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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.

Kenworth Adds Options for Vocational Trucks Amid Rising Market Transport Topics / July 25, 2017 KIRKLAND, Wash.— Kenworth Truck Co. says a new axle, compressed natural gas engine and air intake will be available by the end of July, as its dealership network expands and the number of trucks connected through its TruckTech+ diagnostic tool climbs — all of which underscores what it sees as strong industry fundamentals. As it adds to the vertical integration of its powertrain, Kenworth will offer a Paccar front steer axle with a weight rating of 20,000 or 22,800 pounds for its vocational trucks. “It is our proprietary design. We start production at the end of July,” said Kevin Baney, Kenworth assistant manager, sales and marketing. The axle comes with a five-year, 750,000 mile warranty, aligning it with most of the others it offers, he said. Kenworth executives spoke with reporters here July 21 prior to a ride and drive of its vocational trucks, including dump trucks and mixers. Kenworth is a unit of Paccar Inc. The new axle was installed on the T880S dump truck used in the ride and drive held at Dirtfish, a sprawling professional rally school on the 100-year-old former site in Snoqualmie, Wash., of Weyerhaeuser Co., a timber producer. The trucks went out onto bumpy, dusty tracks in Dirtfish, and also took public roads nearby lined with towering fir trees. Available in Kenworth’s vocational trucks this month will be the 8.9-liter Cummins-Westport ISL G engine fueled by either compressed or liquefied natural gas. The engine’s nitrogen oxide emissions are 0.02 gram per brake horsepower-hour, 90% lower than the current federal and California standard of 0.2 gram. The engine’s significant target markets will be in California and among customers who ‘spec’ trucks because their freight-providing customers need to support their own ‘green’ requirements with like-minded fleets, he said. “We don’t see California changing or relaxing; we see California moving full-speed ahead with their mission [to improve some of the nation’s worst air quality],” said Baney. A T880S mixer with the engine was available at the ride and drive and had a fuel capacity of 76 DGE (diesel gallon equivalent). Kenworth’s vocational customers fall into four areas, Baney said, which in order of sales are: body-builders, vocational fleets, mixed-use fleets and owner-operators. A variable speed fan drive for the T880 models is also headed to the vocational trucks. It provides a slight increase in fuel economy, but the main advantages are a decrease in vibration and “it reduces the dust you get out in vocational applications when the fan kicks on,” Baney said. Also, Kenworth will offer a bright chrome air intake trim on its T880 and T880S models. A lot of customers who have the chrome bumper, grill and mirror shells have been asking for it, Baney said. “It will be available this month, too [including the aftermarket]. This has been a very high request [item]. We see it to be a fairly high volume [item] for Paccar Parts.” The anticipated take rate on the brightwork is maybe 50%, he said. “The other thing we do is use it in incentive programs to stimulate some sales,” he added. Kenworth has 382 dealer locations and that is expected to increase to 400 by the end of this year. Its dealers have invested $600 million in the last five years to open new locations or upgrade existing ones, including service bays — which currently total 4,700. Its dealerships, however, are not experiencing a technician shortage, said Kenworth General Manager Mike Dozier. “It’s like drivers, there are always opportunities with technicians. [The dealers] are being very aggressive in finding them and retaining them,” he said. Also, “It’s broadening your ability to develop technicians when the pool of really good seasoned technicians fluctuates,” he added. In related news, Kenworth’s TruckTech+ telematics service is now in 50,000 trucks that have traveled 2.7 billion miles since the service launched in March 2015. Its diagnostic capability provides a recommended repair to the driver and fleet manager, and the service can locate the closest dealerships if repairs are needed. The diagnostic feature uses machine-learning algorithms to increase its detailed knowledge of the proper maintenance steps to take based on its previous findings, and that continues to be refined over time, Baney said. The Kenworth executives said the industry fundamentals remain positive, and Paccar forecasts Class 8 retail sales in Canada and the United States to be about 220,000, or the high end of Paccar’s previous guidance of 190,000 to 220,000. “A key part of that is the vocational segment,” Baney said. . . .

I don't expect the Nikola truck to be realized. The Series 60 is a proven engine, not only the the US market, but the world over, from South Africa to Australia. Say what you want, but I myself have 100 percent confidence in the Series 60.

I would tend to prefer the 3-bolt design. We never had any trouble with that. Why change a proven and trouble-free design? For the sake of change? As for issues with the CRD150/151, the customer doesn't care if it's a design or supplier issue. Either way, that's a Volvo internal issue. For the customer, that's immaterial. His truck is down and not generating revenue.

One would be foolish not to give serious thought to buying one of these new trucks with a non-emissions Detroit Diesel Series 60. They appear to have factory-level build quality (or better).

Nobody appreciates the Mack double reduction carrier/axle more than me. But there have been superb planetary hub reduction axles, including the Mack Planidrive and Steyr units. Today, the Scania, MAN and Mercedes-Benz planetary hub reduction axles are excellent units that will not disappoint.

U.S. Reviewing Allegations German Carmakers Colluded Bloomberg / July 25, 2017 U.S. Justice Department officials are looking into allegations that German automakers colluded on technology, strategy and parts to gain an advantage over rivals, according to a person familiar with the matter, though there’s no indication that the department has opened a formal investigation. The European Commission and Germany’s cartel office said Saturday they have received information about possible collusion and are studying the matter. That acknowledgment came after Der Spiegel reported last week that the biggest German car manufacturers -- Daimler, BMW and Volkswagen, as well as VW’s Audi and Porsche brands -- may have colluded for decades. According to the Spiegel report, the five German car brands met starting in the 1990s to coordinate activities related to their vehicle technology, costs, suppliers and strategy as well as emissions controls in diesel engines. The discussions involved more than 200 employees in 60 working groups in areas including auto development, gasoline and diesel motors, brakes and transmissions. Talks may have also involved the size of tanks for AdBlue fluid for diesel autos, which is at the heart of the emissions-cheating case in which VW pleaded guilty earlier this year, the magazine reported. The Spiegel article said that one aim of the collusion was to obstruct competition, with the carmakers agreeing on costs for components and technical details such as convertible roofs.

GM Q2 net drops 42% on Europe exit Automotive News / July 25, 2017 DETROIT -- General Motors said its net income dropped 42 percent to $1.66 billion in the second quarter, primarily because of the pending sale and restructuring of its European operations. The company recorded a loss of $770 million from discontinued operations, which include the sale of its Opel and Vauxhall operations to PSA Group of Europe. Excluding those costs, the company recorded a profit of $2.43 billion, down 11 percent from a record second quarter in 2016. Revenue from continuing operations fell 1.1 percent to $37 billion, mostly due to lower volumes. In North America, earnings before interest and taxes declined 7.2 percent to $3.48 billion, also due to a decline in sales. GM's continuing operations topped Wall Street estimates for a ninth consecutive quarter. The earnings were equal to $1.89 a share, compared with a projection of $1.69. "Disciplined and relentless focus on improving our business performance led to a strong quarter and very solid first half of the year," GM CEO Mary Barra said in a statement. "We will continue transforming GM to capitalize on growth opportunities and deliver even more value for our shareholders." GM delivered 2.3 million vehicles in the second quarter, down slightly from about 2.4 million a year ago. Lower production GM CFO Chuck Stevens said the company expects to build 150,000 fewer vehicles in the second half of the year than in the first. That would amount to a 15 percent decline versus the second half of 2016, when it built 1.9 million vehicles, according to estimates from the AutomotiveNewsDataCenter. Stevens said light-duty pickups account for roughly 40,000 of the 150,000 lost units, as GM shuts down the plants that build them to retool for an upcoming redesign. The company has scheduled a total of at least 13 weeks of product launch-related downtime at its pickup and crossover plants in the second half of the year. GM has said it deliberately built up stocks to prepare for several plant shutdowns planned this year for retooling. But instead of the 90-day supply it had targeted at mid-year, it had a 105-day supply as of June 30. Stevens said the company remains on track to reach a roughly 70-day supply by year’s end. Stevens said the company has not changed its guidance for the year that earnings would be $6 to $6.50 per share. First-half earnings were equal to $3.64 per share. Global results GM’s international operations, which include China, posted pretax earnings of $340 million, 79 percent more than the same period a year ago. It reduced losses in South America by 81 percent, to $23 million. The company’s financial arm recorded net income of $50 million in the second quarter, down $203 million from a year ago due to a $209 million loss from discontinued operations. Without that loss, GM Financial would have recorded net income of $259 million, up 25 percent from a year ago.

Diesel News Australia / July 2017 Once you get away from the Eastern Seaboard, the nature of the trucking industry changes – there’s a return to an older set of values. Yes, there are still line-haul and supermarket delivery trucks out here, but the world is dominated by livestock and bulk tippers. This is the core of trucking away from the cities, carting whatever the farm produces to the point where it is to be sold, stored or processed. There are a number or larger carriers in this sector, who run 100+ trucks and vacuum up a lot of the creamier work and do a good job of it. However, the small carriers with fleets varying from one to twenty or so trucks are the heart of the industry. These people rely on a bit of their own work and helping out the big boys, when needed. These operators have to rely on themselves most of the time, it’s all about self-reliance and having the right stuff. One of those who has the right stuff is Paul Milgate, based in Trangie about 80km out of Dubbo, along the road to Bourke. Paul and his small fleet cover an area all the way up into Queensland and down into Victoria, depending on the season and the markets for sheep and cattle. Paul is one of the younger operators coming through, something that the livestock game seems to have more of than the rest of the trucking industry. While other segments struggle to get anyone under 50 to drive for them, keen young boys from the country seem to keep turning up in livestock yards looking for some work. Paul now runs four trucks, two of which work all year round and another two pick up seasonal work as and when it comes around. His father still has his own two trucks and the two fleets work side by side helping each other out when work gets busy, and it always seems to be busy. The two full-time trucks just handle livestock, the third truck will sometimes pull livestock trailers, but more often pull a tipper loaded with wheat during harvest time and cottonseed in the winter. The fourth truck just hauls the double road train tippers, when needed. The livestock trailers consist of two B-double and two road trains, capable of handling sheep and cattle. The trailers are a mixture of new and second hand, but are going through a renewal at the moment, with a new Byrne B-double set on the way and a road train set of Graham Lusty step deck tippers, with a triaxle dolly also in the pipeline, expected just before the start of the cotton season. The truck fleet consists of all Kenworths – two T909s, a T659 with Cummins power and a T900 powered by a C15 – not the original truck, but as close as Paul could get. He can’t get enough of trucks and has two W model Kenworths at home, one a 1972 and the other a 1973, both in line for a restoration, when time permits. “Trucking’s not like it used to be,” says Paul. “I want it to be like it used to be. I’m only 35, but I wish it was still old-school. The logbooks suit interstate trucks, we can’t keep up. They run faster, but we have to run steadier. “The time we spend loading, checking the load and then unloading, it does not make sense for us to run to the same rules as them. We run a lot of stock out of the Cunnamulla area, travelling about 500–600km, but if you load two trucks at daylight, you can be struggling to get them off the other end before dark.” This is what life is like on the road hauling in rural areas. There is no time to be thinking about the bigger picture. When the work is on, it has to be done now. When something goes wrong you have to improvise, but get the job done. People involved have to do the right thing. In these areas, especially, it’s all about personal relationships, between producers, truck drivers and the end customer. Most of all the people involved in trucking in rural businesses have to be made of the right stuff. .