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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. .

Big Rigs / July 25, 2017 IVECO Australia has reaffirmed its commitment to Australian truck and bus manufacturing announcing an additional Stralis model will be built in Dandenong, Melbourne. Currently sold in Australia as a fully imported model, from the fourth quarter of 2017 the Stralis ATi will be assembled at IVECO's Dandenong facility and become known as the Stralis AT. Selected components including mirrors, wheel angles, trailer connections, batteries, wheels and liquids will be sourced locally. 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, ACCO and Delta and Metro bus chassis models, which are locally built and or manufactured in Melbourne. 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 in doing so introduces new technology to the site. Australian buyers will enjoy several benefits from the local production of AT models including greatly reduced lead times from vehicle order to delivery, and the ability to customise to order by adding 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," Mr 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," Mr Jonson said. .

Hino Australia Press Release / July 23, 2017 .

The latest information on the Euro-5 engine range. 9800i website with photo gallery - http://www.internationalcaminhoes.com.br/trucks/9800i.html AMT-equipped 9800i 6x2 - http://www.internationalcaminhoes.com.br/StaticFiles/brazilTrucks/trucks/9800i/9800i_6x2_UltraShift_2.pdf AMT-equipped 9800i 6x4 - http://www.internationalcaminhoes.com.br/StaticFiles/brazilTrucks/trucks/9800i/9800i_6x4_UltraShift_2.pdf Manual transmission-equipped 9800i 6x2 - http://www.internationalcaminhoes.com.br/StaticFiles/brazilTrucks/trucks/9800i/9800i_6x2_Mecanico.pdf Manual transmission-equipped 9800i 6x4 - http://www.internationalcaminhoes.com.br/StaticFiles/brazilTrucks/trucks/9800i/9800i_6x4_Mecanico.pdf .

Paul, for the record, the RM cab and yours are not the same. The cowl of the RM is set up for a steel hood, while your cowl is for a fiberglass hood. So when we sold service cabs, two different part numbers.

SILK WAY RALLY 2017: Team PETRONAS De Rooy IVECO finishes rally with a 4th place for Artur Ardavichus IVECO Trucks Press Release / July 22, 2017 Artur Ardavichus finished the 13th leg from Alashan Youqi to Zhongwei on his #310 IVECO Powerstar in 6th position, conquering the 4th place in the Silk Way Rally overall. Dutchmen Ton Van Genugten and Gerard De Rooy crossed the finish line with their IVECO trucks in 8th and 12th place of the partial classification of SS13. Today, 22 July podium finish in Xi’An, the scheduled special stage having been canceled due to bad weather. Yesterday was the last leg of the 2017 Silk Way Rally, which took the competitors from Alashan Youqi to Zhongwei. The 100 km special stage scheduled for today, 22 July, has been canceled due to bad weather and the rally caravan will reach Xi’An with a simple transfer, so the results for this edition of Silk Way Rally are in. Team PETRONAS De Rooy IVECO started early this morning with Gerard De Rooy at the start line at 6.43 on board his Powerstar #302. “It was a nice stage today but not for me: we lost half an hour and we stopped 3 or 4 times. We drove better in the second special stage even if we had some problems to the steering box. For us the Silk Way Rally has been an important test to get the feel of the new truck in preparation for the Dakar rally”. The team leader crossed the finish line with a time of 3h01m00s in 12th position, achieving the sixteenth place in the overall. Kazakh pilot Artur Ardavichus was the second member of the team to start from the Alashan Youqi bivouac: the newest driver of Team PETRONAS De Rooy IVECO took his #310 IVECO Powerstar to the finish line in 6h06m13s, 37m13s behind the winner. “It was a very hard stage, and I didn’t like it very much: I really prefer surfing big dunes rather than driving up and down little ones. We drove all day in 5th and 6th gear, and never got higher gears. There was no speed, only up and down.” Ardavichus finished his first Silk Way Rally fourth of the general overall, ahead of Siarhei Viazovich’s Maz. It was a good result for Ton Van Genugten too: he crossed the finish line of this stage in eighth position, ahead of Teruhito Suguwara, completing the daily track in 6h25m36s. “In the first part of the special there were many dunes: the rain made them harder because of the heavy sand. We needed to stop sometimes at the top of the dunes to see the best way to go on. The second SS we drove faster.” The Dutch pilot was in sixth place of the overall. Today 22 July the Silk Way Rally will reach Xi’An. The two-week marathon will end in the ancient capital of thirteen Chinese emperor dynasties after more than 9,500 km of marathon distance. Stage 13 results – Silk Way Rally 2017 1. Dmitry Sotnikov (Kamaz) 5h29m00s 2. Anton Shibalov (Kamaz) +3m00s 3. Airat Mardeev (Kamaz) +5m18s 4. Siarhei Viazovich (Maz) +31m39s 5. Alexsandr Vasilevski (Maz) +33m58s 6. Artur Ardavichus (IVECO) +37m13s ----- 8. Ton Van Genugten (IVECO) +56m36s 12. Gerard De Rooy (IVECO) +3h01m00s Overall classification – Silk Way Rally 2017 1. Dmitry Sotnikov (Kamaz) 43h45m38s 2. Anton Shibalov (Kamaz) +6m04s 3. Airat Mardeev (Kamaz) +23m12s 4. Artur Ardavichus (IVECO) + 2h40m27s 5. Siarhei Viazovich (Maz) +6h28m56s 6. Ton Van Genugten (IVECO) +9h39m10s ----- 16. Gerard De Rooy (IVECO) +321h25m54s .

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Scania Group Press Release / July 24, 2017 Ron “Rooster” Rhodes of Loftin Equipment Company in Willis, Texas, USA sees it all. No two days on the job are alike for Ron “Rooster” Rhodes, and that’s just how he likes it. Rhodes is Engines Foreman for Loftin Equipment Company, a Scania industrial engines distributor for the south-western United States that covers the states of Arizona, Nevada, Utah, New Mexico, Oklahoma and Texas. Wide variety of applications The rugged terrain of the US Southwest as well as the variety of industries that operate in this area – including oil and gas, agriculture and high-pressure water – mean that each call brings a challenge. “Large equipment, off-road equipment, frontend loaders, articulated dump trucks, compost turners, even snow blowers – I see it all,” Rhodes says. “To troubleshoot for the field, when a dealer technician calls in, I will have him send me a demo file. Based on what the demo file has in it, I will help the technician fix the issue. If I cannot help fix it, then I work closely with Scania USA to support the repair of the unit.” Do or die Rhodes, a master Scania technician and lead trainer, serves as dealer liaison for Loftin Equipment Company’s Scania engine line. He also handles the manufacture and assembly and assists in the technical engineering of power packages. Rhodes began working with Scania engines just five years ago, when Loftin Equipment Company became a dealer. He earned the nickname “Rooster” in the United States Navy for being a tough worker who never backed down from a challenge. Rhodes says his 13 years as a Navy-certified diesel mechanic prepared him for anything he might encounter back on dry land. “When you live on a submarine at sea, you don’t have a choice: Solve engine issues or you don’t go home,” he says. Ron “Rooster” Rhodes Age: 47 Lives: Willis, Texas Family: Married to Leah, with three grown children Hobbies: “My work is my hobby!” Rhodes says, but he adds that he loves restoring old cars, including an entire Jeep he rebuilt from the ground up. .

Glider Kit Walkarounds Fitzgerald Glider Kits Press Release / July 19, 2017 . . . .

Navistar Defense / July 20, 2017 .

Cummins Endorses Fuel Additives Amid Tighter Emissions Regulations Transport Topics / July 24, 2017 Cummins Inc. recently endorsed two fuel additives, marking the first time the diesel engine maker has taken such a step. The original equipment manufacturer’s move reflects an evolution of fuel additives in recent years as tighter emission regulations and market realities have forced engine makers to continually update their designs. Cummins’ endorsement came after extensive testing, the company said in May. Power Service’s Diesel Kleen +Cetane Boost cleans dirty injectors and prevents sticking, smooths rough performing engines and improves fuel economy, according to Cummins. Also recommended is Power Service’s Diesel Fuel Supplement +Cetane Boost when temperatures drop below 30 degrees Fahrenheit. This prevents the paraffin in ultra-low-sulfur diesel fuel from gelling. The trucking industry has a long history with fuel additives. After suppliers claimed performance benefits that also were accompanied by negative effects, American Trucking Associations’ Technology & Maintenance Council developed recommended practices in 1981 that were updated in 2014. Cummins declined to comment for this story, and Power Service did not respond to requests for comment. Jason Martin, manager of fuel-injection systems, NAFTA, for Daimler Trucks North America, said the company recommends additives for cold-weather performance, though fuel should be tested before and after use as a cold flow improver or de-icer to ensure it actually lowers the cold filter plugging point. Blend rates vary, and overdosing can cause more filter plugging, Martin said. Diesel fuel is additized before it is delivered to the customer or retailer, meaning later additives are “technically redundant in function,” Martin said. A better solution is simply purchasing better fuel. Reputable companies will test the fuel at no cost and then sell an additive only when needed, Martin said. He also said fleets should “walk away” from salespeople who won’t test the fuel before the sale or who claim the additive will increase mileage by a certain percentage. Steve Muth, chief chemist for Penray, which offers 11 categories of fuel additives, said the industrywide switch to ultra-low-sulfur diesel forced changes because removing the sulfur decreased the fuel’s lubricity. It was followed by the introduction of common-rail injection systems with smaller injectors that reduced tolerances and required cleaner fuels. Recent designs have required additives that eliminate water, which leaves deposits that plug up the injectors. Muth said Penray offers a standard anti-gel and a specific biodiesel treatment for when customers don’t know the fuel’s quality. TMC Executive Director Robert Braswell said the rapid and constant changes in engine designs require fleets to keep up with the times. “What you find is a lot of people are operating and they say, ‘Oh, well, you know, we’ve always used XYZ in our fleet.’ And then you’ve got to think, ‘Well, can I still do that?’ Technology has changed,” he said. The good news is that additives dealers can respond quickly to changes in the marketplace. David Naus, an independent distributor of Amsoil products in Illinois, said a producer such as Amsoil can create a blend that fits new engines “within several months or less.” A major reason for fuel additives is to prevent plugging in cold weather, which can be challenging when a load is traveling north from the warmer southern United States, where no additive is needed. DTNA’s Martin said that when fleets do use additives, they should be blended correctly — ideally before they are delivered, and if not, by splash blending in the delivery truck. If not there, Martin recommends splash blending in the bulk dispensing tanks or, as a last resort, the truck fuel tanks. When the additive is splash-blended, Martin recommends pouring in the additive before adding the fuel. Otherwise, the additive will sink to the bottom, potentially resulting in the engine consuming a large quantity of unblended additive. Preventing microbial growth is another reason to use fuel additives. Kenneth Calhoun, vice president of customer relations with the Truck Centers of Arkansas dealership, and who is chairman of TMC study groups, said biocides sometimes are necessary when water collects at the bottom of a storage tank, creating an environment conducive to bacteria growth. Calhoun emphasized that additives should be targeted to specific issues. Using them simply for fuel economy won’t produce enough improvements to pay for the products. “There are no magic formulas out there that are going to turn your world around and improve your fuel economy,” he said. “I think that if those things were readily available, the manufacturers would have latched on to them a long time ago since, ultimately, fuel economy is what sells trucks and engines.” Fleets should ask vendors questions such as whether the additive will increase the cetane number, which measures the fuel’s ignition quality and speed at which it burns, Braswell said. The higher the cetane number, the more likely the engine will start better. Fleets also should ask if the additive will add to the fuel’s ash content, which should be no more than 100 parts per million to prevent ring and piston groove wear. Other concerns are vapor pressure, viscosity and compatibility with biodiesel blends. Additives with gasoline or other hydrocarbons can create safety issues and damage the engine, Braswell said. The wrong additive even can void the warranty, he said. “There are always concerns about the performance as promised, and one of the reasons we came up with these recommended practices is to evaluate the manufacturer to see if it’s going to do what they say it’s going to do,” Braswell said. “Let’s just say, ‘Trust but verify,’ right?”

Speed limiter mandate stripped from Trump DOT agenda James Jaillet, Commercial Carrier Journal (CCJ) / July 24, 2017 The U.S. Department of Transportation, as expected under the Trump administration, has signaled it will not continue to pursue a rulemaking to mandate the use of speed limiters in the trucking industry, at least any time soon. However, the DOT still considers instituting sleep apnea screening protocol for truck operators and carrier employers as a near-term priority. In its latest biannual update to its regulatory calendar, the DOT has moved the speed limiter mandate, which was issued as a proposed rulemaking last September, to a long-term agenda item, away from the active rulemakings list. Given the erosion of industry support for a speed limiter rule over the past year and the Trump administration’s reluctance to implement new regulations, industry stakeholders assumed the Trump DOT would drop or stall the speed limiter rulemaking. Thursday’s update to the DOT calendar confirmed those expectations. The DOT retained the rulemaking regarding sleep apnea screening for truck operators as a current agenda item, however, despite shifting an equivalent rulemaking for train operators to a long-term agenda item. The sleep apnea screening rule is still in a pre-rule stage, according to the DOT’s regulatory update. The rule will, if it comes to fruition, institute criteria to determine which drivers would be required to be tested for sleep apnea, likely based on their BMI and other conditions, such as age, heart conditions and more. However, the DOT offered no timeline for when it would issue a proposed rule or other initiative regarding sleep apnea screening. The Federal Motor Carrier Safety Administration’s Medical Advisory Board last year issued recommendations to guide the agency in developing the rule. See its recommendations for which drivers could be required to be tested for sleep apnea at this link.

New US truck show all about business Today’s Trucking / July 24, 2017 The North American Commercial Vehicle Show (NACV Show) won’t look like other trucking events across the U.S. when the doors open from September 25-28. There will be no recruiting pavilion; no show and shine competition. Not even drivers walking the halls. But when the inaugural event opens in Atlanta, Georgia, it will feature an undeniable focus on the business of trucking. To borrow from the show’s tagline, this is “where fleets meet”. Exhibit space in the Georgia World Congress Center is already sold out, ensuring 367 companies will be on site -- including every major Original Equipment Manufacturer. As of July 24, another 25 hopeful exhibitors were on a waiting list for any last-minute space that might open. “I don’t think we’ve ever seen booth designs quite like this,” adds Joe Glionna, president of Newcom Business Media, which has partnered with Hannover Fairs USA in the venture. “The truck manufacturers are making an incredible investment to ensure their booths are designed in a way that’s conducive to conducting business … the ‘wow factor’ around the show is going to be crystal clear.” The sheer scale of the space will ensure exhibitors can display full product lines, from commercial trucks to buses. Notably, many of them will also incorporate dedicated meeting spaces, while others are preparing to book on-site rooms by the hour. “You’re going to see lots of meetings take place on and off the show floor,” Glionna says. The focus on business dealings, after all, is the reason the show emerged. Industry suppliers had been raising frustrations about the structure of established shows in the U.S. Niche-market events were serving groups like vocational or construction markets, but it was difficult to conduct business at broader industry events where qualified buyers had to share space with drivers and truck enthusiasts. Business-to-business shows in North American have not traditionally been home to on-site deals, like those which take place in Europe. “But that,” Glionna adds, “is starting to change.” Schedules presented another challenge. Deutsche Messe -– Hannover Fairs USA’s parent company -- runs Europe’s largest truck show every two years in Hannover, Germany. Opportunities in the U.S. had been established around annual shows. “They didn’t feel they had enough to talk about every year,” Glionna says, referring to manufacturers and their scheduled release of new products. And the idea of alternating years with a European show became particularly interesting to the major suppliers with a presence on both sides of the Atlantic. The show that emerged as an answer to these challenges involves its own trans-Atlantic partnership between Deutsche Messe and Newcom Business Media. Deutsche Messe is linked to shows in Germany, China, India and Turkey, while Newcom is behind Canada’s Truck World and Expocam trade shows. (Newcom also publishes Today’s Trucking, Truck and Trailer, Truck News, and Truck West, among other titles with shows of their own.) Glionna reached out to the company that had already made overtures to buy Truck World, and within weeks a meeting was set up in Toronto. If they partnered together on developing a U.S. show, Glionna argued, they would offer an enticing option for the U.S. market. Deutsche Messe purchased half of Truck World, and Newcom secured half of the new venture south of the border. The new event’s fleet focus will be somewhat dictated by its schedule. On opening Monday, only guests invited by the exhibitors can attend. The doors are open to other visitors from Tuesday to Thursday. “Owner-operators are on the road making money,” Glionna says of the weekday schedules. Atlanta itself was selected as the event’s home for several reasons. It’s one of about eight cities in the U.S. that can accommodate a show this large, he says. It was also neutral territory when compared to other major hubs found close to the head offices of one manufacturer or another. Meanwhile, the Hartsfield-Jackson Atlanta International Airport could accommodate fleet executives attending from across the country, and there were enough nearby rooms to include a housing block that features 36 hotels. “It’s not dead center of the country, but it’s also not on a coast, and in terms of north and south it’s pretty central,” Glionna says. There are several major tourist attractions in Atlanta, too, including the College Football Hall of Fame, Georgia Aquarium, World of Coca-Cola, Centennial Olympic Park, CNN Center, Martin Luther King Jr. National Historic Site, and Jimmy Carter Library and Museum. As important as the sold-out floor space will be, Glionna doesn’t plan to measure success by that alone. More important will be the quality of the buyers who attend. Organizers have also been quick to temper expectations about visitor volumes as well. It takes time to change habits. Don’t expect 30-40,000 fleet representatives and executives, he says. A draw of “thousands” is more likely. This year it’s about establishing a foundation for future shows, and demonstrating that things are heading in the right direction. “We see the show coming to fruition for 2019,” he says. But fleet managers and executives can be part of it this year. “If you’re looking for free registration, speak to your suppliers who are exhibiting and get a code,” Glionna says. After all, it’s where fleets meet.

Kenworth: Vocational Truck Market to Stay Strong Through End of 2017 Jim Park, Heavy Duty Trucking / July 24, 2017 The first half of 2017 has been good to the trucking industry, and to the vocational market in particular, and the going into the second half of the year, the underlying economic fundamentals look equally promising. That's the view from Renton, Wash., where Paccar vice president and Kenworth general manager Mike Dozier addressed reporters at a press event on July 21. "Whether you're talking vocational or just the market in general in North America, the underlying fundamentals all remain very positive," Dozier said. "There's a very strong alignment between what we're seeing in terms of sentiment within the industry and factors like growth in GDP and the associated rise in consumer confidence. We expect that to continue throughout the year." Dozier noted that certain key indicators, namely total construction spending and housing starts, trend closely to actual growth in retail orders for the company's T880 vocational chassis. Earlier this year, Kenworth had forecast retail sales of 190,000 to 220,000 units. At the time, Dozier among others was a bit worried that the situation might change as the post-election hangover wore off, but it hasn't. In fact, Dozier said consumer confidence remains strong-- and the market remains buoyant. "Earlier in the year, I would have said we were in the lower range of the estimate band," he said. "But today, with half the year still ahead of us, we are in the upper range of that band. That bodes well for the remainder of the year." Internally, Dozier said the Paccar MX engine now accounts for just over 45% of engine orders across all Class 8 lines — on-highway and vocational. "We are happy with the growth we've seen so far, and we expect to end 2017 with 160,000 MX engines in service," he said. The Kenworth dealer network continues to grow. There were 382 North American dealers at the end of 2016 with more than 4,700 service bays. Plans call for over 400 dealers by the end of 2017. "The vocational market has been a terrific positive throughout the course of the year," Dozier said in summary, "and we're looking for that to continue for the rest of the year. We're hearing and we're seeing it in orders. Customers are telling us they are very pleased with how their years are progressing so far." .

Ford juices up 2018 Mustang with optional 'drag strip' mode Automotive News / July 24, 2017 Ford Motor Co. says the freshened 2018 Mustang will be its fastest pony car ever, going from 0 to 60 in under 4 seconds with its new optional "drag strip" mode. The vehicle, which goes on sale this fall, will also gain horsepower and torque over the outgoing model, thanks in part to the automaker's new 10-speed transmission. Horsepower for the 5.0-liter V-8 engine jumps to 460 from 435, and torque increases to 420 pounds-feet from 400. The four-cylinder, 2.3-liter EcoBoost engine gets 310 hp -- same as the 2017 model -- but the torque increases 30 pounds-feet to 350. The 0 to 60 time for the V-8 engine bests that of the $94,000 Porsche 911 Carrera, Ford says. It's achievable with the automaker's new "drag strip" mode, which comes as part of an optional performance package. "Typically, when you shift gears, you give up time," said Carl Widmann, Mustang's chief engineer. "In Drag Strip mode, the engine torque doesn't drop when you're shifting. You get peak engine torque and horsepower straight through thanks to our new Ford-built 10-speed transmission." The four-cylinder EcoBoost engine in "drag strip" mode goes from 0 to 60 in under 5 seconds. Ford unveiled the 2018 Mustang during the Detroit auto show. It gains a more aggressive look that includes new hood vents and an optional spoiler. It also gets an optional 12-inch digital cluster, new-generation LED headlights and taillights available across all trim lines, and a number of new tech features. Ford is dropping the Mustang's 3.7-liter V-6 engine, which executives have said account for 15 percent of sales. Ford has not commented on pricing or fuel economy. .

Kenworth forges ahead in vocational market with the T880 and T880S Truck News / July 21, 2017 KIRKLAND, Wash. – Kenworth Trucks is hyping its vocational T880 series, believing the U.S. and Canadian economies are poised to continue an upward trajectory. “Whether you’re talking vocational or just the market in general in North America,” said Mike Dozier, general manager of Kenworth Trucks and vice-president of Paccar, “the underlying fundamentals all remain very positive and I think we’re certainly seeing that in vocational segments.” Inviting members of the media to its head office just outside Seattle, Kenworth offered up three dump models and two mixers for a test drive on the track at DirtFish rally school. Two dump models were the T880 day cab with Eaton Ultrashift transmissions; one fitted with the 2017 MX-11 engine with 430 hp, the other the MX-13 with 485 hp. The third dump truck was the beefier T880S model, flaunting the MX-13 engine, 510 hp, 1,850 lb.-ft. of torque and an 18-speed Eaton AMT transmission. The two mixers were quite diverse, one a traditional diesel engine (the T880S bridge mixer), while the other ran on compressed natural gas (T880S nat gas mixer). Each ran on an Allison transmission; the bridge mixer on the 4700RDS-7-speed and the nat gas variety on the 4500 six-speed automatic. Kevin Baney, Kenworth assistant general manager for sales and marketing, highlighted the Cummins-Westport ISL G-near Zero engine in the nat-gas mixer, which emits 90% lower NOx than current U.S. requirements. The engine will target certain markets that have green energy requirements from customers in locations such as California. Since 2010, Class 8 truck sales peaked in 2015, with sales reaching approximately 275,000 units. In 2016 they were just over 200,000, and 2017 is projected to be somewhere around 200,000. “There’s pretty good alignment with what we’re seeing with sentiment within the industry and certainly in the vocational segment,” said Dozier, “so we expect our expectations to continue.” Kenworth unveiled its new flagship T880 model four years ago, with the T880S being the latest addition to the lineup. The T880S is available with a set-forward front axle, which Baney said helps increase the trucks maneuverability. “The T880S is well suited for truck operators in ready-mix, dump and mobile crane applications where every incremental pound of payload delivered contributes directly to the bottom line,” Baney said. “The T880S enters into the market in the midst of an excellent vocational market, and we’re receiving strong T880S orders from customers.” The T880S set-forward front axle ranges from 14,600 lbs to 22,800 lbs and comes standard with the Paccar MX-13 engine. The MX-11 engine provides a more light-weight offering at 400 lbs less compared to the MX-13. Stepping into the spotlight for its former flagship truck – the T800 – the T880 model now makes up approximately 75% of sales compared to the former model. But as Baney pointed out, there is no plan to phase out the T800, but the company will rather let the market decide on the level of its continued production. Baney also touted Kenworth’s upcoming bright-trimmed air intake, which he said customers have been requesting for some time. The chrome spec’ will be available this month and in the aftermarket. Already available on the T680, variable speed fan drives will soon be offered on the MX-13 engine and will provide a bump in horsepower, better fuel economy, decreased noise and vibration, and a reduction in dust. In addition, Baney underscored the fact that more than 50,000 Kenworth trucks are now connected through the company’s mobile diagnostics technology TruckTech+. “These numbers just continue to amaze us since the launch of this program with the Paccar engines in 2015 and now last year with Cummins,” Baney said. “This is really the basis for our connected truck platform that we continue to expand. This provides not only ourselves, but our dealers as well as our customers a lot of information we use to make the products better.” Kenworth has 382 dealer locations in North America, 4,700 service bays and has invested $600 million into its facilities over the past five years.