information on the vehicle's position and status, with automatic notifications when the vehicle leaves or enters production plants or construction sites. As construction sites and unloading points do not generally have conventional postal addresses, the route guidance system is also able to operate solely on the basis of geo-coordinates. Fleetboard Store for apps: open platform boosts efficiency The new Fleetboard Store for apps is the marketplace for truck-related apps. Customers, industry partners such as bodybuilders, and app developers can use the open platform to make apps available for all parties involved in the transport process. The operator selects apps in the Fleetboard Store and sends them to the driver tablets DispoPilot.guide in individual trucks, several trucks or all the trucks in a fleet. Mercedes-Benz Uptime: avoid breakdowns, increase availability The ideal truck runs without any breakdowns. With Mercedes-Benz Uptime the Arocs applies intelligent networking in pursuit of this ideal – even in the toughest conditions encountered in construction transport. Uptime continuously checks the vehicle systems which are equipped with sensors. This also includes the status of wear parts and operating fluids such as AdBlue. When an impending need for repair or maintenance work emerges, the truck relays this information automatically via Fleetboard to Mercedes-Benz Service. The data are analysed in real time and forwarded to the service organisation with specific recommended courses of action. If there is an acute risk of a truck breaking down, the service organisation will contact the customer and organise a stop at a workshop along the planned route. In addition, repair and maintenance requirements which are identified in good time are relayed automatically to the Mercedes-Benz service partner selected by the customer. The service partner bundles pending items of work and arranges an appropriate appointment with the customer in accordance with the trip planning and the required maintenance. Information and specific recommended courses of action for upcoming repairs that can easily be carried out in-house are made available to the customer in a timely manner via the Mercedes-Benz Uptime portal and by e-mail. This boosts availability substantially. Uptime is now available in 18 European markets and also Turkey. The diversity and individuality of the Arocs – as exemplified by the cabs Radiator grille with striking bucket-tooth look, rippled outside mirror housing, pivoting step, three-part bumpers with steel corners – the Arocs is instantly recognisable as a robust truck for heavy-duty construction transport. Two cab widths, three lengths, two engine tunnel heights and a level floor add up to nine different basic cabs. From the compact ClassicSpace S cab to the spacious BigSpace L cab, the Arocs covers every requirement, including special features such as cabs with a lowered roof. All the available options together result in around two dozen different variants. Anyone wishing to refine their Arocs can choose between the two optional design and equipment lines Home Line and Style Line for the 2.5 m wide cab, or even indulge in the SoloStar Concept with its spacious rest area on the co-driver's side. Engines: choice of four engines in 18 power ratings There is a huge range of engines to match. State-of-the-art six-cylinder engines with 7.7 litres, 10.7 litres, 12.8 litres and 15.6 litres displacement cover all requirements. In all there are 18 output ratings to choose from, spanning the range in small steps from 175 kW (238 hp) to 460 kW (625 hp) and from 1000 Nm to 3000 Nm. Powerful and efficient: the latest generation of the Mercedes-Benz OM 470 The spotlight is currently on the latest generation of the OM 470 in-line six-cylinder engine, which combines maximum efficiency with minimal emissions and outstanding performance. Its new features at a glance: increased maximum rail pressure and maximum injection pressure of 2700 bar, new seven-hole injection nozzle with higher flow rate, asymmetric injection between cylinders one to three and four to six, new combustion chamber geometry with an omega-shaped recess in the piston, increased compression, patented infinitely variable exhaust gas recirculation with reduced rate. The new turbocharger is produced in-house. The engine is operated exclusively in pre-controlled mode. There is no wastegate valve, boost pressure control, EGR sensor or EGR control system. The top model of the Mercedes-Benz OM 470 engine range is a variant generating an output of 335 kW (456 hp) and a powerful 2200 Nm of peak torque. These figures highlight the outstanding performance of the OM 470. With a specific output of 31.4 kW per litre of displacement (42.7 hp/l) and specific torque of 206 Nm/l, the OM 470 is one of the most powerful engines in its size category. This provides customers with a choice of two different characters of engine with the same rating: the OM 471 with its emphatically brawny performance in the lowest rev range, and the compact OM 470 offering slightly more power in the middle and higher rev ranges and weight savings of some 150 kg in comparison to the engine with the larger swept volume. All heavy-duty drive systems: engine oils, transmissions and PPC optimised The 10.7 litre Mercedes-Benz OM 470 as well as the larger six-cylinder in-line OM 471 with a displacement of 12.8 litres and the 15.6 litre OM 473 benefit from additional efficiency measures. These comprise new low-friction engine oils, a more advanced transmission and axles and a further refined driving strategy for the anticipatory cruise control system Predictive Powertrain Control (PPC). The OM 473 additionally highlights the enhanced X-Pulse injection system. Here too, the maximum rail pressure has been raised from 900 to 1160 bar. At the same time, the maximum injection pressure has increased to 2700 bar. The output and torque variants of the OM 473 have remained unchanged, as have its charging and exhaust gas recirculation technology. The 18 engine variants for the Arocs The fourth engine remains the compact and lightweight Mercedes-Benz OM 936 six-cylinder in-line unit with a displacement of 7.7 litres. This engine is recommended for solo operation and, depending on the output rating, for occasional towing use primarily on the road and without exploiting the permissible vehicle combination weights to the full. The Mercedes-Benz OM 936 with a displacement of 7.7 litres is available in five variants for the Arocs: Output Torque 175 kW (238 hp) at 2200 rpm 1000 Nm at 1200 - 1600 rpm 200 kW (272 hp) at 2200 rpm 1100 Nm at 1200 - 1600 rpm 220 kW (299 hp) at 2200 rpm 1200 Nm at 1200 - 1600 rpm 235 kW (320 hp) at 2200 rpm 1300 Nm at 1200 - 1600 rpm 260 kW (354 hp) at 2200 rpm 1400 Nm at 1200 - 1600 rpm The Mercedes-Benz OM 470 also comes in five ratings, including the new top-of-the-range variant: Output Torque 240 kW (326 hp) at 1600 rpm 1700 Nm at 1100 rpm 265 kW (360 hp) at 1600 rpm 1800 Nm at 1100 rpm 290 kW (394 hp) at 1600 rpm 1900 Nm at 1100 rpm 315 kW (428 hp) at 1600 rpm 2100 Nm at 1100 rpm 335 kW (456 hp) at 1600 rpm 2200 Nm at 1100 rpm The OM 471 range also spans five variants: Output Torque 310 kW (421 hp) at 1600 rpm 2100 Nm at 1100 rpm 330 kW (449 hp) at 1600 rpm 2200 Nm at 1100 rpm 350 kW (476 hp) at 1600 rpm 2300 Nm at 1100 rpm 375 kW (510 hp) at 1600 rpm 2500 Nm at 1100 rpm 390 kW (530 hp) at 1600 rpm 2600 Nm at 1100 rpm The top-of-the-range engine is the Mercedes-Benz OM 473 in three output ratings: Output Torque 380 kW (517 hp) at 1600 rpm 2600 Nm at 1100 rpm 425 kW (578 hp) at 1600 rpm 2800 Nm at 1100 rpm 460 kW (625 hp) at 1600 rpm 3000 Nm at 1100 rpm Transmission with 8, 12 and 16 gears The engine, transmission and axle of the Arocs all bear the Mercedes star and are perfectly matched. As standard, fully automated Mercedes PowerShift 3 model series transmissions take care of power transmission with 8, 12 or on request 16 gears. A direct shift mechanism from first to reverse gear facilitates rapid manoeuvring. The "Offroad" or "Power" drive programs each have various drive modes and adapt to the given individual type of operation. Additional functions support the driver, for example the engageable rocking mode for traction problems in off-road terrain. Manual gearshifts are also available optionally. Anyone having to move off particularly sensitively and wear-free with high weights can choose the turbo-retarder clutch (TRC). This combines a hydraulic start-up clutch and retarder in a single component. Three all-wheel drive systems for the most diverse operating conditions For off-road use Mercedes-Benz offers different all-wheel drive variants. If the payload and fuel consumption are to the fore, the engageable all-wheel drive is the right choice. If maximum traction is called for, the solution is permanent all-wheel drive plus a low-range ratio. The third variant, the "Hydraulic Auxiliary Drive" (HAD), has caused a sensation in the sector. With engageable wheel hub motors at the front axle HAD covers road-oriented use with occasionally increased traction requirements. With HAD the Arocs reveals itself to be a true all-rounder. The driver engages HAD by pressing a button. The necessary slip-sensitive power transmission is then efficiently and steplessly controlled. The advantages of the hydraulic drive are the comparatively low added weight, benefits in terms of fuel consumption and emissions, and great versatility in configuring the vehicle. In the case of Mercedes-Benz, these qualities are complemented by maintenance-free design, low fuel consumption with activated hydrostatic drive and, above all, the combination with the Mercedes PowerShift transmission. The Arocs HAD sets benchmarks in its segment: it is powerful, lighter than an all-wheel-drive model, easy to operate, maintenance-free and has a long service life. It lowers fuel consumption and consequently protects the environment as the result of low emissions. In the construction sector, too: cutting costs and fuel consumption with PPC Construction transport is about maximising traction - and minimising costs. For road-oriented based vehicles in particular, every litre of fuel saved means more cash in the company coffers. With this in mind, construction vehicles with Predictive Powertrain Control (PPC) are the right choice for maximum efficiency. PPC adapts gear selection and speed fully automatically to the individual course of the route concerned. The current PPC generation boasts a further refined shift strategy. Shift points have been optimised, and on downhill stretches a hysteresis range adjustable down to 10 km/h saves even more fuel. The effect of PPC is quickly calculable by reference to a typical rigid truck such as the Arocs 8x4/4. In road use, PPC cuts fuel consumption by up to five percent. Assuming an annual mileage of 60 000 km with 35 to 40 percent motorway and A-road driving, PPC can reduce costs by around 400 to 500 Euro per year, depending on the fuel price. This means that the additional investment can pay for itself within around two years. Special-purpose vehicles ex factory: Mercedes-Benz Custom Tailored Trucks (CTT) Sometimes, extreme operations in the field of construction transport call for exceptional vehicles. This is where the experts at Mercedes-Benz Custom Tailored Trucks (CTT) in Molsheim, Alsace, come into play. CTT is the producer of highly specialised vehicles within the Mercedes-Benz Special Trucks unit. CTT manufactures the SLT heavy-haulage vehicle and also produces customised vehicles as one-off items or special series. A major advantage is that CTT operates as a one-stop supplier of customised Mercedes-Benz trucks that come with a single invoice. Duly tested and approved and benefiting from the full scope of warranty coverage and the globe-spanning service offered by the Mercedes-Benz brand. Whatever it takes: from wheelbase modifications to the Arocs as a five-axle truck in 10x4 configuration, CTT produces exceptional truck variants for customers all over the world. .

Get the 1QHA front axle arrangement off your line sheet or front axle (stamped), call Watt's Mack and have them look up the 35AX part number and see if they are still available.

Sean Kilcarr, Fleet Owner / November 15, 2017 That strategy drove the development of two new Mexico-only Freightliner cabover truck models. Guadalajara, Mexico. To strengthen its position in Mexico’s truck market, Daimler Trucks is adding two new models to its Freightliner “360 Family” of commercial vehicles – the Class 6 model 1217 and the Class 8 model 2528, which join the company’s Class 4 model 715, launched back in 2008. “Mexico is a key part of our global and regional growth strategy,” said Roger Nielsen, president and CEO of Daimler Trucks North America (DTNA) during a customer/dealer event held here during Expo Transporte ANPACT 2017, which is considered the biggest commercial vehicle show in Latin America. He explained that the new models being added to the 360 Family of trucks represent the benefits of having a “global truck platform” that can be customized for regional and local markets. “It’s about bringing to markets specific solutions for meeting customer needs,” Nielsen said. “By releasing these two models, we want to maintain … market leadership in Mexico and capture the cabover engine segment. We also hope to help transform this country’s commercial vehicle industry in the areas of safety, driver-centric design, and reliability.” Martin Daum, member of the board of management at Germany’s Daimler AG and head of the company’s Daimler Trucks & Buses division, noted that Mexico is of “major importance” as a global truck production hub as well. “These new members of the 360 Family will also provide customers with safety, security, reliability, and great efficiency,” he added. Both the new Class 6 model 1217 and the Class 8 model 2528 offer a reinforced steel cabin, a proprietary powertrain, and what Daimler called a “versatile chassis” that allows for many different configurations. They are also the first Freightliner vehicles with Euro V SCR engines to be commercialized in Mexico, setting the path to what the OEM called in a press statement “the production of cleaner vehicles with lower environmental impact and greater fuel efficiency.” The Class 6 model 1217 comes spec’d with a 170-hp Mitsubishi engine married to a seven-gear Mercedes-Benz G85 transmission. It features a payload of eight tons, an adjustable telescopic steering wheel, electric windows and locks, air conditioning, standard fog lamps for better visibility, and will be available with three different axle distances, according to the OEM. The Class 8 model 2528 comes spec’d with a 280-hp Mercedes-Benz engine linked to a Mercedes-Benz G131 manual transmission, with an extended cab option available. The model 2528 provides 17 tons of payload, rear and frontal stabilization bars, air conditioning, electronic locks and windows, an ergonomic dashboard, engine and exhaust braking system, optional sleeper cab configuration, and a fuel efficiency diagnostic system, the OEM said. Both vehicles will come with “uniquely designed” warranty packages that will offer customers three years of coverage with unlimited mileage, the company added, with Freightliner also offering one year with unlimited mileage coverage on batteries. “This new generation and bigger portfolio of 360 trucks is designed to meet the needs of our customers and allow us to be more competitive, to be one step ahead in this market,” noted Flavio Rivera, president and CEO of Daimler Trucks Mexico, during his translated remarks. “They also show how Daimler’s global platforms are flexible enough to be customized for markets like ours.” .

These are some quick notes I have on the subject. In 2012, Amp Electric Vehicles purchased Navistar’s Workhorse (Cash-strapped Navistar decided to close the Union City, Indiana plant to reduce costs), and stopped converting cars. (Workhorse was created in 1998 by investors who took over GM’s discontinued P-Series Stepvan chassis. Workhorse built chassis for stepvans and motor homes. Navistar acquired Workhorse in 2005, recalling the I-H Metro Van.of years past) Advantage – AMP builds their own chassis rather than buy it. Disadvantage – Freightliner Commercial Chassis (Daimler) has deeper pockets to design a more refined chassis To get a 100 mile range with 20,000lb trucks, AMP uses 100kWh battery packs Workhorse E-100 (pure electric) Narrow track W88 chassis Amp-designed air-cooled 100 kWh lithium battery pack using Panasonic 18650 cells (Tesla) that provide power to a 2,200N.m (268 bhp) permanent magnet motor/generator powerful enough to eliminate the need for a transmission (which reduced weight). E-GEN – extended range electric drive – introduced Sept 2014 Range-extending engine allows for smaller battery pack – reducing weight Narrow track W88 chassis Amp-designed air-cooled 60 kWh lithium battery pack using Panasonic 18650 cells (same as Tesla) 25hp generator – automatically turns on if battery level requires - when the truck is turned off 2.4L (GM Family II) gasoline, CNG or propane engine supplied by Power Solutions International (PSI) * Recharging only occurs if the battery state of charge falls below a predetermined level, the emergency brake is on, the vehicle is in Park and the key is out. Recharging is designed to occur while the driver is making a delivery, loading, or at lunch. 200kW/268hp/2,200N.m permanent magnet motor/generator 20mpg expected 2014 – UPS orders 18 E-100 pure electric delivery trucks March 2015 - Amp Electric Vehicles changed its name to Workhorse Group. Sept 9, 2015 - UPS purchased 125 additional Workhorse E-GEN hybrid electric delivery trucks as part of a broader program to deploy electric-powered vehicles with longer range and performance. The vehicle features a 60-kilowatt lithium-ion battery pack containing Panasonic 18650 cells, and have a 50- to 60-mile-per-day range. UPS said the new trucks will deliver fuel-economy equivalency gains with up to four times the fuel economy of a gasoline-powered vehicle, compared to a 10% to 15% improvement with previous hybrid designs. They will be deployed in Arizona, Texas, Nevada, Mississippi, Alabama, Georgia and Florida the first half of 2016. While the new electric vehicles will cost UPS slightly more than a similar truck with a conventional engine, the company said its sustainability commitment influenced the purchase decision. UPS began using hybrid-electric vehicles in 1998. The company did not provide the exact cost of the latest vehicles. Cincinnati-based Workhorse Group manufactured the vehicles and also manufactures electric drive systems for commercial trucks and can equip them with electric engines. “These vehicles are a bridge to the delivery trucks of tomorrow,” said Mark Wallace, UPS' senior vice president of global engineering and sustainability. “This investment will help create and grow the market for groundbreaking alternative propulsion systems that reduce environmental impact, reduce operating costs and save fuel.” UPS, with its suppliers, continues to work toward development of the next generation of zero-emissions trucks, the company said. UPS is collaborating with Workhorse to develop a more intelligent electric vehicle to determine when and where the batteries will be charged and recharged, the company said. The initiative is part of UPS’ Rolling Laboratory program, which seeks to optimize the use of alternative-fuel and advanced-technology vehicles. “These trucks are designed specifically to meet the stop-and-start needs of UPS’ urban delivery routes,” said Steve Burns, CEO of Workhorse Group Inc. “They rely on a very small internal combustion engine and lithium ion battery to deliver a 50- to 60-mile per-day range.”

DAF Trucks Press Release / November 13, 2017 Belgium Vice Prime Minister Kris Peeters and PACCAR Executive Chairman Mark Pigott today officially opened DAF Trucks’ completely new cab paint facility in Westerlo, Belgium. The new facility represents a 100 million euro investment and sets new standards in quality, efficiency and environmental-friendliness. DAF opened its Westerlo factory in 1966, where - in addition to its high quality cabs - it also produces its highly efficient axles. DAF Vlaanderen is among the largest companies in Belgium. Some 2,600 dedicated employees manufacture cabs and axles for medium and heavy duty DAF trucks. 50% capacity increase The new cab paint facility is 144 meters long, 58 meters wide and 26 meters tall. It is capable of painting 3,000 customer selected colors. The capacity of the new facility is 300 cabs per day which is 70,000 per year. This represents an increase of 50% over the current paint factory. The capacity increase will accommodate DAF’s future growth in Europe and around the globe. Most modern of its kind in the world DAF’s new cab paint facility is among the most modern in the world. The facility was created in cooperation with suppliers Cordeel Company, Eisenmann and Dürr, who are leaders in the field of creating automotive paint facilities. The ultra-modern paint robot spray nozzles rotate at speeds of up to 50,000 rpms to produce world class quality and minimize paint consumption. Latest innovations Along with excellent quality and efficiency, environmental excellence has been a major focal point for DAF's new cab paint facility. As a result of the advanced paint systems a 50% reduction in emissions is being realized. Many innovative solutions are being applied, including a special method to reduce and capture the ‘overspray’ while painting the cabs, using the latest technologies to clean the air leaving the spray booths and extracting energy from the exhaust stream to help efficiently operate the plant. Continuation of strong tradition “This important investment continues a strong tradition of setting the industry standard in product quality, customer service and environmental leadership”, commented Mark Pigott, PACCAR Executive Chairman. “In the last 15 years, PACCAR and DAF have invested over 600 million euros in our Cab and Axle plant. We look forward to a very bright future in Belgium.” Next chapter in rich history “I would like to congratulate DAF trucks with this investment in an innovative and sustainable cab paint facility. This is the next chapter in a history that has become very rich in the meantime. It is important that we offer companies like this an excellent environment for entrepreneurship, investments and innovation. We already had the tax shift which increases competiveness of our companies. And with the reform of the corporate income tax we add a new pillar to that. The federal government is very focused on translating economic growth into jobs and prosperity and I’m delighted to notice that DAF Trucks Vlaanderen fully applies this principle in practice.” .

https://dynamic.donaldson.com/WebStore/hierarchy/hierarchy.html?section=10113 If the inlet diameter is 6 inches, the Mack part number is 49MD51. The 7 inch diameter model was Mack number 49MD51P2 (We sold thousands of them).

Bloomberg / November 15, 2017 TORONTO -- BYD Co., the Chinese electric-vehicle maker backed by Warren Buffett, plans to open its first assembly plant in Canada, anticipating a surge in demand for electric trucks from municipalities and businesses. BYD will open the plant next year in Ontario and hire about 40 people to start, BYD Canada spokesman Ted Dowling said in a phone interview. The Shenzhen-based company has decided to “significantly” accelerate its investment in Canada as growing demand for electric vehicles and provincial tax incentives create a more welcoming environment than the U.S. in the short-term, he said. “There is less of a barrier to entry when it comes to having Chinese products in Canada compared to the U.S.,” Dowling said. The company, which is partly owned by Buffett’s Berkshire Hathaway Inc., declined to say where in the province the plant will be, how much it plans to invest or any government incentives it was offered. It expects to make an announcement in a few weeks, Dowling said. BYD’s plan comes as countries shift to electric vehicles to combat climate change and reduce health risks. The U.K. and France plan to ban sales of diesel- and gasoline-fueled cars by 2040, while China has said it will set its own deadline. Some Canadian provinces are offering thousands of dollars in rebates to electric-vehicle buyers, and companies are moving toward electric fleets, with grocer Loblaws Cos. unveiling its first fully electric truck last week. A spokesman for Ontario’s Ministry of Economic Development and Growth declined to comment on any investment from BYD. Garbage trucks BYD will start its operations in Ontario by shipping technology and components from China and making short-range vehicles such as garbage and delivery trucks, said Dowling. The company intends to expand, hiring more people to add more Canadian content in the future, he said. “BYD is a global company, but we like to localize,” Dowling said. “It doesn’t make sense to build everything in China and then ship it. It makes more sense to utilize the incentive programs and policy changes and create jobs in different markets.” The company opened an electric-bus manufacturing plant in Lancaster, Calif., starting with less than 100 employees in 2013 and has boosted that to 700 workers. New industry A core attraction for Ontario is that the region around Toronto has many distribution centers within close proximity, so if one company goes electric and sees their costs reduced, other companies will start doing it too, he said. If successful, BYD could be at the forefront of rebuilding a dormant truck-manufacturing industry, Dowling said. Canada has been losing auto investment to cheaper locations in the U.S. and Mexico with one of the last major commercial truck assembly plants closing in Ontario in 2011. Ontario is still home to Canada’s auto industry with General Motors and Ford Motor Co. among companies with plants in the province. “We’re bringing back an industry and we’re doing it through electrification,” Dowling said. “It’s a totally different game.”

I continue to hear from the distributors that Mack is priced substantially higher than equivalently spec'd competition. And, Volvo will always push the one core brand, Volvo, over the other brands. Mack is expendable.....Volvo isn't.

Yes. I believe the early models has the Spicer model 184 "Turbo-Matic" 2-speed automatic transmission, and later models had the Spicer 918. Two speeds doesn't sound like much but they were actually a pleasure to drive, including on the highway.

Trent, my thought about using it as a template wasn't about the current owner profiting more long-term. I was thinking of the hobby, about how wonderful it would be for current "L" model owners to be able to purchase a reasonably authentic mat in year 2017.

Tesla's entry into truck-making presents a whole new challenge for Elon Musk Los Angeles Times / November 14, 2017 There’s a cool new electric semi truck coming around the bend. It looks Space Age sleek: no gears, so no constant shifting. Recharging the battery is a lot cheaper than diesel fuel. Finn Murphy, an independent truck owner-operator, can’t wait to try it out. “The cab is larger, the living area is larger,” he said. “It’s very exciting.” The truck Murphy was describing? It’s the Nikola One, a fuel-cell electric truck from Nikola Motor in Salt Lake City that’s expected to hit highways in 2021. Not the much-hyped Tesla semi that Chief Executive Elon Musk is set to unveil at an elaborate stage outside Los Angeles on Thursday night. The event “will blow your mind clear out of your skull into an alternate dimension,” Musk tweeted recently. He discussed the truck, and displayed a shadowy photo, at a TED talk last April. Musk could reveal some amazing technology breakthrough on Thursday, a partnership with a big truck maker or some other surprise. But while Tesla had the luxury electric car market to itself when it upended the auto industry with the Model S sedan in 2012, the company can’t yet claim to be a pioneer in electric semi trucks. It will enter the semi truck business with an array of competitors already hard at work. Heavy-duty fuel-cell trucks built by Toyota are moving freight at the Port of Los Angeles. Cummins, the diesel engine maker, debuted a prototype electric-drive semi in August. BYD, the China-based company with a big factory in Lancaster, is about to deliver its first drayage semi tractor, with six more by the end of the year, to pull containers around ports in Los Angeles, Long Beach and San Diego. Daimler, the German motor vehicle giant best known for its Mercedes-Benz brand, already is making electric urban delivery trucks and plans to put the Vision One big rig on the market by 2022. “Basically every [truck] manufacturer is developing battery, fuel-cell electric or hybrids,” said Andrew Swanton, vice president for truck sales at BYD Motors North America. “Peterbilt, Kenworth, Volvo.” A slew of electric semi start-ups includes Wrightspeed, run by Tesla co-founder Ian Wright, which retrofiits standard truck frames with its own extended-range hybrid electric drive system; Proterra, an electric bus builder in City of Industry that plans to expand into trucks; and Chanje, a Los Angeles company that will assemble trucks from kits sent from China. The Tesla truck will be introduced with Autopilot-like self-drive capabilities. But competitors ranging from Google’s Waymo to Uber-owned Otto and a slew of other start-ups will be selling driverless systems to manufacturers who aren’t developing their own. “We are actively working with all those software developers,” Swanton said. The reason for all this activity is clear: Governments from Europe to California to China are mandating and subsidizing electric vehicles to fight pollution and global warming. In fact, the trucks being tested at the ports are supported in part with California taxpayer money. At the same time, truck owners and shipping companies are looking to cut fuel and maintenance costs. And self-drive trucks could remove a huge labor expense by cutting human truck drivers out of the equation. The leaders in those technologies could dominate the market. Still, the electric truck business is in its infancy. Long-range heavy-duty semi trucks won’t overtake traditional trucks anytime soon, not in an industry where the main alternative to diesel fuel is gasoline, industry analysts say. Electric penetration of the big-rig market “isn’t going to be very significant until after 2025 or 2030,” said Antti Lindstrom, truck industry specialist at IHS Markit. “And even then, it will be very limited compared to the total number of trucks being sold.” Limited range and excess pounds for batteries will weigh on electrics for years. Every extra pound means less freight can be carried on a fully loaded vehicle; the upper limit in the U.S. for truck, trailer and freight is 80,000 pounds. Range is crucial because with today’s technologies it could take hours to charge up a heavy-duty truck battery. Musk has talked about setting up battery-swapping stations, an expensive proposition whose market acceptance can’t be determined until it is tried. The BYD port truck has a range of 100 miles — fine for moving containers from dockside to railhead but not for much else. Even then, it weighs 3,000 pounds more than an equivalent diesel tractor. Everyone watching Tesla has heard rumors that the truck will have a stated range of 200 to 300 miles. It will take a real mind-blowing breakthrough to achieve that range at reasonable weight and manufacturing cost. The upshot: The Tesla truck won’t be bringing in cash for quite a while, and the company has urgent matters to address. Right now, Tesla is having trouble handling what’s already on its plate. The compact Model 3 sedan, whose closest gas-engine competitor is the BMW 3-series, is off to a bad start. The company sold 30 of them to its own employees in July, and since then only a few hundred have been produced. Both the company’s Fremont auto assembly operation and its giant Gigafactory battery plant are in what Musk has called “production hell.” That’s why some competitors profess to be unworried about the Tesla truck. “Everybody can do a one-off,” said Julie Furber, executive director of electrification for Cummins. “As the Model 3 shows, putting a model into production is a different kettle of fish.” Whether the Model 3 proves a hit or a flop, Musk already has enshrined himself in automotive industry history by proving he could build and sell high-performance, cool-looking electric cars, when plenty of naysayers said he couldn’t. He woke up a dozing auto industry, pushing the boundaries on self-driving cars and lapping all automakers with successful deployment of over-the-air software updates to add new features and make software-repairable fixes. On all counts, the auto industry is struggling to catch up. The truck makers watched what happened and vowed not to get caught off guard. They’ve begun spending billions on electric powertrains and autonomous driving technology, which together would reduce fuel costs and wipe out labor costs, for potentially huge boosts to their bottom lines. Daimler sells more heavy trucks around the globe than anyone: 415,108 in 2016 for $39 billion. Daimler trucks operate under the Daimler and Mercedes-Benz badges, and in the U.S. Daimler owns Freightliner, Western Star and Thomas Built Buses. “Daimler trucks is massive,” said Marc Llistosella, the high-energy chief executive of Daimler Trucks Asia, based in Tokyo. “We know this business,” he said. “Why should we hand it over to Tesla, which has no experience in trucks?” History, of course, is littered with examples of dead or diminished industry leaders that proved so beholden to existing business models or products that they couldn’t respond to young upstarts and shifting technology. Daimler is trying hard not to be among the victims. Llistosella was dispatched to India to build a truck business there nearly from scratch, and succeeded. Now he’s the motivating force behind Daimler’s move into electric trucks with its Mitsubishi Fuso unit. Already, Mitsubishi Fuso is selling medium-duty electric trucks, under the name e-Canter. The first commercial customer is United Parcel Service. “We are leaner and smaller” than other Daimler divisions, and so faster and, perhaps, more innovative, Llistosella said. Tesla hasn’t said much about its truck. No one doubts it will be equipped with driverless technology — another fiercely competitive arena. Google is developing autonomous technology that could apply to trucks as well. Last year, ride-share service Uber bought Otto and its self-driving truck technology. (The deal led to a lawsuit by Google’s Waymo unit, which claims theft of trade secrets.) It’s only a matter of time before driverless trucks hit the highways, and that’s got drivers plenty worried. “The ultimate goal of these companies is to eliminate the driver,” said Murphy, whose book about the trucker life, “The Long Haul,” was published recently. “That will save a lot of lives,” he said. “On the other hand, you’ll have two and a half million truck drivers applying for jobs at Wal-Mart.”

U.S. business groups ask trade agency to keep trucking rules in NAFTA [U.S. business groups support Mexican economy, trucking] Reuters / November 14, 2017 WASHINGTON • More than 100 U.S.-based retailers, agriculture groups and transportation councils urged the government’s trade agency on Tuesday to preserve trucking provisions in any new version of the North American Free Trade Agreement. The Office of the U.S. Trade Representative (USTR) has proposed eliminating the provision that allows Mexican trucks to move more easily into the United States, and vice versa, and instead reverting to rules established by Congress, which would likely be more restrictive on Mexican trucks. “We depend on the trucking industry, both American and Mexican, to safely and efficiently haul our products in both countries,” the groups said in a letter to U.S. Trade Representative Robert Lighthizer. The USTR did not respond to a request for comment. President Donald Trump has criticized NAFTA for draining U.S. manufacturing jobs to Mexico, calling it “the worst trade deal ever made” and he has threatened to cancel the 1994 pact signed by the United States, Mexico and Canada even as the countries negotiate to rework the deal. It took almost a decade after NAFTA’s passage to fully implement the truck provision, as the Americans argued Mexican trucks posed a safety risk. The U.S. government eventually backed down and allowed trucks to cross the border. The letter — signed by the American Farm Bureau, the Retail Industry Leaders Association, North American Shippers Association, the Toy Association and others — said that Mexican trucks do not actually compete with American trucks. “Currently, it is a small, but important way of making sure our industries and North America remain competitive in the world market,” the letter said. The Teamsters union, which represents many U.S. truck drivers, said it supports the USTR decision to reconsider the trucking provision. Mike Dolan, the union’s top legislative representative, said the other groups misunderstood the USTR proposal, “which is simply to let the Congress legislate in this area, to keep our interstates safe and to safeguard the competitiveness of the American trucking industry.”

Ford will avoid layoffs, plant closures as it cuts costs Automotive News / November 14, 2017 When Ford Motor Co. went through its Way Forward restructuring a decade ago, it closed 14 plants and slashed tens of thousands of blue-collar jobs. But Joe Hinrichs, Ford's president of global operations, said Tuesday the company's latest effort to become more financially efficient won't involve any such actions. "We don't expect restructuring costs tied to any specific initiatives," Hinrichs said at a Goldman Sachs conference in Boston. "We don't have that kind of footprint redo that has to be done." CEO Jim Hackett has called for Ford to shed $14 billion in costs over the next five years. That includes $10 billion in incremental material cost reductions and $4 billion in engineering savings. Hinrichs said the material cost cuts will involve "aggressive plans" to save money with suppliers on production of current vehicles, as well as reductions on new models that will come early next decade. The automaker also plans to save money by reducing complexity. That includes a tenfold reduction in orderable combinations of the next-generation Escape crossover. The $4 billion savings on the engineering side will focus on reducing product development time, Hinrichs said. "None of those require restructuring charges," he said. "They do require redesigning how we do our business together." Hinrichs likened Ford's goal to be more financially fit to losing weight, saying that your first steps would be to examine your diet and then start working out. Ford is doing the same thing in looking at how its vehicles are made. "We can't afford the cost structure we have today if we want to get to the margins we want to get to," he said. Ford is targeting global profit margins of 8 percent. Without offering specifics, Hinrichs said that growth could mean a drop in revenue. "Expectations are going to be lower on the revenue front," he said. "It's all about margins, clearly."

It's a funny situation. Volvo acquired Renault's truck unit (RVI), and like the Mack dealer body, treat Renault people as if they couldn't possibly know anything about trucks. But the Swedes still feel uncomfortable, out of their element, in France. And they're intimidated by the French government. And then there's sales, where Renault is the highest performing brand within Volvo Group. Thus, Renault enjoys considerable autonomy, whereas Mack is literally just a nameplate on a few doors at Volvo's U.S. headquarters in Greensboro, North Carolina (and within are a collection of misfits who actually do know nothing about trucks).

I was thinking of this last night, trying to remember the supplier. The 6-speed knob/valve part number is 20QE398. The 10/12 speed unit had different raised lettering, low and high versus low and direct. I was thinking Wagner, who made our modern day rotochamber brake chambers (19QE396P5) for the 20,000 front axle (FAW20) application, but then I was thinking Berg. Sorry, many years ago. $115 for a little 14RC1131 bag of o-rings??? Volvo "bend over" pricing at work.

The four key reasons are: 1. Ruthless foreign aggressor Volvo 2. The UAW (union) 3. Mr. Marc Gustafson. 4. A United States government that doesn't support its truckmakers, as it does its automakers. https://www.bigmacktrucks.com/topic/43897-how-the-mack-name-ended-up-where-it-is-today/?tab=comments#comment-323090

The fastest way to get back on the road and generating revenue would be to take it to your local Mack distributor (R&R ?) http://rrtrucks.com/Locations/

Those pictures bring back a lot of memories.

Wards Auto / November 13, 2017 Double-digit gains across all classes resulted in eight consecutive months of year-over-year gains for Canadian truck makers. Despite having one less selling day this year, sales soared 50.4% in October for medium- and heavy-duty trucks, hitting 4,028 deliveries compared to like-2016’s mere 2,789. Class 8 sales continued their five-month gaining streak with a 43.1% boost to 2,719 units. Large gains were seen from every single truck maker in the segment with International leading the way with a 62.2% jump in sales. Strong numbers this month leave Class 8 year-to-date sales with a 10.0% lead with 21,146 deliveries compared to 2016’s 19,224. Medium-duty truck sales flourished 68.3% with large gains from all segments. All classes also lead sales for the year, resulting in a 24.1% gain for the whole group with 13,147 units. Sales in Class 7 rose 59.1% to 469 deliveries. Peterbilt saw the most improvement, jumping 269.3% from 11 to 39 units. A 45.8% increase for sister brand Kenworth resulted in nearly doubled sales for PACCAR. International’s 73.6% gain pushed it to 55.4% market share, up from 50.8% year-ago. September’s year-to-date total was ahead a mere 0.2%, but with a strong October, the gap widened to 4.4% with 3,987 deliveries. Class 6 posted the greatest improvement in October with an 81.6% leap in sales to 129 units. International more than doubled its sales from 21 to 49 units. Ford’s 151.7% hike to 348 units helped Class 5’s sales achieve a 74.8% growth for the month. Isuzu also came in strong with a 70.0% gain on 62 deliveries. Sales in Class 4 totaled 137 units, up 64.0% from 87 the year before. Ford saw the greatest growth, soaring 91.3% from 49 to 90 units. Isuzu also outperformed year-ago with large gains from both domestics (+36.7%) and imports (+56.3%). Class 4 year-to-date sales had the widest gap of any class through October, ahead 40.8%. Year-to-date sales totaled 34,293 at the end of October, 15.0% ahead of 2016’s 29,815. .

F-650 (Class 6) sales fell 19 percent. What's the deal there Bob? With minimal F-750 (Class 7) sales, Ford depends on Class 6 to justify the F-650/750 business case.

Wards Auto / November 13, 2017 With a booming 27.0% spike in October, hitting 36,494 deliveries, U.S. medium and heavy trucks were finally able to catch up to 2016 year-to-date sales, enough to put this year 0.4% ahead with 336,176 units compared to 2016’s 334,879. Class 8 came out 36.9% ahead in October with 17,928 deliveries. Daimler’s Freightliner (+50.7%) and Western Star (+20.1%) kept them on top with combined sales of 6,707. Mack Truck fell 3.2% but Volvo Truck’s 10.3% gain kept Volvo Group in the positive. Year-to-date sales totaled 152,409, still 6.6% behind year-ago’s 163,092, leaving Class 8 the only sector to fall short for the year. Medium-duty truck sales grew 18.7% with 18,566 deliveries. Sales in Class 7 jumped 14.7% with large volume gains from Ford (+89.5%), Hino (+102.7%) and International (+25.5%). Kenworth was the only truck maker in the group to underperform, dropping 15.9% to 388 deliveries. Sister brand Peterbilt’s 30.6% boost left PACCAR with an 8.4% improvement. Class 6 was able to pull off a 12.6% gain thanks to International’s 84.6% hike to 1,223 deliveries. That offset Ford’s 18.7% downfall, which resulted in a market-share drop of 10.3 percentage points. Ford (+29.3%) and FCA (+2.7%), together achieving 85.1% market share, led Class 5 to a 21.6% rise in sales to 6,581 deliveries. Daimler saw great improvement, up 194.5% on 371 units. Class 4 sales continued to bloom, marking the eighth consecutive October record, a string beginning with only 630 deliveries in 2010, up to 1,451 (+50.3%) last month. Isuzu’s domestic line grew 1.6% and imports, 2.2%, good for a combined 51.8% stake of the segment. The No.2 spot was filled by Ford, soaring 141.8% with 358 units. With October also marking eight consecutive months of year-over-year gains for Class 4, year-to-date sales totaled 14,946, up 32.2% from like-2016’s 11,304. Class 8 inventory rose last month to 42,091 units, only 2,634 ahead of last year’s 39,457. October’s days’ supply was 59, down from 75 in like-2016. Medium-duty truck makers ended the month with 61,456 units in inventory, an 83-day supply. That compares with 57,664 and 92 days in like-2016. .