kscarbel2

The Scammell S24 qualifies as being termed a "beast". .

Egypt has a long history of operating PayStar 5000s, but most have had standard 2-door cabs. .

It took me forever, but I finally found a frontal picture. .

So what began with me reading that Egypt is in the market for new howitzers caused me to note the tractor of course, and it looked to me like a 4-door PayStar 5000. Except I'm not aware of any having been built (Daily Diesel, one of our International experts, can correct me). .

One doesn't often hear about FWD's international sales. 2014 - Egyptian Army - Cairo, Egypt. .

Heroic Hercules Smithsonian Channel / July 31, 2017 Celebrate the Lockheed Martin C-130 Hercules in times of war and peace as we revisit her history of daring efforts and detail how she continues to serve 70 countries on multiple missions. Video - https://www.youtube.com/watch?v=cu-fjeyIWCM

Heavy Goods Vehicle UK / July 31, 2017 Suttle Transport Services Ltd, based in Tockwith, Wetherby has purchased three lifting, sliding-roof Krone Profi Liner curtainsiders to cope with their specialist, high-cube loads. The company operates throughout the UK, Holland, Germany and Belgium and carries a wide range of high-volume cargo, including packaging materials, horticultural products and equipment for the events industry. “We specified Krone Profi Liners with lifting and sliding roofs” says Managing Director, Alan Suttle, “to give us the loading flexibility required for over-sized and mixed freight. Trees for example or stage equipment can be loaded through the top and then literally wrapped, as the roof is lowered to the appropriate running height.” For domestic use the trailers run at a height of 4112 mm and by using the hydraulic-roof ratchet system, the roof can be lowered in 50mm stages by up to 150mm – to comply with the continental 4m height restriction. When loading, the roof can be raised by up to 500mm, which allows an impressive 3060mm height through the sides and rear. After loading is complete, the roof is then closed and lowered to its chosen height. Moreover, the Profi Liners are fitted as standard with Krone’s award winning Multi Lock side raves. Each of which has up to 130 lashing points, to afford virtually limitless strapping options. “The loading restraint is another feature which you only find on a Krone curtainsider.” Adds Alan. “With the Krone Multi Lock system we can strap anywhere along each side rave, which makes it possible to securely load cages, pallets or whatever at any point along the trailer bed. Plus, to compliment this, the trailers come with Krone’s roof-mounted straps, which slide along the trailer length and pull down to fix onto the side raves. Again, great all-round flexibility.” Suttle Transport runs a mixed vehicle fleet, ranging from vans for same-day courier work and 18 tonne rigids, up to 44 tonne artics. .

Iveco delivers for plant hire firm CBL Transport Engineer / July 31, 2017 Plant hire business CBL has renewed its fleet with 11 Iveco Stralis rigids and four Daily Hi-Matic light commercials, after a seed Stralis “delivered on all fronts” during its first year in operation. The 26-tonne Stralis Hi-Street rigids have day cabs and are equipped with Andover Trailers low profile plant bodies with beavertails, and seven of them have been converted to four-axle 8x2 rigids. Delivered by dealer Hendy Van & Truck, all 11 trucks are supplied with an eight-year Iveco Elements R&M contract and financed through Iveco Capital. The 3.5-tonne Daily chassis cabs are mounted with plant bodies built by Brit-Tipp. CBL depot manager Kevin Clark says Iveco seemed “perfectly suited” for the operation, in terms of payload, driveline and manoeuvrability, adding: “This opinion was reinforced after running our first Iveco out of the Maidstone branch. “The Stralis quite literally delivered on all fronts and we received excellent feedback from our drivers.” The Stralis rigids are all powered by Cursor engines featuring Iveco’s Hi-SCR technology and the seven converted 8x2 rigids have been specified with a 420bhp Cursor 11 engine. “We asked for a powerful engine, and Hendy delivered,” says Clark. He adds that Hi-SCR is a big advantage: “It keeps unladen weight down, and means our drivers don’t need to push any buttons or make unscheduled stops to regenerate the diesel particulate filter.” CBL’s four Daily Hi-Matic chassis cabs have an eight-speed automatic gearbox and are powered by 3-litre Iveco diesel engines, producing up to 146bhp between 3,000 and 3,500 rpm, with up to 350 Nm of torque between 1,500 and 2,600 rpm. The 15 new arrivals will work across CBL’s sites in Bridgend, Bristol, Crawley, Maidstone, Newbury, Saltash and Southampton. .

Commercial Motor / July 31, 2017 Hendy Van and Truck has supplied 11 Iveco Stralis rigids and four Daily Hi-Matic vans to plant hire specialist CBL. The 26-tonne Stralis Hi-Street rigids feature day cabs and come with Andover Trailers low-profile plant bodies with beavertails, while seven have been converted to four-axle 8x2 rigids. The rigids are all powered by Cursor engines while the seven converted Stralis rigids were specified with a Cursor 11 engine that produces 420hp. All come with an eight-year Iveco “Elements” repair and maintenance contract and are financed through Iveco Capital. The 3.5-tonne Daily chassis cabs are mounted with plant bodies built by Brit-Tipp and also feature the eight-speed Hi-Matic automatic gearbox. CBL depot manager Kevin Clark said a seed Stralis impressed during its first year of work at the family-run company’s Maidstone branch. “We first considered the Stralis because it seemed perfectly suited for our operation - offering a healthy payload potential, strong Cursor driveline and impressive manoeuvrability - which is essential when delivering plant in particularly challenging locations,” he said. “This opinion was reinforced after running our first Iveco out of the Maidstone branch. The Stralis delivered on all fronts and we received excellent feedback from our drivers.” The new arrivals will work across CBL’s seven sites in Bridgend, Bristol, Crawley, Maidstone, Newbury, Saltash and Southampton. .

The Magnificent Seven is a 1960 American Western film directed by John Sturges and starring Yul Brynner, Eli Wallach, Horst Buchholz, James Coburn, Brad Dexter, Steve McQueen, Robert Vaughn, and Charles Bronson. The film is an Old West-style remake of Akira Kurosawa's 1954 Japanese film Seven Samurai. (https://en.wikipedia.org/wiki/The_Magnificent_Seven) .

Daimler Press Release / July 31, 2017 In Germany, there are only about 100 municipal-owned fire departments. In most parts of the country, the protection is in the hands of the volunteer fire brigades, like here in Uhingen. Reporter Sarah Luickhardt accompanied two volunteer firefighters for a day with their Mercedes-Benz Atego. .

It is not my intention to cause BC Mack to feel homesick.

Scania Group Press Release / July 31, 2017 At the Convoy in the Park truck show, in Derby, England, we caught up with three #NextGenScania drivers in the UK to see what they think of their new trucks. .

Kenworth Truck Co. Press Release / July 31, 2017 Edwards Moving and Rigging Can More Easily Position Equipment Between Loads with C500s SHELBYVILLE, Ky., July 31, 2017 - When loads exceeding a quarter of a million pounds need to be moved, few haulers in the United States possess the kind of equipment operated by Edwards Moving and Rigging. The Shelbyville, Kentucky-based heavy hauling and rigging company owns several unique trailers to haul 375,000-pound turbines for combined-cycle power plants that use gas and steam turbines to generate more power than a standard plant with a single gas turbine. Or a 194,000-pound demethanizer tower used to extract natural gas from raw hydrocarbon gas at refineries. Instead of using huge 12-foot-wide prime movers—which are not typically equipped to get up to highway speeds and can only be operated on roads and highways under the restrictions of state and local conditional use—Edwards Moving and Rigging relies on several Kenworth C500 trucks to haul those payloads. “The Kenworth C500 offers us the power and transmission combination that can pull our trailers fully loaded with gross combination weights up to 900,000 pounds or more, and can haul empty trailers up to highway speeds in between loads,” said Bill Watts, vice president of operations for Edwards Moving and Rigging. Recently, three of the company’s C500s were used to haul a 187-ton turbine 230 miles from the manufacturer in New York over the Adirondack and Pocono Mountains to a combined-cycle plant in Pennsylvania. A fourth C500 served as a backup unit to help move the 350-foot-long truck and trailer duo—with a gross combination weight of 900,000 pounds—on long stretches of road with steep grades through the Adirondacks and Poconos. Edwards hauled two others like it earlier this year and in 2016. Unlike larger and wider prime movers, the 8-1/2–foot wide Kenworth C500 can operate on the road without requiring a conditional use permit. “Because the C500 is an over-the-road compliant prime mover, we can position our equipment much faster. When the move is done, we can stack the trailers and use our C500s to transport them to the next jobs without having to arrange transportation for both the trucks and trailers,” he said. Edwards operates the third largest fleet of Goldhofer THP hydraulic platform trailers in the United States. With more than 200 lines of hydraulic trailers available, the company can arrange them in various configurations to achieve a variety of payload capacities. Edwards is one of only two firms in North America with a 110-ton Goldhofer Faktor 5 trailer, which has a payload capacity five times its tare weight. The Faktor 5 features a beam suspended over two sets of 20-axle hydraulic lift trailers that can be extended to a span of more than 150 feet, or to the length of nearly a football field. It can also be raised or lowered up to 5-1/2 feet. Edwards also operates Aspen A250 and A500 dual lane trailers, which allow movement of loads across a non-suspension bridge on a divided highway or interstate using both travel lanes and bridge decks. Edwards hauls several hundred loads varying in size and scope each year using a fleet of about 30 trucks. Before the company bought its first two C500s, Edwards used specialized trucks to haul the heavier loads, Watts said. While the specialized trucks had the necessary power, because of their width, they had to be hauled to the move, along with the trailers, and then picked up once the move was completed. In 2011, Edwards began buying Kenworth C500s after meeting with Duane McDaniel, branch manager of local Kenworth dealer Worldwide Equipment in Middlesboro, Kentucky, and engineers from Kenworth. Since 2014, Edwards Rigging and Moving has bought four more of the C500s. “We have found Kenworth engineers and the Worldwide Equipment staff, led by Duane, to be quite knowledgeable about the heavy haul industry,” Watts said. “They ask all the right questions to get to know the specific needs of our operations and offer expert advice in helping us choose the right specs to meet those needs.” Edwards newest C500s are equipped with 15-liter, 550-hp engines coupled with 7-speed Allison 4700RDS automatic transmissions, two-speed tandem rear axles, and tandem planetary hubs. “The C500’s automatic transmissions allow our drivers to synchronize shifting much more easily than if they were driving trucks with manual transmissions,” said over-the-road equipment manager Kyle McAfee. “That’s particularly important when we use several C500s to pull and push the load. Our drivers have greater control over the load. Since it’s not lurching forward, we can eliminate potential damage to our trailers. “Our drivers also value the quiet C500 cab; positioning of gauges, switches in the instrument panel as well as the location of the pusher, tag axle and planetary hub controls; and the cab’s overall comfort,” he added. “The support our company and drivers receive from Worldwide Equipment and the Kenworth dealer network is phenomenal.” “When it can take up to two years to plan, coordinate and obtain all of the necessary permits for a move like the gas turbine transport, it’s important that we stay on schedule. In many instances, we have to meet certain timetables outlined in our permits. So, we need to rely on our equipment and equipment dealers. Kenworth and its dealer network certainly deliver with the C500 and continued dealer support after the sale,” Watts said. .

A new (for all intents and purposes) left-hand drive COE available today in North America, and with a so-called pre-emissions 500 horsepower Detroit Diesel Series 60 powerplant. I've experienced these Cleveland, North Carolina-built trucks (in right-hand drive configuration) in South Africa and Australia. A truck to be respected. .

Paccar recalls more than 1,700 new Kenworth, Peterbilt tractors for potential fuel pump issue Matt Cole, Commercial Carrier Journal (CCJ) / July 31, 2017 More than 1,700 Kenworth and Peterbilt trucks equipped with Cummins ISX15 engines are being recalled by Paccar due to a potential problem with the fuel pumps. The recall affects approximately 1,737 model year 2017-2018 Peterbilt 367, 389, 567, 579 and 587 trucks manufactured between Dec. 20, 2016, and April 17, 2017, as well as model year 2018 Kenworth C500, T680, T800, T880 and W900 trucks manufactured between Jan. 9, 2017 and May 5, 2017. The recall states the affected engines could have faulty fuel pumps that can cause the drive gear on the fuel pump to spin loose on the drive shaft, resulting in the loss of the fuel pump’s functionality. This could cause the engine to stall, increasing the risk of a crash. Cummins will notify vehicle owners, and Cummins dealers will replace the fuel pumps for free. A notification schedule has not yet been determined. The National Highway Traffic Safety Administration recall number is 17V-443, and the Paccar recall number is C1909. Truck owners with questions can contact Cummins or Paccar customer service.

I wasn't referring to fiberglass fenders. I thought that Watts had been purchasing from York Corrugating, the original supplier to Mack Trucks. If NLA (no longer available) through Watts, I'm sorry to have misled you.

Production of New Freightliner Cascadia Ramps Up Transport Topics / July 31, 2017 YOUNTVILLE, Calif. — Freightliner Trucks has ramped up production of its updated Cascadia model and has begun to roll out additional variations and options for the truck. The new Cascadia, unveiled in September 2016, entered production in January and was on track to surpass 10,000 units during August, the original equipment manufacturer said. Kary Schaefer, general manager of marketing and strategy at Daimler Trucks North America (DTNA), touted the model’s early market reception at a July 27 press event here. Freightliner is the flagship brand of DTNA. “We focused on delivering the lowest cost of ownership, which includes a great driver experience and leading fuel efficiency,” she said. DTNA measured an 8% fuel efficiency improvement over a similarly spec’d 2016 Cascadia Evolution, and fleet customers have been confirming those fuel economy benefits, with one fleet reporting that it is averaging more than 9 miles per gallon with its trucks, Schaefer said. “We have had several fleets tell us that the new Cascadia has helped strengthen their driver recruiting efforts,” she added, citing the look of the truck, its handling, visibility, ergonomics and interior design. Schaefer also highlighted the updated Cascadia’s use of Detroit’s connected vehicle technology, including the Virtual Technician remote diagnostics service. Mike McHorse, on-highway product marketing manager for Freightliner, said take rates on Detroit components have increased on the new Cascadia compared with its predecessor. Customers have spec’d the DT12 automated manual transmission on 94% of the new Cascadias ordered through July 7, versus about 68% on the older Cascadia. Adoption rates for the Detroit Assurance safety system also have increased. About 59% of new Cascadia orders included Assurance 4.0, compared with 25% penetration of Assurance 2.0 on the classic Cascadia. While DTNA has been a major proponent of in-house powertrains — urging customers to choose Detroit engines, axles and transmissions on their Freightliners and Western Stars — the company does allow room for customer choice. In July, DTNA introduced new product options for Cascadias, including the Cummins Inc. X15 engine and the Eaton Advantage automated manual transmission. The company also now offers its “driver loft,” featuring opposing seats and a table that fold down in seconds, and a full-size Murphy bed. “It’s a great utilization of space,” said McHorse, who described the loft as a driver recruiting and retention tool. “It’s almost become a recreational vehicle experience within that truck.” DTNA plans to showcase variations and options for the new Cascadia at the inaugural North American Commercial Vehicle Show, scheduled for Sept. 25-28 in Atlanta. .

Okay, RW613-6538. I suggest you visit your Mack brand dealer and look at the parts illustration in person. Those trucks have (had?) a very clear parts illustration. If you and the parts person still arrive at those 2 numbers, ask him/her to request a copy of the blueprints for those 2 numbers from the specifications department of Mack brand parts operations. With them in hand, you can get to the bottom of it.

Contact the folks at Watt's Mack (provider of the BMT website) at 1-888-304-6225 and ask for 13QM5127P1 and 13QM5128P1.

C-SPAN / July 31, 2017 1954 General Motors film on infrastructure problems. .

Matt Wood, Trade Trucks AU / June 29, 2017 Vince Ridolfo, a former Sicilian barber, emigrated to Australia in 1956. After finding work as a fruit picker and labourer, he entered he road transport industry, In the early 1960s Vince saw an opportunity in the forests of south-west Western Australia. Local infrastructure was rapidly being rolled out and the State Electricity Commission needed timber for power poles – a lot of timber. Initially, Vince, along with a business partner, ventured into the forest in a 1958 F600 Ford prime mover, which apparently spent more time broken down in the bush than hauling huge logs of jarrah. In 1963, Vince saw that he needed something out of the box. He needed a big truck for a big job. And he did something no one else in Western Australia had done to date – he bought a Laurie O’Neil imported Peterbilt. The Peterbilt 351a was a massive truck for those times, with a naturally aspirated 250hp Cummins, a 4-speed Spicer transmission with a 4-speed joey ‘box and aluminium chassis rails. Ridolfo Transport continued to grow and by 1967 Vince was off the road and running the show as more trucks and equipment came into the fleet. The Peterbilt, however, only stayed with the company for about three years. Vince reportedly didn’t really trust the aluminium chassis rails as a few cracks started to appear around the rear. This 351 Pete was moved on to make way for a similar-spec truck but one that featured a steel chassis rather than an aluminium one. Vince Ridolfo passed away in the late 1980s. The family rallied around Vince’s wife Domenica and kept the business going. Eventually sons Anthony and Daniel were at the helm. The rest is transport history as the business evolved, diversified and grew. By the late noughties it had become Intercon Millar and eventually IML Logistics before it was ultimately sold. Daniel Ridolfo did his time on the tools as a diesel mechanic before entering the family business. While his mates were hankering to build their own street machines and hot rods, Daniel had an agenda of his own – to track down and restore his father’s first new truck: the original ’63 Pete. This was no easy search, but the truck was eventually tracked down. The basket case Pete sat abandoned on a farm near the far north Queensland town of Innisfail. "If it was any other truck I wouldn’t even have considered trying to restore it," Daniel says. "We needed a chainsaw just to get it out." Daniel knew what he was after. He even knows the chassis number and engine number off by heart just in case you’re interested: 16473 and 858838! Over the years the original joey box and Spicer main box had been lost to time. A 13-speed Eaton overdrive took their place behind the Cummins. Once home, the mammoth resto task began. Daniel handled all the mechanical work while the significant amount of panel work was farmed out. "It took about seven years to complete," Daniel says of the job. "There were stops and starts but I wanted it to be finished in time to use at my wedding. "It gave a goal to work towards," he says with a grin. The result is stunning. This truck presents as brand new and, gearbox aside, is true to its original spec. Modern touches like a stereo and UHF radio are all stealth mounted, adding to the time warp factor. Back in the late noughties, the last truck bought by Vince Ridolfo was still working in the fleet. The 1986 W model Kenworth was hauling local loads with its mechanical 3406 Cat rumbling away under that classic snout. However, in 2010 the yellow power plant called it a day. Daniel decided to take the truck home and restore it to its former glory. As with the Peterbilt, the W model is a stunning example in the flesh. Daniel has resisted the temptation to customise or modify. Video - https://www.tradetrucks.com.au/features/1707/in-search-of-the-family-peterbilt

IVECO Trucks Australia Press Release / July 31, 2017 An Australian manufacturing presence is providing Iveco’s venerable ACCO model with a competitive edge in the marketplace, while also creating hundreds of valuable local jobs along the way, according to Iveco Australia Managing Director, Michael Jonson. A long-time favourite for demanding refuse collection applications, the ACCO is designed and built at Iveco’s Dandenong (Melbourne) manufacturing facility, and approximately 85 percent of the ACCO’s componentry is Australian-sourced. The local components including the dual control system and the cabin – which is still pressed and welded together in Dandenong – is complemented by a premium American driveline that includes leading names such as Cummins, Allison, Meritor and Hendrickson – all refuse industry staples. Although the latest ACCO model range can trace its lineage to 1972, aside from the basic cabin shell and the famous ACCO nameplate, there is little more that links the latest models with their utilitarian ancestors. Well over 4,000 design modifications and additions have been made to the ACCO over the years, ensuring the model has continued to evolve to best suit its target applications, most notably compactor and concrete agitator work. What started life as a tough, no-nonsense, practical workhorse designed primarily for use in the Australian defence forces, has over the years become much more sophisticated and user-friendly in civilian life, while not losing its ruggedness or robust reliability. Iveco Australia Managing Director, Michael Jonson, says this local evolution coupled with local manufacturing, has important benefits, both for Iveco and the trucks’ end-users. “Unlike many other competing models, the ACCO is specifically-designed for Australian conditions and our unique market requirements,” Michael says. “There are over 25 engineers heavily involved in local research and development work to ensure that the ACCO and Iveco’s other locally-produced models are fit-for-task.” Michael says that one of the main advantages of the ACCO being fully manufactured locally is greater flexibility, offering buyers a high level of customisation and availability. “The fully imported models marketed by competitors provide a limited choice, and anything that a buyer requires that extends beyond a handful of variations needs to be organised at additional cost with a local body builder and involves a longer build process,” he says. “In comparison, the ACCO can be modified on the production line to suit the truck’s intended application; bolt holes and other fastening points can be customised as can the positioning of auxiliary components such as fuel, air tanks, exhaust systems and other similar items. “We can be extremely responsive to our customers’ needs, from building a one-off design or hundreds of copies. We can also paint down the line in our customers’ choice of colour to suit their company livery – all this in-house process provides a faster delivery time while remaining very cost competitive. “For customers, a more efficient build process means a more cost effective buying proposition and a faster build, so the truck is out working and earning money sooner. “From a service and maintenance perspective, local production also has benefits including reduced downtime. Using the ACCO as an example, most parts are produced and sourced locally, so even less common components are faster to locate and fit,” Michael adds. Aside from the advantages local manufacturing provides customers, there are also benefits for Australia’s automotive manufacturing workforce which has been decimated in recent years following the withdrawal, or planned withdrawal, of many local automotive operations. Iveco currently employs approximately 150 staff in the manufacturing process, and as well as these direct jobs, Iveco has strong links to a broader nationwide supply chain of over 200 businesses, resulting in employment for hundreds more Australian manufacturing workers. Aside from the ACCO, Iveco’s other local-produced models include the Powerstar heavy duty truck range and both Metro & Delta bus chassis – both of these feature up to 65 per cent local content. The Stralis AS-L, AT & AD models are also built here with 55 per cent local componentry. Iveco is also bucking the trend in local manufacturing by starting production of the Stralis ATi 6x2 and 6x4 models which were previously fully imported from Europe. Michael says that Iveco’s ongoing local manufacturing presence and recent increase in the locally-produced model mix was proof that building trucks in Australia is viable. “Iveco is one of only a few remaining commercial vehicle brands to manufacture here – this latest expansion in Australian-based production demonstrates the company’s commitment to having a strong local manufacturing presence,” Michael says. “The addition of Stralis ATi 6x2 and 6x4 variants – one of Iveco’s best-selling models – to the local production mix along with other initiatives, has seen a modest increase in the facility’s manufacturing workforce, so this is good for the local community but also for Australian truck buyers who can further reap the benefits that locally-manufactured vehicles provide. “The expansion of local production not only reflects a strong belief from Iveco Australia that local manufacturing is sustainable, but the initiative is also strongly supported by Iveco’s parent company, CNH Industrial.” Adding the Stralis ATi models to the local production mix has seen the Dandenong facility undergo investment in tooling and software to calibrate the AT’s adaptive cruise control and lane departure warning systems, and in doing so has introduced new technology to the site and paved the way for additional investment in the future for the likes of the ACCO, Australia’s truck. Acco_Trusted For Over 40 Years .