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Proposed U.S. border tax killed by Republicans Automotive News / July 27, 2017 Republican leaders in Washington, D.C., conceded on Thursday that a border-adjusted tax doesn’t have support to be part of negotiations to overhaul the U.S. tax code, a move that is sure to make U.S. and Canadian auto executives happy. The controversial border adjustment tax was meant to discourage U.S. companies from manufacturing products overseas and then importing them back into the United States for sale. The decision is a major victory for large importers who lobbied aggressively against the proposal, including a coalition that included automakers such as Toyota Motor Corp. A statement Thursday from the so-called Big Six -- House Speaker Paul Ryan, R- Wis., House Ways and Means Committee Chairman Kevin Brady, R-Calif., White House economic adviser Gary Cohn, Treasury Secretary Steven Mnuchin, Senate Majority Leader Mitch McConnell, R-Ky., and Senate Finance Committee Chairman Orrin Hatch, R-Utah -- said due to unknowns associated with the border-adjusted tax, the group “had decided to set this policy aside in order to advance tax reform.” "And we are now confident that, without transitioning to a new domestic consumption-based tax system, there is a viable approach for ensuring a level playing field between American and foreign companies and workers, while protecting American jobs and the U.S. tax base," according to the statement. Ryan and Brady had been telling Republicans prior to the statement’s release that the controversial border-adjusted tax on imports would no longer be part of tax-legislation negotiations, according to four people familiar with the ongoing discussions. Canadian Automotive Parts Manufacturers’ Association President Flavio Volpe believed the debate over a border adjustment tax ended a long time but he’s still happy to hear it’s official. “It’s interesting timing…less than a month before we begin debating NAFTA. It’s a good signal,” Volpe told Automotive News Canada. “If you remove the anxiety around it being on the table as part of NAFTA, or you remove it from the table as being part of a future tax reform package, you don’t have to model into a trade deal between the three countries.” A border tax could have severely hurt the Canadian auto industry, he said. “I don’t think anyone believe threats of 20 or 30 percent were anything but political but threats of 3.5 percent or something in that order would have crippled a lot of the segment,” Volpe said. The border-adjusted tax, which would replace the current 35 percent corporate rate with a 20 percent levy on companies’ domestic sales and imported goods, had been a centerpiece of the House GOP tax plan endorsed by Brady and Ryan. It was estimated to generate more than $1 trillion over a decade, which would help pay for tax cuts promised by Republicans. The concept had been under attack by retailers and other industries that rely on imported goods, who mounted a campaign saying it would raise prices for working Americans on everyday goods. In January, Linamar CEO Linda Hasenfratz told an audience at the Automotive News World Congress in Detroit that a border tax would be detrimental to business. “The prospect of trying to put some trade barriers up between those countries is extremely troubling,” she said at the time, noting that the average automotive part crosses a border seven times in North America before it ends up in a consumer’s driveway. “Can you imagine adding a border tax seven times to these products that are passing back and forth between our borders?” asked Hasenfratz. “It would add enormous cost that no one can bear.”

I posted this in June, 2015. -------------------------------------------------------------------------------------------- The former Allentown-based Mack Trucks for years had the most effective and yet ingeniously simple part numbering system in the global truck industry. The beginning of the part number (prefix) told you what kind of part it was, with P-number suffixes that told you what variation it was. Here are just a few examples of the part number prefixes: 1AX - fine thread bolt 4AX - course thread bolt 36AX - lock washer 37AX - flat washer 62GB - engine bearing 631GC - turbocharger 2ME - muffler 4ME - exhaust pipe 47MO - turn signal lamp 1MR - electrical switch 11MR - circuit breaker 3MT - temperature gauge 10QH - tie rod end 2QK - front spring 4QK - rear spring 10 QK - suspension rubber insulator 1QM - hood 301SQ - king pin set .........and so on. The "P" suffixes were equally straightforward, continuing the brilliant simplicity of the Mack system. 2QK3378P1 10,500lb front spring 2QK3378P2 12,000lb front spring An "A", "B" or higher letter between the base part number and the "P" suffix denoted an engineering improvement. For example, 3MT35AP2. 3MT - temperature gauge 35 - R/U/DM A - see above P2 - negative ground or P3 (positive ground) Because of the brilliant Mack part numbering system, the part numbers were very easy to remember, due to the fact that each part of the number had a logical and clear meaning. This is why veteran Mack parts people, in my humble opinion, were significantly better than their peers in the truck industry. With literally thousands of Mack part numbers comfortably in their head, veteran Mack parts people were faster than a New York deli. (Did anyone ever have the nightmare of obtaining parts from a Ford heavy truck dealer?) But now, Volvo has largely replaced Mack part numbers with Volvo global part numbers, randomly selected part numbers that have no meaning whatsoever. This is why the handful of veteran Mack parts people still around can no longer quickly assist you. The Volvo parts system, by design, is immensely time consuming. Not to mention the horrible, inconsistent Volvo Group electronic parts catalog for Mack brand trucks. For Volvo to throw away the staggeringly efficient Mack Trucks parts numbering system, frankly the truck industry's best, and replace it with meaningless Volvo global part numbers so as to meet the demands of their arrogant bureaucracy, is a tragedy for the Mack brand customer. As a Mack veteran, it leaves me totally disgusted. Even though today's Mack brand truck is for the most part a rebadged Volvo, the Swedish truckmaker would have been better off to adopt Mack's superior part numbering system rather than force their often criticized system upon the former Mack dealers. But then, the culture of arrogance at Volvo prevents them from admitting they are inferior at anything.

I'm seeing a lot of that, and it's very sad. I say this proudly and as a matter of fact, the former Mack Trucks had the best parts people in the industry, a highly talented family that worked together, from the PDCs (parts distribution centers) to the distributors and factory-owned branches. We had the sharpest people in the business, and the best parts "system" in the truck industry.

KrAZ Trucks Press Release / July 11, 2017 Half century ago, in July 1967, KrAZ Trucks (aka. the Kremenchug Truck Plant) began production of the legendary Model 255B. In production until 1993, KrAZ built 160,732 units including 30,000 tropical versions for export to foreign countries. The high point of production was the 1978-1987 period, when an average of 7,500 to 8,000 units rolled off the assembly line each year. Conqueror of rugged terrains, general favorite, “laptyozhnik”, legend - all these nicknames were given to the KrAZ-255B truck for its reliability, rugged design, endurance, repairability and excellent off road capability. Fifty years is a considerable age for a truck, for some 10 years is the limit. But the KrAZ-255B truck is not about to go away any time soon. Today, almost a quarter of century after the KrAZ‑255B was discontinued, you can still see them in CIS countries, on mountain roads of India, Afghanistan, Iran, in savannahs, sands and tropical jungle of Africa. Service with the army in combat operations, peace keeping missions, emergency response, operation in extremely harsh environmental and road conditions is the past and present of the KrAZ‑255B. Today, the KrAZ-255B vehicle is still “on duty” in Eastern Ukraine with the military engineers of the country’s armed forces, carrying pontoons in the construction of a 70-meter long bridge across Severskiy Donets near the village of Krymskoye. Age seems to have no effect on the KrAZ-255B. KrAZ’s off road legend is still in service with the army and economy of over 50 countries worldwide. It is a pride of the company, it’s high standard only exceeded by today’s KrAZ-5233 and KrAZ-6322 trucks. Photo gallery – http://www.autokraz.com.ua/index.php/en/novosti-i-media/news/item/3210-laptozhnyku-kraz-255b-50 .

Diesel News Australia / July 2017 The rough roads of far western Queensland are not good for the major joints in livestock trailers. The road conditions the trailers meet every day on very rough roads can cause damage. Items like the top corners and the frames on the doors all get extra reinforcement on trailers belonging to Surat, Queensland, livestock operator Mark Johnstone. This does mean the trailers are slightly heavier than the norm, but Mark has learnt the hard way. “Ninety per cent of the time, the roads we drive on are pretty ordinary,” says Mark. “We go as far as Epsilon Station, out at Cameron’s Corner. Then we go just over the South Australian border, down the Birdsville track. “Come winter, in the cooler months, that’s when we start pulling cattle out of remote South West Queensland. We take the stock through to Grantham, in the Lockyer Valley. The abattoir there does all organic meat. “When we bring the cattle in from out there we have to do a layover with them, then we can sell them in Wyandra or Cunnamulla. You’ve got to be careful, it has to be somewhere which has organic hay.” There are only a few places in outback Queensland where the right organic feed is available. Even some of the bigger sale yards do not have organic facilities. Organic cattle need to be kept separated, at all times, from ordinary animals, with their own loading ramps and yards, etc. Ninety-five per cent of all of Mark’s loads comes directly from farms. He spends little time loading out of sale yards. Cattle from farms in the area to the west of Surat are hauled to places like Roma, Dalby, or sometimes even as far as Biloela in Central Queensland. Most of the time Mark is dealing directly with the farmers who own the cattle. Mark prefers to operate face to face with the owner, not necessarily via an agent. These relationships are long term and both parties can feel comfortable dealing directly with each other. The seasonal nature of the work suits Mark’s business. In the colder months, when Mark’s work is further west in the more remote areas, there are quite a few livestock trucks working in the Surat region. However, in the summer, many of those competing operators move over to bulk grain transport, while Mark picks up livestock work in the area. “When the seasons are good, it’s really good for everyone,” says Mark. “Everyone’s got enough work, but when it gets dry, it’s hard. We have found in every drought we’ve been through. There’s plenty of work and you can make money, but when it rains big time, for the next twelve months there’s nothing. “If the seasons flow just right, the fellow on the land has got money in his pocket, and you always seem to have a bit more money in your pocket. “When there’s a drought, everyone hangs on until the last minute. You can’t blame them for doing that, but then they have got to move, and it’s got to go today. You miss out on half of your customers. Once the drought breaks, customers will try and work you in with the timetable and ask you when you can do them. This only lasts for about two months, and then it’s just ‘sit down time’.” .

Iveco Australia to build Stralis AT in Melbourne Prime Mover Magazine / July 25, 2017 Iveco Australia has announced that it will be assembling the Stralis ATi model at its facility in Dandenong, Melbourne, renaming it Stralis AT. The Stralis AT is currently sold in Australia as a fully imported model, with Australian manufacturing and selected component sourcing, including mirrors, wheel angles, trailer connections, batteries, wheels and liquids, to begin in the fourth quarter of 2017. The Stralis AT variants will include a 6x4 prime mover and 6x2 rigid in a variety of specification options, and will join existing Stralis AS-L, Powerstar, and ACCO models which are locally built or manufactured in Melbourne. According to Iveco, local production of AT models will reduce lead times from vehicle order to delivery, and introduce the ability to customise orders with factory-fitted special options and local accessories. Iveco Australia Managing Director, Michael Jonson, said the increase in local production highlighted the company’s commitment to Australian manufacturing. “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,” Jonson said. “The addition of Stralis AT variants to the local production mix along with other initiatives will ultimately see a modest increase in the facility’s manufacturing workforce, so this is good for the local workforce 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,” Jonson said. The addition of the Stralis AT to the production mix will see the Dandenong facility undergo investment in tooling and software to calibrate the AT’s adaptive cruise control and lane departure warning systems, and therefore introduce new technology to the site. .

Pictures of the China market Ford Cargo at the Shanghai Motor Show product launch. 6x4 - https://product.360che.com/img/c1_s66_b17_s7015_m37891_t0.html 4x2 - https://product.360che.com/img/c1_s66_b17_s7015_m37894_t0.html

Ford Celebrates 100 Years of Truck History Ford celebrates 100 years of leadership, innovation, capability and durability for its iconic trucks – from the Ford TT that kicked off this rich history on this day in 1917 to the new Ford F-Series lineup Henry Ford’s vision to create a vehicle with a cab and work-duty frame capable of accommodating cargo beds and third-party upfit equipment proudly endures a century later in the Built Ford Tough F-Series lineup – from F-150 to F-750 Super Duty F-Series reigns as America’s best-selling truck for 40 straight years and best-selling vehicle for 35 straight years, thanks to Ford listening to and understanding the needs of truck owners, developing customer-centric product innovations, and delivering purpose-built capabilities, features and configurations; Ford has sold more than 26 million F-Series trucks in the United States since 1977 DEARBORN, Mich., July 27, 2017 – One hundred years ago today, Ford introduced its first purpose-built truck, the 1917 Ford Model TT, forever changing the auto industry – and the very nature of work itself. A century later, Ford trucks are among the most iconic vehicles in the world. F-Series is America’s best-selling truck for 40 consecutive years and best-selling vehicle for 35 straight years. In Canada, Ford F-Series has enjoyed 51 consecutive years as best-selling pickup and now marks seven straight years as best-selling vehicle. Throughout this rich history, Ford continuously has worked to improve its trucks by listening to truck owners and developing new innovations that improve their ability to get the job done. These innovations give today’s Ford truck owners greater towing and hauling capability, advanced engines for improved efficiency, and driver-assist technologies that make it easier and more convenient to operate. Birth of a legend Nine years after the first Model T saw Ford customers asking for a vehicle that could haul heavier loads and provide greater utility for work and deliveries. On July 27, 1917, Ford responded with the Model TT, which retained the Model T cab and engine. The Model TT came with a heavier-duty frame capable of carrying one ton of payload. The factory price was $600; 209 were sold that year. Similar to the Fordson tractor introduced in 1917, Henry Ford envisioned a chassis that could accommodate third-party beds, cargo areas and other add-ons to deliver the increased functionality needed to get work done. It was a formula for success. By 1928, Ford had sold 1.3 million Model TTs before replacing the truck with the more capable Model AA with a 1.5-ton chassis. Henry Ford marketed his early trucks heavily in rural areas, according to Bob Kreipke, Ford historian. “Model AA trucks in particular had a certain class to them,” he said. “Customers could use them on the farm, yet still take them to church on Sunday.” Like the Model TT, the Model AA was available exclusively as a chassis cab offered in two lengths, with new powertrain and axle options for greater capacity. To stay ahead in what had become a hotly competitive business, Ford replaced the Model AA with the even more capable Model BB in 1933. Many were outfitted as mail and freight vehicles, ambulances and stake trucks. Two years later, Ford introduced the 1935 Model 50 pickup, powered exclusively by its famous Ford Flathead V8 engine. By 1941, Ford had sold more than 4 million trucks. Changing over to war production resulted in the loss of consumer sales but a gain in experience building heavy-duty military truck chassis and four-wheel-drive personnel carriers. A year after consumer production resumed in 1947, Ford leveraged that knowledge to provide even more innovations for its customers. “After the war, a lot of rural Americans moved to urban and suburban centers looking for work, and many took their Ford pickups with them,” said Kreipke. “Ford saw this as an opportunity, and began work on the next generation of trucks for 1948, what came to be known as F-Series Bonus Built trucks.” This first-generation F-Series covered Classes 2 through 7 capacities – from the half-ton F-1 to the much larger F-8 cab-over truck. With the arrival of the second-generation F-Series for 1953, Ford increased engine power and capacity, and rebranded the series. The F-1 became the F-100, while F-2 and F-3 trucks were integrated into the new F-250 line. F-4 became F-350. Class 8 trucks were spun off into a new C-Series commercial truck unit that produced iconic C-, H-, L-, N-, T- and W-Series Ford trucks. Throughout this period, Ford trucks started looking less utilitarian, sporting two-tone paint, automatic transmissions, and improved heater and radio offerings. New standard features debuted with the 1953 F-100, including armrests, dome lights and sun visors. Lower and with a wider cab, the new truck featured integrated front fenders and a more aerodynamic design. Then, in 1957, Ford tested out a car-based truck – the Falcon Ranchero. Marketed as “More Than a Car! More Than a Truck!,” this light-duty truck brought car-like amenities to consumers. Creating the Built Ford Tough brand In 1961 – 44 years after the Model TT – Ford introduced its fourth-generation F-Series. Lower and sleeker, it debuted the company’s revolutionary twin I-beam front suspension. An upscale Ranger package appeared in 1967. Ads emphasized improved comfort, value and durability, as Ford trucks now offered power steering and brakes, and a lower chassis profile. A larger SuperCab option introduced in 1974 featured more comfortable seating to attract dual-purpose work and family buyers. With the arrival of the sixth-generation F-Series in 1975, Ford dropped the popular F-100, replacing it with a higher-capacity F-150 pickup to combat the C/K trucks from General Motors. By 1977, F-Series pulled ahead in the sales race, and 26 million trucks later, Ford hasn’t looked back. That same year, a copywriter for a Ford truck magazine is said to have written three simple words that would come to define the brand – Built Ford Tough. It is more than a slogan – it’s the F-Series brand promise to its owners and the mantra for Ford’s entire truck team. Trucks were fast becoming universal family vehicles, in addition to being work trucks, according to Kreipke. Instead of renting a truck for a big job or for towing, people now had ones they could use for work during the week, then hitch a trailer to and haul the family in for weekend getaways. Ford trucks were adapting to the changing, more active American lifestyle. Premium edition trucks, such as the Lariat package introduced in 1978, offered more comfort features including air conditioning, leather trim, and power windows and locks. In 1982, Ford charted a different course with an all-new compact truck – Ranger. Versatile and efficient, Ranger quickly built a reputation for being tough and capable, leading it to thrive in diverse markets around the world. Now, after a seven-year hiatus, Ford is reintroducing an all-new Ranger in North America in 2019. Expanding the Built Ford Tough Lineup Ford reset the benchmark again in 1998 with the introduction of F-Series Super Duty. Engineered for fleet and heavy-duty work use, Super Duty – from the F-250 all the way up to the F-750 – more clearly defined Ford trucks for a growing base of commercial applications. With an expanding lineup of F-Series trucks, the company added high-end trim and technology packages to meet customers’ diverse needs. The addition of King Ranch, Platinum and Limited model trucks provided more luxury content along with improved functionality and capability. Features such as premium leather-trimmed seating, SYNC® with navigation, sunroofs and heated seats, along with gross vehicle weight and tow ratings in the 15,000-pound range combined to deliver on the Built Ford Tough brand promise. While Ford worked to continuously increase truck capabilities, the company made bold investments in efficiency, too. Powerful, yet efficient EcoBoost® V6 engine technology debuted for 2011, providing customers with better fuel economy and power. This was followed by the industry’s first high-strength, military-grade, aluminum-alloy body for the 2015 F-150, providing customers the “and” solution of greater efficiency and more capability. Two years later, 2017 Super Duty trucks also got lighter-weight high-strength, military-grade, aluminum-alloy bodies – a savings Ford reinvested in providing best-in-class towing and hauling capability. Innovation on the performance front continued, too, with Ford leading the way in the specialty truck segment. Early examples include Harley-Davidson F-150 and F-150 SVT Lightning. Then came Raptor – the first off-road trophy truck from a major manufacturer. Inspired by desert racing and designed specifically to meet the needs of off-road truck enthusiasts, the purpose-built F-150 Raptor set the bar high for off-road performance. Today’s second-generation 2017 F-150 Raptor features a 450-horsepower EcoBoost V6, 10-speed transmission, and segment-exclusive Terrain Management System™ with electronic-controlled transfer case and differentials. Ford is credited with putting the world on wheels, and Ford trucks helped build America. “Ford trucks carried the loads, the people and the products necessary to get the job done,” Kreipke said. Photo gallery – https://media.ford.com/content/fordmedia/fna/us/en/news/2017/07/27/ford-celebrates-100-years-truck-history.html .

Electric truck maker Nikola announces tractor updates, teases launch party Jason Cannon, Overdrive / July 26, 2017 Nikola Motor Co. Sunday provided a few updates on the Nikola One tractor the company expects to road test next year. Via its Twitter account, the company says it is planning a “huge party/event” for customers, media and partners when the truck rolls off the test assembly line in 2018. The company also says the hydrogen fuel cell powered truck will feature a 6×4 configuration that is compatible with a dual or super single tires. The steer axle, Nikola says, will feature a nearly 60 degree turning radius. The tandem driveline, Nikola says, was engineered to handle a 30 percent grade loaded to 80,000 pounds at 0 mph standstill takeoff. Updates! 3- Nikola One will have 6×4 all wheel drive. Nearly 60 degree turning. Duals or super single compatible. Road testing next year. — Nikola Motor Company (@nikolamotor) July 23, 2017

Senate's transport appropriations bill includes $550 million for TIGER program Neil Abt, Fleet Owner / July 25, 2017 Committee schedules Thursday hearing on fiscal 2018 legislation A Senate subcommittee advanced a fiscal 2018 transportation appropriations bill that includes funding for the popular TIGER grant program, a departure from the House legislation and President Trump’s budget request. Overall, the Senate bill would provide $19.47 billion in discretionary appropriations for the U.S. Department of Transportation for fiscal 2018, $978 million above 2017 levels. The Senate Committee on Appropriations is scheduled to hold a hearing on the bill on July 27 after the subcommittee chaired by Sen. Susan Collins (R-ME) approved it. “This bipartisan bill is the product of considerable negotiation and compromise, and makes the necessary investments in our nation’s infrastructure … and provides funding for economic development projects that create jobs in our communities,” Collins said in a statement. The Senate bill includes $550 million for the popular TIGER grant program, a $50 million increase from current levels. However, no funding for TIGER was included in the version of the bill that passed a House committee earlier this month. President Trump’s budget request did not include TIGER. Collins made news after the hearing when she was heard on a microphone criticizing Trump’s “irresponsible” budget approach. The Senate language calls for $45 billion from the Highway Trust Fund to go to the federal-aid highways program, which is consistent with the FAST Act. It includes $908.6 million for the National Highway Traffic Safety Administration and $744.8 million for the Federal Motor Carrier Safety Administration (FMCSA). No amendments were offered, at the request of Collins. Instead they will be considered during Thursday’s hearing. An amendment to the House bill would force FMCSA to study if there should be a delay to the electronic logging mandate. The House bill also contains language that would prohibit states' meal and rest break rules for truckers. Once each of the bills are approved by the full legislative bodies, House and Senate negotiators will have to hammer out a single compromise version to send to Trump. .

Kenworth Assesses Ramifications of ELDs on Business Transport Topics / July 26, 2017 KIRKLAND, Wash. — Kenworth Truck Co. looks at the potential effect of mandatory electronic logging devices on its business from the perspectives of truck production and valuation and fleet maintenance, company executives said. The two things Kenworth hears most frequently regarding ELDs are: “How will [implementation] manifest itself from a true capacity [perspective] — both in [truck] volume and [driver] time — and the flow-on effect that it will potentially have on the used-truck market,” General Manager Mike Dozier said. For instance, more truck owners choosing to quit the industry rather than use ELDs could increase used-truck volumes and dampen those prices, a situation that possibly could affect new truck sales as trade-in values fall, Dozier said. Also, ELD implementation is important to Kenworth from a planning perspective, said Kevin Baney, assistant general manager for sales and marketing. “It’s about staying tuned in with customers. Whether it’s industry capacity or build, it’s more about planning [for us].” Dozier and Baney spoke to reporters here prior to a ride and drive featuring the truck maker’s latest vocational vehicles, including dump trucks and mixers. Kenworth is a unit of Paccar Inc. Baney added: “We have talked with fleets and customers about what their [truck] needs are going to be in the fourth quarter and then going into next year. We’re making sure we are ready to support whatever they need to do.” Also, ELDs and the connected-truck efforts underway at Kenworth are closely related, Baney said, to the point where required repairs or maintenance could be scheduled and performed while the driver has to rest. “We think combining connected-truck data with ELDs in providing the customers the best information that they can use to plan their business and logistics is absolutely required,” he said. At the same time, Kenworth needs to be in the position of supporting whatever ELDs are available, from apps to tablets, Baney said. Whether ELDs ever become fully integrated in a truck cab is an ongoing discussion with all the ELD providers, he said. It is important to provide flexibility within the truck cab in an environment of rapid technological change, he said. “There is and will remain room for consolidation of technologies,” Dozier said. “It’s yet to be seen what is the right level of consolidation and integration of multiple technologies [in the cab].” .

Transport Topics / July 26, 2017 Diversified manufacturer Daimler AG reported higher revenue and flat profits during the second quarter, with a strong performance from its Mercedes-Benz car division but sputtering results from the global truck division. The corporation as a whole had net income equivalent to $2.76 billion, or $2.51 per share, on total revenue of $45.31 billion. In the 2016 second quarter, the original equipment manufacturer had net income equivalent to $2.77 billion, or $2.56, on sales of $43.61 billion. Based in Stuttgart, Germany, Daimler reports in euros, and quarterly net income increased by 2% year-over-year, but the gain turned into a loss when converted into dollars. The company reported its earnings July 26. The truck division, the world’s largest maker of them, had a 4% revenue gain in euros to the equivalent of $9.94 billion from $9.79 billion in the 2016 quarter. Operating income for trucks fell over the same time to $597.7 million from $701.2 million. The quarterly return on sales from the truck division declined to 6% from 7.2%. The earnings report attributed the truck earnings decline to “customer service measures at Mercedes-Benz Trucks.” Beyond the profitability issues, Daimler’s second-quarter truck sales improved globally by 8% more vehicles, and in North America by 4% more Classes 6-8 trucks. The company’s outlook for the rest of the year forecasts sluggish progress. “Following the cyclical downturn of the prior year for the truck market in the NAFTA region, demand can be expected to recover gradually as the year progresses. In full-year 2017, sales in Classes 6-8 are likely to be slightly lower than in 2016, however. We anticipate a rather weaker development in the segment of heavy-duty trucks, Class 8,” the report said. If there is any further decay in volumes, Daimler expects it will be minimal, saying, “The North American market seems to have bottomed out.” The truck division’s best market was Asia, where second-quarter sales by number of vehicles grew by 17%. The European Union market was the slowest market, growing by 0.25% year-over-year. Mercedes-Benz cars make up Daimler’s largest division, and quarterly sales measured in euros rose by 7% as operating income soared by 70% over the 2016 second quarter. The corporation’s two smallest major manufacturing divisions are Mercedes-Benz vans and Daimler Buses. All four manufacturing divisions, plus Daimler Financial Services, posted second-quarter profits.

When you called your local Mack brand dealer, or the good folks at Watt's Mack (provider of the BMT website) at 1-888-304-6225, what did they say? The superb Mack Australia website lists E6 kits on page 4..........https://www.macktrucks.com.au/-/media/files-au/mack_catalogue_jun_augv1.pdf/?la=en I see no such information of the US website. The part numbers for standard size E6 kits from the former Mack Trucks were 215SB196C (E6-2VH) and 215SB197C (E6-4VH), but they might now have Volvo part numbers.

Ex-FCA labor chief Iacobelli, widow of UAW VP charged in lucrative conspiracy DETROIT -- Fiat Chrysler’s former labor-relations chief, Alphons Iacobelli, used $1 million intended to train UAW members to buy himself a Ferrari, two solid-gold pens costing $37,500 each, a swimming pool and other luxuries, according to an indictment from a federal grand jury on Wednesday. Iacobelli, who abruptly left the automaker in June 2015, also allegedly helped funnel $1.2 million from the UAW-Chrysler National Training Center to General Holiefield, who was in charge of the UAW’s negotiations with FCA at the time. Holiefield died in 2015, but his widow, Monica Morgan, also was indicted. Holiefield and Morgan, 54, used the money to buy first-class airfare, jewelry, designer clothing and furniture, the indictment says, in addition to paying off the $262,000 mortgage on their suburban Detroit home. Iacobelli, 57, and Morgan, 54, were charged with criminal violations of the National Labor Relations Act. Separately, federal officials announced fraud charges against a former FCA financial analyst, Jerome Durden, who is accused of creating false tax returns to hide the payments to Holiefield, Iacobelli and other beneficiaries who were not identified. A spokeswoman for the U.S. Attorney’s Office Eastern District of Michigan declined to comment on if other individuals would be charged, citing it is an ongoing investigation. David DuMouchel, Iacobelli’s lawyer, declined to comment. Steve Fishman, Morgan’s attorney, didn’t immediately respond to an email seeking comment. The charges come at an inopportune time for the company and union, as thousands of Nissan workers in Canton, Miss., are scheduled to vote next week on UAW representation. For FCA, it adds to a wave of legal trouble for a company beset by federal investigations into possible environmental, safety and securities violations. The alleged actions occurred between 2009 and 2014. There was no date set for an arraignment. A Ferrari, jewelry & private jet The 42-page indictment charges Iacobelli and others acting in the interest of FCA with making over $1.2 million in prohibited payments to Morgan, Holiefield and others. There was no date set for an arraignment. It was not immediately clear if other individuals would be charged. The indictment lists several unnamed individuals who may have been involved in the conspiracy. The alleged prohibited payments and gifts occurred between 2009 and 2014. The payments were made, according to the grand jury, using funds from FCA that were transferred to the Chrysler-UAW training center to provide education, training and retraining of workers. The indictment says Iacobelli gave Holiefield and “other senior UAW officials” virtually unlimited and unscreened use of credit cards to keep them “fat, dumb and happy.” Iacobelli also was charged with tax violations related to diverting over $1 million in funds from the training center for his own benefit, including purchases of: a Ferrari 458 Spider costing more than $350,000; leasing a private jet; two limited-edition Mont Blanc pens costing $37,500 each; a pool and hundreds of thousands of dollars in improvements to his residence; and hundreds of thousands of dollars in personal credit card expenses, among other purchases. Morgan also was charged with using the companies Monica Morgan Photography, Wilson's Diversified Products and a third company to conceal payments made by Iacobelli and others acting in the interest of FCA to Holiefield and with failing to report the income she received through those companies on her individual tax returns. Acting U.S. Attorney Lemisch also announced that a separate information was unsealed charging Durden, 61, with conspiracy to defraud the United States by impairing, impeding, and obstructing the Internal Revenue Service. Durden served as the controller of the training center from 2008 through 2015. "The funds misapplied deprived working men and women of critical workforce and professional development opportunities and calls into question the integrity of contracts negotiated during the course of this criminal conspiracy,” said David P. Gelios, Special Agent in Charge, Detroit Division of the FBI, in a statement. ‘Cooperated fully’ FCA, in a statement, said it has “cooperated fully” with the U.S. Attorney’s office, and it continues to “pursue all potential legal remedies against Mr. Iacobelli and any other culpable parties.” "FCA US and the UAW were the victims of malfeasance by certain of their respective employees that held roles at the National Training Center (NTC), an independent legal entity,” the company said in a statement. “These egregious acts were neither known to nor sanctioned by FCA US.” The company said it first learned about the alleged actions in June 2015, and after an internal investigation fired Durden and Iacobelli. FCA originally said Iacobelli retired from the company. FCA says it also has worked with the UAW to implement governance, auditing and structural reforms to improve the accountability and transparency of the NTC. 'Betrayal of trust' UAW President Dennis Williams said in a statement late Wednesday that he is “appalled” by the allegations laid out in the indictment, saying they would constitute “a betrayal of trust” on Holiefield’s part. Williams said the union has hired independent counsel to lead an internal investigation into the allegations. He said the UAW and FCA would implement a host of changes “aimed at enhancing transparency and internal controls at the NTC,” including requiring an annual, independent audit of the NTC’s finances and banning donations from the center to charities run by UAW officials. Iacobelli, meanwhile, was most recently hired by General Motors in January 2016 as executive director of labor relations. A spokesman for GM said the company is aware of the charges, and is “checking into it.” He declined to confirm if Iacobelli remains an employee. Congress enacted the National Labor Relations Act, commonly known as the Taft Hartley Act, in 1935 to protect the rights of employees and employers, to encourage collective bargaining, and to curtail certain private sector labor and management practices, which can harm the general welfare of workers, businesses and the U.S. economy. An indictment is only a charge and is not evidence of guilt. Every defendant is entitled to a fair trial in which it will be the government's burden to prove guilty beyond a reasonable doubt. Related Downloads Copy of U.S. indictment Justice Dept. press release .

The following WW2 era Mack military trucks had Mack drive axles. Mack LMSW 10-ton wrecker - Mack SW315 (SW318?) Mack NO 7-1/12 ton prime mover - Mack CR38/CR39 (9.02 ratio) Mack NR 10-ton 6x4 - Mack SW30S (9.02 ratio) The following WW2 era Mack military trucks had Timken drive axles. (Vlad correct me if I'm wrong.) The 6-ton Mack NM 6x6, like the other standardized 6-tonners from Brockway, Corbitt, FWD, Ward La France and White did have Timken-Wisconsin SD353 dual reduction drive axles (7.33 ratio), so as to reduce the U.S. Army's spare parts headache. And I believe the NJU-1 4x4 6-ton tractor, NB-1 2-1/2 ton 6x4 search light truck and French Army export EXBX-2 18-ton 6x4 tank transporter (the standard EXBX had Mack axles) also had Timken axles. Vlad, correct me if I'm wrong.

I have to tell you, pre-1998, one can realistically call them pre-emissions engines. The Series 60 engines installed by Fitzgerald are pre- EPA2004 spec engines. In older words, they are EPA 1998 spec engines which have an extremely small amount of emission's control, a meaningless amount versus today's engines.

Purchasing a genuine Mack brand factory "remanufactured" water pump, versus a "rebuilt" water pump online, is a prudent investment. You could ship your core (old pump) to Watt's Mack (provider of the BMT website) with your truck's model and serial number (original engine?), and they can then ship you a Mack reman pump at the BMT price discount.

U.S. military 2-1/2 ton and 5-ton trucks all used Rockwell top-mounted carriers.

The Series 60 was never considered because we had such a hard time selling the ninety Series 92-powered MHs that we built at the beginning in 1984-85. Ryder wanted and purchased a respectable number of Cummins-powered units (1,317 total units produced). But aside from Ryder, most of our customers including Penske naturally wanted Mack power. Ryder purchased a few Caterpillar-powered MHs. But we only built 141 CAT-powered units total, because again most customers wanted Mack power.

Oshkosh Corp. Press Release / July 25, 2017 On Saturday, July 15, 2017, Oshkosh Corporation hosted a Community Parade in celebration of its 100 Year Anniversary. The Parade featured more than 60 products in the Oshkosh Corporation Family , both historical and modern, including the Company's very first vehicle, Old Betsy. .

Paccar Reports ‘Strong’ Q2 Revenues and Profits David Cullen, Heavy Duty Trucking / July 25, 2017 Truck and engine maker Paccar (Nasdaq:PCAR), parent of Kenworth and Peterbilt, announced on July 25 that for the second quarter of 2017, it achieved net sales and financial services revenues of $4.70 billion compared to $4.41 billion in the same period a year ago. The company said it earned net income of $373.0 million ($1.06 per diluted share) in Q2 of this year compared to net income of $481.3 million ($1.37 per diluted share) in the same period of 2016. The OEM largely credited this positive performance to increased truck deliveries and record aftermarket parts revenues in the global markets it serves. Paccar CEO Ron Armstrong said in a staement that the company “achieved strong quarterly revenues and net income in the second quarter,” with those results reflecting “increasing North American truck production and market share, strong European truck markets, and higher global aftermarket parts sales.” According to Paccar, other highlights of its Q2 earnings release include: Truck, Parts and Other gross margins of 14.6% Record Paccar Parts revenues of $823.1 million Record Paccar Parts pre-tax income of $152.4 million Financial Services pre-tax income of $63.0 million Manufacturing cash and marketable securities of $3.00 billion Quarterly cash generated from operations of $574.7 million Record stockholders’ equity of $7.50 billion Paccar also stated that U.S. and Canada Class 8 truck industry orders increased 44% in the first six months of 2017 compared to the same period last year. Kenworth and Peterbilt achieved 31.7% share of U.S. and Canada Class 8 truck orders and 29.6% share of U.S. and Canada Class 8 truck retail sales in the first half of this year. “Kenworth and Peterbilt’s medium- and heavy-duty truck deliveries increased in the second quarter of 2017 by 25% compared to the first quarter of this year,” said Gary Moore, Paccar executive vice president. “Class 8 truck industry retail sales for the U.S. and Canada are expected to be in a range of 200,000 to 220,000 vehicles in 2017. The truck market reflects the good economy and high levels of freight tonnage.” Preston Feight, Paccar vice president and president of its Holland-based DAF truck operation, noted that DAF’s “above 16-ton truck orders are 10% higher in the first six months of 2017 compared to the same period last year.” He added that the company has raised its European above 16-ton market estimate to a range between 290,000 and 310,000 vehicles for this year “due to continued economic and freight growth.”

Will a last-ditch move to delay the ELD mandate succeed? Sean Kilcarr, Fleet Owner / July 25, 2017 The recent legislative effort to delay the impending electronic logging device (ELD) mandate this December may actually be on firmer ground than many might expect for a simple reason: the agency in charge of overseeing the mandate, namely the Federal Motor Carrier Safety Administration (FMCSA), may not be ready to enforce it. This time last year, for example, agency personnel readily admitted they weren’t ready to handle electronic transmission of hours of service (HOS) data captured by ELDs – though they still fully expected to the rule to go into effect by this December, leaving roadside inspectors to use “other methods” to ensure ELD compliance. [That doesn’t speak highly of FMCSA’s technical prowess; something the Government Accountability Office noted in a recent report as well.] Yet this “lack of readiness” may very well give a controversial bill introduced by U.S. Representative Brian Babin (TX-36) last week some legislative legs in the halls of Congress; a bill that seeks to delay implementation of the ELD mandate for two years ostensibly due to the “burden” smaller motor carriers face to comply with it. The Bill – H.R. 3282, the ELD Extension Act of 2017 – would provide for an additional two year delay before mandatory implementation of ELDs on all U.S. freight-hauling trucks scheduled for December 18 this year. “While technology like ELDs have great promise, I didn’t come to Washington to force those ideas on small businesses – and neither did President Trump” said Rep. Babin in a statement. “If trucking companies want to continue implementing and using ELDs, they should go right ahead,” he added. “But for those who don’t want the burden, expense and uncertainty of putting one of these devices into every truck they own by the end of the year, we can and should offer relief.” The Owner-Operator Independent Drivers Association (OOIDA) is squarely behind the measure, specifically taking aim at the enforcement side of the ELD equation. “There are too many unanswered questions about the technical specifications and enforcement guidelines of the mandate, warranting a delay,” noted Todd Spencer, the group’s vice president, in a statement. “The [FMCSA] agency has failed to answer important questions from Congress and industry stakeholders about this mandate,” he stressed. “This includes issues related to enforcement, connectivity, data transfers, cybersecurity vulnerabilities, and many other legitimate real world concerns,” said Spencer. He added that FMCSA itself “refuses to certify any ELD as compliant with the rule, thus leaving consumers with no idea if a device they purchase is indeed compliant.” And while FMCSA does maintain a list of “registered ELDs,” it is up the providers on that list self-certify their products; the agency itself is not involved in that certification process. That’s bugged many within the industry for a while, especially since, if something goes wrong, the burden of setting things right falls largely back upon the motor carrier. Yet other trucking trade groups – notably the American Trucking Associations (ATA) and Truckload Carriers Association (TCA) – are none-too-pleased with this “last ditch” effort to delay the ELD mandate. And they have a point, too, as fleets that spent a lot of time and money implementation ELDs want a “level playing” field in terms of HOS compliance. “The use of an ELD will enable the industry to be transparent when complying with HOS regulations and is essential to the continuation of efficient business operations,” stressed David Heller, TCA’s vice president of government affairs. “The industry stands ready and is prepared to implement ELDs,” noted Bill Sullivan, ATA’s executive vice president of advocacy, in a statement. “It is incumbent on regulators and on Congress to dismiss this last-ditch try by some to evade critically important safety laws,” he added. “Supporters of a delay are attempting to accomplish, almost at the 11th hour, what they’ve been unable to do in the courts, Congress or with the agency: roll back this common sense, data-supported regulation based on at best specious and at worst outright dishonest arguments.” ATA sent a letter late last week to the FMCSA detailing why this delay-by-legislation effort is a bad idea. But perhaps the most pertinent reason why ELDs are most likely an inevitable development is that in the digital age, it seems unreasonable to rely on paper documentation for HOS data. “It is using more accurate, easier to access and most importantly, more difficult to falsify, 21st Century technology to demonstrate compliance with the HOS rather than an easy-to-falsify, error prone and 18th Century technology of a paper and pencil,” said Sullivan. For that and other reasons [a good blog post by my colleague Neil Abt puts some of them into perspective] the chance of a delay to the ELD rule via Congressional legislation are pretty slim. Yet the chance remains. We’ll just have to see how Rep. Babin’s bill fares when it comes up for a vote. .

Speed limiter rule at a standstill – for now Fleet Owner / July 25, 2017 The proposal requiring the installation of speed limiters on heavy trucks has come to a standstill – at least for now, according to an updated agency rule list released by the Office of Management and Budget. Last week, the U.S. Dept. of Transportation moved the speed limiter mandate to a long-term item and off the active rulemakings list. After 10 years in the making, the proposed rule, announced Aug. 26, 2016, is a joint proposal of the National Highway Traffic Safety Administration (NHTSA) and the Federal Motor Carrier Safety Administration (FMCSA). The proposal suggests that speed limits of 60, 65 or 68 mph would be beneficial, and last December, FMCSA and NHTSA promised to consider public input before setting the actual number. The speed limit would be managed by a governing device and would apply to all newly-manufactured vehicles with a gross vehicle weight rating more than 26,000 lbs. “We believe this rule would have minimal cost, as all heavy trucks already have these devices installed, although some vehicles do not have the limit set,” according to DOT. “This rule would decrease the estimated 1,115 fatal crashes annually involving vehicles with a GVWR of over 11,793.4 kg (26,000 lbs) on roads with posted speed limits of 55 mph or above.” In December, the DOT asked for public input to determine the speed setting in the proposed mandate. At the time, the American Trucking Assns., which had petitioned the government to come up with a mandate, said it supports a national speed limit of 65 mph for all vehicles and tamperproof speed limiters for all heavy-duty trucks made after 1992. However, ATA pointed out the rule’s shortcomings: The rule calls for speed limiters to be required only on new vehicles and would not require tamper proofing. The lack of a national speed limit would result in “wide divergences” in speed between trucks and other traffic. The agencies propose three speed options with “insufficient evidence” to justify a particular choice.

Transport Topics / July 25, 2017 Second-quarter net income declined for truck maker Paccar Inc., even though revenue increased for the Bellevue, Wash.-based parent of Kenworth Trucks and Peterbilt Motors. The 2016 second quarter contained a non-recurring credit, so quarterly profits declined to $373 million, or $1.06 a share, from $481.3 million, or $1.37, in the year ago period. Over the same time, quarterly revenue improved to $4.4 billion from $4.12 billion. As part of the company’s July 25 earnings report, Paccar released an adjusted net income figure for the 2016 second quarter of $371.7 million, or $1.06, just under the level of the quarter ended June 30. Bloomberg News said the Wall Street consensus for the recent quarter was 99 cents a share. “Paccar’s financial results reflect increasing North American truck production and market share, strong European truck markets and higher global aftermarket parts sales,” CEO Ron Armstrong said in the earnings report. Paccar’s biggest market is the United States and Canada, where second-quarter revenue increased to $2.92 billion from $2.68 billion and deliveries of Kenworths and Peterbilts improved to 21,200 from 19,800 in the corresponding quarter of 2016. European revenue decreased by less than 1%, while truck deliveries increased by 5.3%, year-over-year. The company’s three global divisions — trucks, parts and financial services — all posted revenue gains for the quarter. The parts segment also increased operating income, whereas trucks and financial services were profitable at lower levels. Analyst Jamie Cook told clients of Credit Suisse that it is “worth noting that [Paccar’s] sales inflected positive for the first time after seven quarters of declines.” The adjusted upward its industrywide projections for truck production, for both the North America and Europe. Class 8 retail sales are expected to be 200,000 to 220,000 for the United States and Canada this year, industrywide. The previous lower boundary was 190,000 and the top limit is unchanged. In Europe, the new heavy-duty projection is 290,000 to 310,000 vehicles. The previous range was 270,000 to 300,000 trucks. The earnings statement also said Paccar will open later this year its Silicon Valley Innovation Center. The facility “will coordinate next-generation product development and identify emerging technologies that will benefit future vehicle performance,” the report said. Technology areas of focus will include advanced driver assistance systems, artificial intelligence and vehicle connectivity. A year ago, Paccar had to reach a settlement with the European Union related to an investigation of several European truck makers, including Paccar’s DAF Trucks unit, on antitrust issues. Paccar paid a fine of $833 million during the first three months of 2016, but received a refund adjustment of $109.6 million during the second quarter, making the net payment worth $723.4 million.