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FCA to shut down Conner Assembly in Detroit Automotive News / July 12, 2017 DETROIT -- Fiat Chrysler will permanently close its Conner Assembly Plant here on Aug. 31, as production of the Dodge Viper ends. In its 2015 contract with the UAW, FCA said it would end production of the low-volume, high-powered $90,000 sports car. No replacement had been planned for the plant. The plant employs more than 80 people who build Vipers by hand. In a notice filed on June 30 with the state of Michigan, FCA said it expected it would be able to offer positions to all of affected employees at other locations. Last year, FCA sold 630 Vipers, down 8.7 percent vs. 2015. Conner is FCA's smallest assembly plant in North America, where the automaker has built the Viper -- with interruptions -- for over 25 years. Production will end in August because the two-seater cannot meet new safety regulations which go into effect Sept. 1. FCA has been celebrating the Viper's sunsetting production for more than a year. Over the years, workers at Conner Avenue, many of whom transferred in from other FCA plants in the metro Detroit region, suffered frequent layoffs as Viper sales waxed and waned, but chose to remain at the plant because of its special nature first within Chrysler and later within FCA. The plant operated as a bespoke car assembly facility in terms of the hand-assembly and painting process each Viper underwent. .

Fiat Chrysler recalls 1.33 million vehicles over fire, airbag risks Reuters / July 14, 2017 WASHINGTON -- Fiat Chrysler Automobiles said on Friday it is recalling 1.33 million vehicles worldwide in two separate campaigns for potential fire risks and inadvertent airbag deployments. The automaker said it is recalling about 770,000 SUVs because of a wiring issue that may lead to inadvertent deployment of the driver-side airbag and is linked to reports of five related minor injuries, but no crashes. The company said wiring could chafe against pieces of steering-wheel trim, potentially causing a short-circuit and ultimately leading to an inadvertent airbag deployment. The issue could also cause unintended windshield wiper operation or inoperable switches. The recall covers 538,000 2011-2015 Dodge Journey vehicles in North America and 233,000 2011-2015 Fiat Freemont crossovers sold elsewhere. Dealers will inspect and replace the wiring, as needed and equip it with additional protective covering. The automaker is also recalling 565,000 vehicles to replace their alternators because of fire risks. The company said hot ambient temperatures could lead to premature diode wear, may result in a burning odor or smoke, could impact the anti-lock braking system or lead to engine stalls. The company said it is aware of two potentially related accidents but no injuries. The recall covers 2011-2014 model year Chrysler 300, Dodge Charger and Dodge Challenger cars and Dodge Durango SUVs and 2012-2014 Jeep Grand Cherokee SUVs. In October, FCA recalled about 86,000 Ram 2500 and 3500 pickup trucks, 3500, 4500 and 5500 chassis cabs from the 2007-2013 model years and 2011-2014 Dodge Charger Pursuit sedans for the same alternator issue. FCA said at the time one minor injury was related to the recall. Dealers will replace the alternators.

Kirker Chemical-produced Mack "standard red", Mack part number 312SX15P2 (gallon), isn't still available from your local Mack brand distributor?

Volvo Penta Press Release / July 6, 2017 Volvo Penta has signed an agreement to become the major owner of innovative premium outboard motor manufacturer, Seven Marine, enabling the Swedish company to extend its scope of world-leading integrated propulsion systems. “With this acquisition, Volvo Penta is entering the outboard motor segment, says Volvo Penta president, Björn Ingemanson. “With Seven Marine, we are on a journey to expand the scope of supply with our customers and invest in the growth of a platform to shape the future of the outboard industry.” The deal will broaden Volvo Penta’s technology platform, offering a modular, cutting-edge solution, regardless of the energy source, to deliver the desired power in the water. Seven Marine will be able to further develop its existing innovative outboard technology to satisfy a wider range of needs for its premium and exclusive customer base. This acquisition will strengthen their combined footprint in the marine market. “This is an exciting step for Volvo Penta,” says Ron Huibers, president of Volvo Penta of the Americas. “We are combining the strength of two highly innovative companies to deliver an unbeatable engine range for the gasoline segment. We will not only come to market with an extremely attractive outboard solution, but we will deliver the benefits of our world-class service network to a broader range of customers.” World-class innovation Seven Marine (http://www.seven-marine.com/), based in Milwaukee, WisconsinUSA, was founded in 2010 by a team with many years’ specialist experience in marine technology. With a proven track record in delivering high performance gasoline outboards for the high-end leisure market, Seven Marine produces the most powerful outboard models in the world, running at 557 and 627 hp. Thanks to the unmatched horsepower of its outboards, the company is able to meet the demand for larger, outboard powered boats. Customers benefit from the ability to go farther, faster, more efficiently with leading and innovative product style and design. The company’s small block V8 engines are fitted horizontally and leverage modern, automotive quality and technology. This includes use of fresh-water cooling for enhanced durability and corrosion protection and a supercharger to produce excellent performance. Volvo Penta has over 110 years of experience as a market leader in engine and propulsion systems, delivering a history of innovations to the marine industry, such as the Aquamatic Sterndrive, Volvo Penta IPS, and Forward Drive. The company’s easy boating philosophy is the driving force behind groundbreaking solutions to make boating easy, enjoyable and more fun. With its current product portfolio, Volvo Penta offers one of the widest ranges of world-class marine diesel and gasoline engines in the industry. Shared vision The use of automotive technology is a common aspect between Volvo Penta’s gasoline sterndrive range and Seven Marine’s outboard motors. Seven Marine’s approach to exploring new techniques and design architecture is a key driver behind Volvo Penta’s decision to become majority owner in Seven Marine. With this acquisition, the two companies will collaborate to continue to develop Seven Marine’s leading outboard offerings, which not only leverages the strength of the company’s existing technology, but also has sustainability in mind. “The Seven Marine concept mirrors the successful strategy we have followed in pursuing automotive technology,” says Björn Ingemanson, president of Volvo Penta. “Just as we are a leader in diesel and gasoline engine technology, Seven Marine leads its market for state-of-the-art outboards.” He adds: “We have a shared vision for the future, and this deal provides an ideal platform for us to grow and adapt together. We will move forward in leading the development of world-class performance and sustainability for the most premium of outboard motor segments.” Seven Marine will operate as a stand-alone entity retaining its brand, product line and organizational structure. Ron Huibers, Volvo Penta’s president of the Americas region, will be the chairman of Seven Marine and Rick Davis will remain as Seven Marine’s president and CEO. With this approach, Seven Marine will benefit from the strength and stability of being part of a larger, international organization, while still maintaining its entrepreneurial spirit. “This is a great development for us,” says Rick Davis, president and CEO, at Seven Marine. “As a young company we have pushed ourselves forward to revolutionize the outboard experience in a short period of time. And in partnering with Volvo Penta, we will have a solid backing to continue improving the customer experience through the pursuit of technological and innovation advancement.” The agreement is subject to conditions and is expected to close in the nearest future. .

MAN Truck & Bus Press Release / July 11, 2017 Get the latest tips and tricks from our MAN ProfiDrive® trainer Thorsten Helbig about how to drive efficiently. Join Thorsten in his driver’s cabin to learn more about the following topics: MAN TPM (Tyre Pressure Monitoring), how to position your spoiler, MAN ACC (Adaptive Cruise Control), MAN EfficientCruise® (GPS-assisted cruise control), limiter, EfficientRoll, retarder and MAN BreakMatic® (sustained-action breaking management system). Read more about the MAN ProfiDrive® trainings: www.profidrive.man All Costs at a Glance. Effectively reduce your TCO. With MAN. Find out more: www.tco.man. .

SILK WAY RALLY 2017: IVECO on podium again with Dutchman Ton Van Genugten and his Trakker Evolution IVECO Trucks Press Release / July 11, 2017 Ton Van Genugten crossed the line in 3rd position on his IVECO Trakker in the third stage, from Ufa to Kostanay, achieving a placement in the top five of the partial general classification. Gerard De Rooy, Dakar winner in 2012 and 2016, closed this stage in 8th position ahead of Kazakh teammate Artur Ardavichus, who crossed the finish line ninth – both on their IVECO Powerstar trucks. The third stage of Silk Way Rally 2017 took the competitors across the border into Kazakhstan after a “special” of about 330 km and a total distance of 876,39 km. The three IVECO trucks completed the last of the three stages hosted in Russian territory in the top ten of the overall ranking. Once again, Ton Van Genugten was the man of the day as he finished just 3m39s behind the first. He drove carefully without taking risks and this tactic paid off: after the slippery tracks of the first two stages and the amazing passages of across the river, the experienced Dutchman is now in fifth place in the truck category overall ranking. Gerard De Rooy, behind the wheel of his completely renovated IVECO Powerstar, finished the third stage in 8th position: “I enjoyed very much today’s stage from Ufa to Kostanay, even though we had to drive carefully and not as fast as we would have wanted” – said the Team leader. The third teammate, Artur Ardavichus on board his IVECO Powerstar #310, finished the stage in 3h50m57s, placing the truck in the top ten (in 9th position). For the Kazakh pilot, the new entry in Team PETRONAS De Rooy IVECO, this was the first stage run in his country of origin. Today, Tuesday 11th, Team PETRONAS de Rooy IVECO will be engaged in the fourth leg, which will take them from Kostanay to Astana. This will be the first stage of the rally raid with two selective sections. The first part starts on a rather fast soil track and becomes increasingly difficult as it runs on the banks of a big river and finishes in Kazakh farmland. The second part, also in farmland, is fast. Competitors will then drive 342 km of road sections to reach the capital of Kazakhstan. Stage 3 results – Silk Way Rally 2017 1. Siarhei Viazovich (Maz) 3h33m14s 2. Martin Kolomy (Tatra) +0m55s 3. Ton Van Genugten (IVECO) +3m39s 4. Dmitry Sotnikov (Kamaz) +4m34s 5. Airat Mardeev (Kamaz) +5m27s ------ 8. Gerard De Rooy (IVECO) +17m07s 9. Artur Ardavichus (IVECO) +17m43s Overall classification – Silk Way Rally 2017 1. Martin Kolomy (Tatra) 6h45m07s 2. Anton Shibalov (Kamaz) +2m40s 3. Dmitry Sotnikov (Kamaz) +5m13s 4. Airat Mardeev (Kamaz) +8m21s 5. Ton Van Genugten (IVECO) +10m41s 6. Gerard De Rooy (IVECO) +10m47s 7. Artur Ardavichus (IVECO) +12m41s Starting order for SS4 – 11th July ----- 07.16h Siarhei Viazovich (Maz) 07.22h Martin Kolomy (Tatra) 07.24h Ton Van Genugten (IVECO) ------ 07.42 Gerard De Rooy (IVECO) 07.43 Artur Ardavichus (IVECO) .

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Bloomberg / July 11, 2017 More and more Americans are spending their golden years on the job. Almost 19 percent of people 65 or older were working at least part-time in the second quarter of 2017, according to the U.S. jobs report released on Friday. The age group's employment/population ratio hasn't been higher in 55 years, before American retirees won better health care and Social Security benefits starting in the late 1960s. And the trend looks likely to continue. Millennials, prepare yourselves. Certainly baby boomers are increasingly ignoring the traditional retirement age of 65. Last quarter, 32 percent of Americans 65 to 69 were employed. Even past age 70, a growing number of seniors are declining to, or unable to, retire. Last quarter, 19 percent of 70- to 74-year-olds were working, up from 11 percent in 1994. Older Americans are working more even as those under 65 are working less, a trend that the Bureau of Labor Statistics expects to continue. By 2024, 36 percent of 65- to 69-year-olds will be active participants in the labor market, the BLS says. That's up from just 22 percent in 1994. A number of factors are keeping older Americans in the workforce. Many are healthier and living longer than previous generations. Some decide not to fully retire because they enjoy their jobs or just want to stay active and alert. Others need the money. The longer you work, the easier it is to afford a comfortable retirement. Longer lives and rising health care costs have made retirement more expensive at the same time that stagnant wages and the decline of the traditional pension have made it harder to save enough. The U.S. isn't the only place people are planning to work longer. Around the globe, workers of all ages are moving their retirement goals later and later in life. Even after they consider themselves officially "retired," most Americans are hoping to work a little bit. According to a survey by the Employee Benefit Research Institute, or EBRI, 79 percent of U.S. workers expect to supplement their retirement income by working for pay. There's a big problem with these plans. Just because you want to work doesn't mean you can. When surveyed, 61 percent of American retirees say they retired sooner than they'd planned. That's more than anywhere else in the world, according to the 2017 Aegon Retirement Readiness Survey, of 16,000 people in 15 countries. Globally, 39 percent of retirees say they quit working early. Even part-time work may be unrealistic. EBRI finds that just 29 percent of retirees say they worked for pay at some point in their retirement. Health problems may force you to quit. While longevity has generally improved along with medical care, especially for the wealthy and well educated, more recent trends in the U.S. show many Americans' health deteriorating. And employers might not be interested in you. "Although age discrimination has been illegal for 50 years, employers continue to see older workers as a liability," said Ruth Milkman, a sociology professor at the City University of New York. Seniors who want to extend a full-time career may be forced to take temporary jobs, for example, or work as independent contractors. "Frozen out of standard employment, older workers turn to more precarious (and less well-compensated) employment," Milkman said at a conference last month. Rather than retire, older workers sometimes switch from traditional jobs to self-employment, according to a study released last month by the National Bureau of Economic Research that analyzed U.S. tax and survey data. In the process, they often switch occupations as well. They pay an economic price for going solo, the study finds, with average annual earnings dropping by $18,160 for older workers. The irony is, those seniors who find it easiest to keep working- healthy, well-educated, and highly skilled people who enjoy their jobs- tend to be the least likely to need the money. Other older Americans, faced with few good job choices, often just decide to retire and and live frugally off Social Security and savings. The share of older people in the workforce is higher than at any point since before the creation of Medicare. Even more older Americans might be out there working, though, if they were healthier and had better job prospects.

Tire wear remains concern with 6x2 axle configurations Truck News / July 11, 2017 WASHINGTON, D.C. – Despite a 2.5% fuel efficiency improvement, an update to a Trucking Efficiency Confidence Report shows that challenges remain for the 6×2 axle configuration. Highlighting the report’s findings during a conference call July 11, Mike Roeth, executive director of the North American Council for Freight Efficiency (NACFE) and operational lead for trucking efficiency, said there were aspects of 6x2s that they did not fully grasp when they first tackled the issue in 2013. “The solutions to the challenges of traction, tire wear and driver engagement were more complex than we understood at the time,” Roeth said. Tire wear in particular is a major consideration for fleets looking to employ the use of 6x2s, but some carriers are finding ways, such as selecting a retread trailer tire for the free-rolling axle, to lessen wear. “For some fleets that are dedicated to 6x2s, they are making them work and improving their tire wear and traction pretty significantly,” Roeth said, adding that there still is a tire wear penalty with the use of 6×2 axles. At a 50% wear penalty, the estimated increased tire cost per year for a 6×2 configuration versus the 6×4 is $1,552, assuming 100,000 annual miles. Despite a 2.5% improvement in fuel efficiency, the report indicates that to overcome the increased tire wear with 6x2s compared to 6x4s, fleets would need to see 4% or higher improvement in fuel efficiency. “While we found that the fuel savings benefits as well as the challenges from the original report are largely still true, new product refinements are coming to the market that are aimed at addressing some of the concerns fleets had about 6×2 axles,” added Yunsu Park, NACFE study team manager. “For instance, fleets dedicated to 6x2s are improving tire wear by changing the tire models they use and limiting the torque when launching the truck. Also, driver training is a significant part of a successful 6×2 implementation.” The report categorizes the various 6×2 axle configuration offerings as generation 1-3, with the first putting in place the first 6×2 tag axle, transferring loads with the manual dump out; the second including torque at launch and better selection of tires; and the third providing further refinement, liftable axles and more efforts around load shifting, traction control, and engine parameters. Roeth said liftable 6x2s help with tire wear and traction compared to traditional offerings, but noted that challenges remain around cost and weight, as the function of lifting the axle comes at a cost. Roeth added that the adoption of 6x2s is not a simple implementation. “It takes a systems approach, it takes some effort from an engineering and spec’ing standpoint, as well as driver recruiting,” he said. Overall, the updated report revealed seven findings: Tire wear on 6x2s will not achieve parity with 6x4s, but can be improved with refinements; fleets should take a system-wide approach to the implementation of a full generation 2 package; driver communication and training is critical with 6×2 technology; 6×4 systems are also improving, which reduces the potential gain of moving to 6x2s; residual values for 6x2s remain a problem (though mostly with the first generation 6x2s and could be diminished with more recent offerings); fleets should gain knowledge of 6×2 tag axle systems; and fleets that haul under 60,000 lbs. 30% of the time should be thinking of using a 6×2 because of the ability to raise the axle.

Volvo takes wraps off new VNL James Menzies, Truck News / July 11, 2017 DUBLIN, Va. — Volvo has continued to revamp its North American product line, with the introduction of a new VNL model at its new customer center here. The first VN was launched in 1996, but was due for an update, Goran Nyberg, president of Volvo Trucks North America acknowledged during remarks before the unveiling. “Twenty years ago, we turned the industry upside down,” said Nyberg, moments before the truck was revealed for the first time. “We created a new commercial truck standard for aerodynamics, driver comfort, and safety. Since then, our competitors have been happy to benchmark everything we have been doing and they have slowly chipped away at our leadership position. In a few cases, I have to admit, we have lost the edge in areas where we stood head and shoulders above the competition. Well, that ends tonight. You’re about to see the most innovative, exciting new trucks from Volvo in 20 years.” The completely redesigned VNL is an upgrade in every imaginable way, particularly as it relates to driver comfort and amenities. As with the design of the VNR regional haul tractor Volvo introduced earlier this year, designers relied heavily on feedback from drivers. Rikard Orell, director, product design, said the new VNL was designed to be: bold, edgy, innovative, modern, and human. Its design was inspired by everything from sleek speedboats, race cars, and even the human body. For example, the front and grille are wider at the top, and taper in towards the bottom, like the human body does from the shoulders down to the waist. Orell said Volvo aimed to capture a timeless design. It’s a sleeker looking truck, with a curvier front end and strong stance. Its lines give it a sense of motion, even when parked. But beauty runs only skin deep and this truck boasts more substance than just a prettier face. Jason Spence, product marketing manager, longhaul, said, “From the inside out, the driver was the informant, the person we asked. We went through surveys, we did clinics, we sat in the truck as drivers drove them, to get feedback and we did this over and over and we refined these products so the driver is the focal point of this vehicle.” Volvo is predicting the VNL 760 with a new, larger, 70-inch sleeper will be the high-volume seller, replacing the VNL 670 with 61-inch sleeper that previously held that distinction. “We have confidence in this because our customers and their drivers have told us this is the truck they want,” said Spence. The new sleeper is nine inches longer and six inches wider than that found on the previous VNL 670. Improved aerodynamics deliver about a 1% improvement in fuel economy over the previous model, while engine enhancements this year add another 5.5% when taking advantage of the D13 engine with turbocompounding. The front bumper was moved 1.5 inches forward for improved aero, the bumper to back of cab (BBC) extended from 122.5 to 124 inches. Airflow across the front and sides of the truck have been improved, for greater fuel economy. Even the hood-mounted mirrors are now more aerodynamic. They’re also heated. Customers can spec’ an optional skylight, which wasn’t possible with the previous design. Cab side windows that open provide additional light and ventilation. The air intakes have been moved forward and redesigned; gone is the distinctive inverted hockey stick design. But Spence said the new design provides better airflow along the side of the vehicle and gets cleaner air into the engine. The redesigned grille features a satin finish, with a larger Volvo logo planted in the center. The LED headlights are the most “innovative in the trucking industry,” Spence claimed. “These are not just LED headlamps, they’re intelligent.” The lamps can produce heat when needed to keep the lights free of ice and snow. They’ve also been designed for better nighttime visibility. In a nod to its European heritage, Volvo has brought the Globetrotter moniker to the North American market. The Globetrotter distinction means the truck has been equipped with all the most luxurious options. The seat selection has been expanded, and customers can now choose any seat they wish with any level of interior. Drivers will also appreciate the additional storage. A hoarder would be happy in this truck. Redesigned door panels feature deeper pockets, the dash has been cleaned up, blank switches removed, and more storage put in their place. A clever rail design allows for the installation of removable cupholders or storage bins, creating an aftermarket parts opportunity for Volvo and seemingly endless customization possibilities for drivers. “Everywhere we can put storage, we did,” Spence explained. Volvo also provides more power outlets – both USB and 12-volt – in traditional places and also atop the dash, where it found many drivers store their devices. The new steering wheel is home to 21 buttons for frequently used controls. It’s also more adjustable, adding 20 degrees of neck tilt to the 30-degree column adjustment and 4.5 inches of telescoping available. The five-inch driver display uses vibrant colors to communicate important information to the driver, with as little distraction as possible. It can be customized to display whatever info is most important to the driver. In 2018, a new infotainment system will also be available. Maintenance managers will appreciate easier access to components located under the cab floor. The engine cover can now be removed without taking out the seats, thanks to removable floor inserts that fit around the bases of the seats. These floor mats also provide additional insulation and soundproofing. The living area of the VNL has been completely revamped for improved comfort. The control panel has been moved to the rear wall, where it’s more accessible to drivers while laying down – they no longer have to reach behind their head to adjust the temperature. The fridge is larger, thanks to the extra space available in the new sleeper. And drivers can spec’ a passenger seat with an integrated fridge, placing drinks and cold snacks within reach of the driver’s seat. Visibility out the windshield and in front of the truck is better, thanks to the curvier hood design. And to further improve safety, Volvo announced it’s making the Volvo Active Driver Assist collision mitigation system standard on the new model. To help simplify the spec’ing process, Volvo has identified several fuel efficiency packages, consisting of bundles of aerodynamic and powertrain options that contribute to greater fuel economy. How much fuel will owners of the new VNL save? It depends, of course, on how the truck is spec’d, but Spence said improved aerodynamics improve fuel economy by 1%, the new engines with turbocompounding add another 5.5%, and I-See – a feature of the I-Shift transmission that memorizes hills along a route and adjusts the truck’s speed accordingly – can add another 1%. “The D13 with turbocompounding gives massive amounts of torque with low rpm. In combination with a low rear axle ratio, you’re going to see drastic improvements in fuel efficiency in these trucks,” Spence said. A 7.5% improvement equates to about 0.6 mpg. Initial drives of the new VNL were limited to 40 mph laps of a new one-mile track at the customer center. More extensive evaluations have been promised for later this summer. But first, Volvo will be cycling some 3,000 customers and dealers through the new 36,000 sq.-ft. customer center to introduce them to the new truck. The new VNL will enter production in mid-September (day cabs) and mid-November (sleepers).

Volvo launches new VNL long-haul tractor Jeff Crissey, Commercial Carrier Journal (CCJ) / July 11, 2017 Volvo Trucks North America unveiled its new VNL tractor, the first major overhaul of its flagship long-haul model since the VN model was introduced in 1996. The announcement came during a press conference at the company’s new state-of-the-art customer center at its New RiverValley manufacturing facility in Dublin, Va. “The new Volvo VNL builds on our long-standing commitment to deliver the safest, most comfortable and most efficient long-haul truck on the market,” said Göran Nyberg, president of Volvo Trucks North America. “Infused with new innovations and technologies, we’re proud to expand upon that commitment to our current and future customers with this new design.” The new VNL shares many design cues with its VNR regional-haul sibling that was introduced in April to replace the VNM. It will be available in five configurations, including day cab, 40-inch flat-roof, 70-inch mid-roof and 70- and 77-inch high-roof options. “For 19 years, the VNL 670 was the volume leader in our long-haul segment,” said Jason Spence, Volvo Trucks product marketing manager – long haul. “Moving forward, that 61-inch high-roof sleeper will be replaced by the [70-inch] VNL 760, which will be our new high-volume long-haul model.” The VNL’s new design gives the truck a distinctive, broad stance with lines that taper inward from the roof fairing, through the hood and grille and bumper. Character lines extending from the bumper and continue over the hood and down the sides of the cab and trailer fairings add to the truck’s curb appeal and aid in aerodynamic performance. Volvo’s new VNL will be available in three different fuel efficiency packages capable of delivering a 7.5 percent fuel economy improvement over the current Volvo VNL XE fuel efficiency spec. Volvo said powertrain improvements amount for 6.5 percent fuel efficiency, including 5.5 percent from a turbo compound option for the D13 engine, available in 2018, and a 1 percent improvement from a 2.47:1 rear axle ratio. Aerodynamic improvements add 1 percent fuel economy. Those aerodynamic improvements include repositioned air intakes to reduce turbulence, an aggressively sloped hood and tapered fenders with that help channel airflow from the front to the sides of the truck. New aerodynamic chassis and roof fairings also aid in the 1 percent fuel economy gain. Volvo also announced it will make the Volvo Active Driver Assist system standard on all new VNL models. The radar- and camera-based system developed by Bendix combines forward collision warnings and active braking on moving and stationary objects. A new heads-up windshield display alert warns the driver before automatically engaging brake functions. Spence said the company completed thousands of driver surveys and focus groups when making design improvements, resulting in “the most comfortable, driver-friendly environment we’ve ever built.” The Position Perfect steering wheel Volvo introduced on the VNR also will be available in the VNL. The three-way positioning system allows the steering wheel to tilt up to 20 degrees in relation to the column as well as traditional column tilt and telescope movements. “[Position Perfect] allows drivers in the 5th and 95th percentiles the ability to make the adjustments for better visibility and to be more comfortable,” said Spence. Also like the VNR, seven seat options will be available for order independent of the three trim level packages selected. The steering wheel also has 21 buttons that allow the driver to navigate the new 5-inch color LCD driver information display, answer and end hands-free phone calls, engage cruise control functions and more. Previously, many of these controls were on a stalk mounted behind the steering wheel, requiring drivers to remove a hand from the wheel to operate them. “We brought those controls to the front because the interface that the driver has today with the vehicle is much more than what it was 20 years ago,” said Spence. The driver information display home page also is configurable, allowing the driver to select which gauge data and information they want displayed, including battery voltage, fuel economy average, average speed, engine temperatures and more. Bunk options include a dinette/work station solution and a reclining bunk that was introduced on the Volvo FH in Europe that allows the driver to sit up in bed while relaxing or watching television. The cabin control panel has been relocated to the rear cab wall, allowing the driver easier access to lighting, audio and cabin temperature controls. Volvo also added a door lock/unlock switch and panic button. A new blue LED ambient lighting option is available for cab illumination, puddle lamps and accent lighting throughout the cabin interior. All new VNL models with the exception of the VNL 760 will be in production in September; the VNL 760 enters production in November. .

Heavy Duty Trucking / July 11, 2017 Volvo Trucks North America (VTNA) has announced that Volvo Active Driver Assist is now standard equipment on the new Volvo VNR and VNL series trucks, a system that includes Bendix’s Wingman Fusion collision mitigation system. Through Active Driver Assist, Bendix Wingman Fusion’s camera- and radar-based collision mitigation system has been fully integrated with the Volvo Driver Information Display. Volvo Active Driver Assist detects metallic objects and vehicles that are stationary or vehicles braking in front of a truck. If a large object is detected, audible and visual warnings are made to alert the driver, including red warning light flashes reflected on the windshield. Warnings are displayed for up to three seconds in advance of an imminent impact. If the system recognizes the object as a vehicle and the driver does not take action, Volvo Active Driver Assist will automatically alert the driver and engage the brakes to help mitigate the potential collision. Braking assist is available at speeds greater than 15 miles per hour. Volvo Active Driver Assist also works with cruise control to help a driver maintain a set following distance behind a vehicle. If the vehicle slows down, the system will alert the driver and if necessary, reduce throttle, apply the engine brake, downshift the Volvo I-Shift automated manual transmission, and apply the foundation brakes and brake lights to help the driver maintain the set following distance gap based on the speed of the two vehicles. “Safety has always been part of the essence of Volvo Trucks, and it has been one of our core values since 1927,” said Göran Nyberg, president of Volvo Trucks North America. “Making Volvo Active Driver Assist with Bendix Wingman Fusion standard in Volvo VNR and VNL models demonstrates our commitment to improving the safety of everyone who travels on our roads.” With a camera, Volvo Active Driver Assist also integrates a Lane Departure Warning System with Data Capture capability. The system alerts drivers during an unintentional lane change (one in which the turn signal is not activated) and can be turned off by the driver for 15 minutes when traveling through construction zones or other areas where lane markings are unclear or confusing. The system reactivates automatically after 15 minutes, though the driver has the option to reactivate it manually. Lane departure warnings do not occur if the turn signal is activated or brakes are applied. “Combining the wider angle of the camera with the radar sensor allows Volvo Active Driver Assist to better detect objects that could be a danger to the driver,” said Ashraf Makki, Volvo product marketing manager – technology. “Together, by providing the most data about what is in front of the truck, the system helps mitigate the potential for collisions or unintentional lane changes.” Volvo Active Driver Assist with Bendix Wingman Fusion is fully integrated with Volvo’s Driver Information Display and requires no additional displays or hardware kits. Its complete integration enables drivers to more quickly react to warnings. The system is also integrated with Volvo Enhanced Stability Technology (VEST) to help drivers avoid rollover and loss-of-control situations on dry, wet, snow- and ice-covered roadways. Volvo was the first commercial vehicle OEM to make full stability standard on its highway tractors. The system relies on data from a front bumper-mounted radar sensor and a windshield-mounted camera and offers a series of visual and audible alerts depending on the forward distance of the front object. Cruise control does not have to be engaged for the Volvo Active Driver Assist system to work. With a detection range of 22 degrees wide and 500 feet in front of the truck, the radar systems can detect the angle, speed, and distance of an object ahead. A camera with a viewing angle greater than 42 degrees complements the radar and can determine the size and lane position, as well as other characteristics of an object. .

NACFE Updates 6x2 Confidence Report Jim Park, Heavy Duty Trucking / July 11, 2017 The latest Confidence Report release from NACFE shows that 6x2 drivetrains are still viable options for fleets looking for fuel and weight savings, but uptake on the technology is lower than what was predicted. This latest report shows 6x2 technology is evolving as product refinements emerge and fleets continue to work around some of the configuration's perceived challenges. The North American Council for Freight Efficiency and Carbon War Room today issued an update to the Confidence Report on 6x2 axles, originally published in January 2003. Because of the way the 6x2 is evolving, this is the first time NACFE has convened a new team of experts to re-investigate a technology on which it has already issued a Confidence Report. “While we found that the fuel savings benefits as well as the challenges from the original report are largely still true, new product refinements are coming to the market that are aimed at addressing some of the concerns fleets had about 6x2 axles,” says Yunsu Park, NACFE study team manager. “For instance, fleets dedicated to 6x2s are improving tire wear by changing the tire models they use and [electronically] limiting [engine] torque when launching the truck. Also, driver training has proven to be a significant part of a successful 6x2 implementation.” The study team identified three generations of 6x2 products, but focused special attention on Generation III products, which contain liftable pusher axles, automatic axle-load biasing and traction control. Generation I: 6x2 with tag axle, no load-shifting technology, manual differential locks. This version offered a 2–3% fuel savings along with weight savings of 300–400 pounds compared to a 6x4. Reported issues included accelerated tire wear and reduced traction under certain conditions, which together resulted in poor driver perception. Generation II: 6x2 with tag axle, manual or automated load-shifting, traction control, engine parameters adjusted to reduce low-speed clutch engagement and engine brake torque. Load shifting and traction control were found to mitigate traction issues, while limiting engine torque was found to improve tire wear significantly. Generation III: 6x2 with liftable pusher axle, automatic load-sensing/load-shifting (axle-load biasing), traction control, engine parameters to limit low speed/brake torque. The most significant change was a switch from tag to pusher axles, which enabled lightly loaded trucks to operate with the pusher axle raised. This offered tire wear and fuel economy benefits as well as better traction when empty or lightly loaded compared to a Gen II configuration. It's a very attractive option for fleets expecting to carry less than 60,000 pounds at least 30% of the time, offering additional 2% fuel savings potential, improved traction and less tire wear. Heavier front axles, suspensions, tires, and other equipment may help optimize this configuration. Among the lessons learned by early adopters of Gen I systems are that tire wear is higher when compared to equivalent 6x4 vehicles, with some fleets experiencing a 50–70% reduction in tire life on their drive tires. Fleets that have adopted best practices have cut this penalty significantly, decreasing the reduction in life to 20% on the driven axle. Additionally, driver perception, particularly as it relates to safety and traction of 6x2-equipped vehicles, has not improved. Many drivers have not actually experienced or been trained on this configuration and often only hear feedback from a negative and sometimes vocal minority. However, fleets that have implemented a complete Generation II system have found tire wear and traction issues can be managed at a much reduced level and are able to benefit from the fuel savings. Unfortunately for some fleets, the damage in driver perception was done before a full Generation II system could be implemented. Despite those hurdles, fleets are seeing successes with 6x2. "Fleets that are dedicated to 6x2 are making them work and have improved their tire wear and traction concerns pretty significantly," says Mike Roeth, executive director of the North American Council for Freight Efficiency, and operation lead of Trucking Efficiency. "We have found that switching to 6x2 is not a simple implementation. It takes a systems approach and some effort from an engineering and spec'ing standpoint as well as a higher degree of driver training. "We have also found that fleets not wanting to jump through all those hoops are migrating back to 6x4s," Roeth added. "And all the while, 6x4 are improving in terms of weight and efficiency, so that's just adding to the tightening in the baseline comparison between 6x2 and 6x4." CONCLUSIONS AND RECOMMENDATIONS The Confidence Report update concludes that while 6x2 systems offer an undeniable fuel consumption improvement, they are still not widely viewed as a net positive by the majority of the line-haul industry. The 2003 6x2 study concluded that adoption of 6x2 axles would double every year. This has not happened in large part because the challenges and consequences of switching to 6x2 were greater than the original study team anticipated. In addition, lower diesel prices have stretched out the payback period. Many early implementations suffered from very high tire wear combined with poor residual values that more than offset the fuel consumption gains. However, new 6x2 axles, in particular liftables, are entering the market. They may reduce some of the challenges related to 6x2s but there is limited feedback from fleets at this time. Drive tire wear on 6x2s will not achieve parity with 6x4s. However, measures can be taken to reduce the accelerated wear. Selecting a retread trailer tire for the free-rolling axle may result in the lowest cost option for fleets. Fleets should take a system-wide approach and implement the full Generation II package including load-shifting technology, traction control, and engine parameters to limit torque in low gear, at clutch engagement, and under engine braking. Good and consistent driver communication and training is critical with this technology. Drivers should understand the overall benefit of 6x2s, how the systems work, and when a manual intervention is beneficial. Traditional 6x4 systems are improving, reducing the potential efficiency gains of a 6x2 system albeit at a greater cost. Residual values for 6x2s remain a problem due to the reputation of Generation I systems. Fleets that have persisted and implemented Generation II 6x2s do not report a problem with residual values, although these are typically smaller fleets and would not turn over a large number of trucks at once. Fleets should gain knowledge of 6x2 tag axle systems and test not only the technology but also their internal processes for managing engine parameters and driver communication and training. Fleets that are below 60,000 lbs. GCWR at least 30% of the time should consider testing a liftable 6x2 axle system. The new report concludes that 6x2s still play a key role in improving freight efficiency, but the benefits are not as obvious as they previously were. However, manufacturers are continuing to work on improving their offerings, and fleets that have invested in 6x2s continue to do so. “Those fleets dedicated to 6x2s and exploiting the various opportunities are finding they return their investment,” Roeth concludes. And just to reaffirm that there is indeed lots of life in the 6x2 concept, Hendrickson says it will unveil a "forward-liftable axle" 6x2 suspension system with an as yet un-named OE partner at the North American Comercial Show in Atlanta this September. That, along with Volvo's Adaptive Loading technology, will bring to two the number of 6x2 suspensions using a forward-liftable or pusher axle, giving fleets the opportunity to lift the axle while empty or lightly loaded. An executive summary of the report is available, along with the full report. NACFE is now charging a fee of $100 for the full report. More information about the updated 6X2 Confidence Report is available at truckingefficiency.org. .

Transport Topics / July 11, 2017 Highway tractors with 6×2 power configurations have been heralded as an important technology for improving fuel mileage, but fleet owners have been hesitant in selecting the systems because they have a tendency to run through tires more quickly and because diesel is less costly than it was earlier this decade. The North American Council for Freight Efficiency issued its update on 6×2s on July 11, and noted the systems are now in their third generation of development. NACFE Executive Director Mike Roeth said 6×2s still offer an opportunity for fuel saving — a 2.5% increase in miles per gallon — but successful adoption is more complicated than originally seen in the council’s 2013 report. “In 2014, we expected pretty quick adoption, which did not happen,” Roeth said during a telephone press conference. He listed diesel prices as a major factor. The five-year, U.S. retail diesel average price from 2010 to 2014, NACFE’s original test period, was $3.71 per gallon. In contrast, for the year ended July 10, the diesel average was $2.49 a gallon. Tire wear was also a big part of the NACFE report. “Drive tire wear on 6×2s will not achieve parity with 6×4s. However, measures can be taken to reduce the accelerated wear. Selecting a retread trailer tire for the free-rolling axle may result in the lowest cost option for fleets,” report said. A 6×4 is the standard configuration for a power unit, meaning the tractor has six wheel positions, three on each side, and engine power is delivered to the four positions on the back of the tractor. For a 6×2, the six wheel positions remain, but power goes only to one of the two rear axles, leaving the wheels on the other rear axle to roll freely. In both cases, the steer axle up front is a completely separate system. Much of the fuel savings is related to weight reduction. A 6×4 configuration has two differentials to transmit driveshaft power to the wheels, whereas a 6×2 has just one differential, sometimes called a “pumpkin.” A truck differential can weigh about 300 pounds, the report said. In tracing the evolution of 6×2s, the NACFE report said the first generation features two rear axles in fixed positions. The report said the initial approach had traction problems in certain circumstances, and drivers did not like them. The second and third generations offer load-shifting by moving the tag axle, which rolls freely, relative to the powered drive axle. When a truck is moving at low speeds, an automated or manual load-shifting system adds weight to the powered axle to improve traction. At highway speeds, the load is split evenly between the drive and tag axles. For the third generation of 6×2s, the tag axle becomes a liftable pusher axle. If a trailer is empty or carrying a very light load, the pusher axle is lifted off the ground. The development of the second and third generations also should help with resale values, Roeth said, as the first generation equipment has not been popular on the secondary market. Roeth said another impediment to further 6×2 adoption is that 6x4 axles keep getting better. New, high-efficiency 6×4 axles lessen the case for 6×2s, he said. The Environmental Protection Agency and the National Highway Traffic Safety Administration said in their Phase 2 rule on greenhouse gas emissions for trucks that the forecast for adoption of 6×2s rises to 30% in 2027 from 15% in 2021. Roeth said a number of small fleets are actually leading the 6×2 campaign. They “continue to make 6×2s work for them,” he said. .

Volvo Unveils Redesigned VNL Series Transport Topics / July 11, 2017 DUBLIN, Va. — Volvo Trucks North America has introduced a redesigned version of its VNL-series over-the-road tractor that features an array of advancements designed to improve the truck’s fuel efficiency and performance, as well as driver comfort. “We didn’t just step into the future — we leapt,” VTNA President Goran Nyberg said during a presentation at a media unveiling of the truck at Volvo’s new customer center here. The VNL gets Volvo’s 13-liter D13 engine as standard equipment, while day cab and VNL 400 models can be equipped with the 11-liter Volvo D11 as an option. The 15-liter Cummins X15 also is available in the VNL series. Both the Volvo D11 and D13 engines feature Volvo’s patented wave pistons, a design that helps burn fuel more efficiently while being delivered via a proven common rail fuel system with proprietary features that improve fuel delivery precision, cut weight and reduce noise, the company said. The Volvo VNL also is available with the company’s D13 Turbo Compound engine, which utilizes a mechanical waste heat recovery system to capture wasted energy from the engine’s exhaust. The result is an additional 50 horsepower fed back to the crankshaft and an improvement in fuel efficiency of up to 6.5%. “Volvo’s D11, D13 and D13 TC engines offer an incredible mix of power and efficiency,” John Moore, Volvo Trucks product marketing manager for powertrain, said in a press release. “For customers needing even greater fuel efficiency, our XE, eXceptional Efficiency, downspeeding packages are available and paired with the Volvo I-Shift.” The truck’s redesigned, wind tunnel-tested exterior better controls airflow around the truck and trailer, which Volvo said also improves fuel efficiency. These design cues combined with the D13 TC help the VNL deliver up to a 7.5% increase in fuel efficiency when compared to a 2015 VNL model equipped with a GHG 2014 D13 engine, Volvo said. All VNL series tractors come standard with the company’s I-Shift automated manual transmission. The trucks also come standard with the company’s remote diagnostics telematics hardware, which provides connectivity for engine monitoring and diagnostics. The hardware also permits users to perform over-the-air powertrain software and parameter updates. The VNL also gets Volvo’s Active Driver Assist by Bendix, a camera and radar-based system that combines forward collision mitigation warnings and active braking. It features a heads-up windshield display that warns drivers if the truck is approaching objects in front of it too quickly. If no driver action is taken, the system can automatically apply the truck’s brakes, Volvo said. “Volvo Trucks built its reputation as the safest truck on the road by integrating a number of passive and active safety systems,” Wade Long, director of product marketing for VTNA, said in a release.“We’ve continued that in the new VNL series with several upgrades to make the truck even safer.” The new truck will be available with four sleeper configurations, including an all-new 70-inch berth, the company said. For the first time in North America, Volvo’s Globetrotter trim levels will be available on the VNL 760 and VNL 860 sleeper models. The Globetrotter trim levels include a full aerodynamic package, polished wheels, upgraded seating, a refrigerator, inverter and a parking cooler package, Volvo said. .

Volvo debuts new VNL Kevin Jones, Fleet Owner / July 11, 2017 DUBLIN, VA. In a semi-sneak preview (the press was here, yet details were few) Volvo Trucks North America rolled out the company's new flagship highway tractor Monday. But the “radical” new VNL is actually billed as just the “next step." In a presentation at the new VolvoCustomer Center, company executives made the case that Volvo has led the industry-wide improvement in product quality and efficiency over the past decade, and the latest tractor line will set an even higher standard. Emphasizing it as the most important product launch in 20 years, VTNA President Göran Nyborg called the introduction of the new Volvo VNL with a 70-in. sleeper “an incredible beginning of a great future.” “Here’s to the most radical, the most advanced, and the most exciting family of trucks for Volvo,” Nyborg said. The new VNL follows the introduction of the regional VNR tractor earlier this year. Volvo will provide VNL vehicle specs and performance details, and offer test drives to the trucking press, on Tuesday—with more details on “the shape of trucks come.” Until then, the slides above come from the Monday event. Photo gallery - http://fleetowner.com/equipment/volvo-vnl-sneak-peek-radical-exciting#slide-0-field_images-222191

Jack Roberts, Heavy Duty Trucking / July 11, 2017 DUBLIN, VA — Volvo Trucks North America Tuesday revealed its new Volvo VNL series highway tractor, available in several configurations, including an all-new, 70-inch sleeper. The truck builds on Volvo’s established styling cues combined with dynamic new features, such as swept-back headlights that include signature Volvo daytime running lights, and a bold new Volvo grille and hood. Redesigned and repositioned engine air intakes allow for less turbulent intake air delivery. Airflow up and around the cab has also been optimized with new chassis and roof fairings. Driver productivity and comfort were also key design priorities, resulting in an all-new dashboard that puts often-used controls easily within the driver’s reach. Centered in the gauge cluster is a configurable, 5-inch color driver information display that provides trip and diagnostic data. The driver information display is customizable, ensuring that critical information is always available to the driver at a quick glance. An optional infotainment system is available, featuring a 7-inch color touchscreen, navigation and an exterior back-up camera. A premium audio system is integrated with the infotainment system, which also features Bluetooth and Apple CarPlay for the ultimate in connectivity. Additional apps can be downloaded to the infotainment system as well. A dash-top tray features 12-volt power and USB connectivity to keep devices fully powered. The new Volvo VNL is also equipped with Volvo’s smart steering wheel, putting controls for nearly all of the driver interface functions right at a driver’s fingertips. The smart steering wheel is attached to Volvo’s Perfect Position air-assisted, infinitely adjustable steering column, which made its debut on the VNR earlier this year. It enables drivers not only to tilt and telescope the steering column, but also to tilt the steering wheel relative to the steering column. This lets drivers of all statures find the perfect steering wheel position and easily view the driver information display. A wide variety of seating options are available, and an increase in seat travel fore and aft, as well as up and down, improves driving ergonomics. There are four sleeper cab configurations, including an all-new, full 70-inch sleeper available in the Volvo VNL 760 and 740 models. All VNL sleepers feature curved cabinets that open toward the back to maximize space, as well as an integrated, reclining bunk, which Volvo says is a trucking industry first in North America. LED interior lighting reduces power consumption and provides softer lighting. A redesigned sleeper control panel allows drivers to control heating and cooling, and adjust the audio system from a more ergonomic position on the bunk. In addition, drivers can lock the doors or activate a panic alarm if needed. For the first time in North America, Volvo’s Globetrotter trim levels will be available on the VNL 760 and VNL 860 sleeper models. Long a symbol of ultimate driver comfort, the Globetrotter trim levels include a full aerodynamic package, polished wheels, high-end seating, as well as a refrigerator, inverter and parking cooler package. The VNL series comes standard with the 13-liter Volvo D13 engine. Daycab and VNL 400 models can be spec’ed with the 11-liter Volvo D11 as an option. The 15-liter Cummins X15 is also available in the VNL series. “We relied on feedback from nearly 2,000 driver interviews to make sure the changes we were making aligned with drivers’ needs,” said Jason Spence, Volvo Trucks product marketing manager – long haul. “The results speak for themselves: our new VNL features the most comfortable, driver-friendly environment we’ve ever built.” VNL Launch Showcases New Customer Center The launch of the new VNL model also served as an opportunity for Volvo to show off its brand-new Volvo Trucks Customer Experience Center at its New River Valley, Virginia, facility. Built to showcase Volvo products, innovations and the brand in a dynamic way to engage visitors, the VolvoTrucksCustomerCenter was part of a $38.1 million investment in the Dublin, Virginia facility where all Volvo truck models for North America are assembled. “We are very pleased to open the Volvo Trucks Customer Experience Center, which we believe will serve as a destination for all of our North American customers and other visitors,” said Göran Nyberg, president of Volvo Trucks North America. “Now, our trucks, engines and transmissions are all spotlighted in one location, in a one-of-a-kind facility designed to offer a unique brand experience that only Volvo can offer.” .

U.S. says 2.7 million additional Takata inflators to be recalled Reuters / July 11, 2017 WASHINGTON -- The National Highway Traffic Safety Administration said Tuesday that new testing is prompting Takata Corp. to declare 2.7 million airbag inflators defective in Ford Motor Co., Nissan Motor Co. and Mazda Motor Corp. vehicles. Takata airbag inflators are already linked to 17 deaths -- including 11 in the U.S. -- and more than 180 injuries worldwide, and the recalls will eventually cover more than 100 million inflators. The auto safety agency said new testing is prompting the recall of some driver-side airbags built from 2015 back through 2012. Nissan said it will recall 627,000 Versa cars from 2007-2012 model years, including 515,000 in the United States "out of an abundance of caution." It will notify owners within 60 days with additional instructions. Ford spokesman John Cangany said the issue covers about 2.2 million Ford vehicles, and the company has five days to respond to the Takata filing. The automaker is "aware of Takata’s submission, and we have been in regular contact with the agency on the issue. Importantly, we aren’t aware of any incidents, and test data doesn’t suggest any issues," he said. Mazda said the new recall impacts just 6,000 B-series trucks. More than 65 percent of 46.2 million previously recalled Takata airbag inflators in the U.S. have not been repaired. Takata filed for bankruptcy protection in June. "Takata has told the public that their line of airbag inflators with moisture absorbent was safe. This recall now raises serious questions about the threat posed by all of Takata’s ammonium nitrate-based airbags," U.S. Sen. Bill Nelson, D-Fla., said in a statement. "If even more are found to be defective, it will take us from the biggest recall ever to something that could become mind-boggling." Nelson has been a leading advocate for expediting the Takata airbag recalls. His state likely has the most drivers at risk because of its consistently warm and humid climate.

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Video - https://www.youtube.com/watch?v=zHHcqYgx2NI https://www.youtube.com/watch?v=cZxmDaUDlBw

I can't imagine that in this case. At IAA, Paccar and DAF corporate are in charge.