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Scania Group Press Release / July 10, 2017 .

This is what the truckmakers wanted, a professional show the likes of the IAA show in Hanover, Germany. Daimler and Volvo pushed for it, Paccar had no objections and Navistar went along with the idea. The Louisville show was amateur in execution, and more of an owner-operator show......It's not what they wanted. Rather, they desired a high end platform with which to introduce their latest products and technology (like IAA).

If you go with the present frame............ Ospho (phosphoric acid) is a rust convertor. When the acid reacts with iron oxide (rust) it forms iron phosphate, turning the metal black (the iron phosphate). You then REMOVE the Ospho residue (even though their direction say you can paint over it - some primers will not stick to it because it is too acidic and they won't cure properly [ask me how I know]) and then paint over it with primer. The best procedure is to use a wire wheel or sandblast the rust down to bare metal and treat with Ospho, remove the reside (with soapy water) and then prime and paint. http://www.ospho.com/ POR-15 is a rust encapsulator. It does not convert the rust to anything. It simply encapsulates it in a REALLY hard paint shell so no oxygen can get to it, thus stopping further rust. POR-15 has a very specific application procedure and works best on rusty, but well-prepared metal (wire brush off loose rust, use their Marine Clean to clean it, treat with their Metal Prep solution [if smooth or new metal], paint with POR-15). If the metal is too smooth (e.g. wire wheeled smooth as opposed to sand blasted, which leaves it rough) the POR-15 will peel off like electrical tape (again, ask me how I know). POR-15 is also not UV safe - it will turn milky and chalky from sunlight. Which to use depends on what you are trying to do, how well you can prep the surface, how you can apply it. For rusty frame rails you can do either but it might be easier to use POR-15, though it will probably cost more. That stuff is expensive. They do have some new products that apply over POR-15 rust encapsulator, like chasis paints (to provide UV protection). If you topcoat it, you have to do it before it cures or else sand it, which is almost impossible. http://www.por15.com/ POR-15 is for bare or rusty metal. It won't do any good over painted metal, and probably won't stick. It has to bond with the rust/metal to seal the rust. So make sure you get all the paint off the frame. http://www.toyota-4runner.org/3rd-gen-t4rs/136894-por15-vs-ospho-show-down.html

Mack Trucks to unveil new highway tractor in September Fleet Owner / July 9, 2017 Mack Trucks said it will unveil a new Class 8 highway truck on Sept. 13. The company launched a major social media push over the weekend to promote the new model, set for introduction just ahead of the new North American Commercial Vehicle show in Atlanta later that month. Though few additional details are available yet, Mack created a new website as a central location for information on the truck ahead of what it is calling a “virtual launch event.” Mack has uploaded one video to the website, which touts the long history of the company, and centers on the “functional design” qualities its new truck will offer.

US charges Audi manager with conspiracy to cheat US emissions tests; sacrificing NOx control for a sound system Green Car Congress / July 10, 2017 The US has charged a former Audi manager via criminal complaint for his role in a conspiracy to defraud US regulators and customers by implementing defeat device software in thousands of Audi diesel vehicles to cheat US emissions tests. Giovanni Pamio, 60, an Italian citizen, is charged with conspiracy to defraud the US, wire fraud, and violation of the Clean Air Act. Pamio was formerly head of Thermodynamics within Audi’s Diesel Engine Development Department in Neckarsulm, Germany. According to the complaint, from in or about 2006 until in or about November 2015, Pamio led a team of engineers responsible for designing emissions control systems to meet emissions standards, including for nitrogen oxides (NOx), for diesel vehicles in the US. The complaint cited a cooperating witness (CW1)—an Audi employee who works in Audi’s Diesel Engine Development Department—as well as contemporaneous documentation in the Statement of Probable Cause. Beginning in or about 2006, Audi was designing the new 3.0 liter diesel engine that would be the cornerstone for its passenger diesel vehicle sales in the US. The 3.0 liter diesel engine was ultimately placed in certain VW, Audi, and Porsche diesel vehicles sold in the United States for MY 09 through MY 16. According to CW1 and the documentation, Pamio and his co-conspirators realized they could not calibrate a diesel engine that would meet the stricter NOx emissions standards that would become effective in 2007 while staying within the design constraints imposed by other departments at the company. According to CW1, and as corroborated by contemporaneous documentation, the proposed Audi 3.0 liter diesel engine employed Selective Catalytic Reduction (“SCR”) technology to reduce NOx emissions. As part of the SCR technology, exhaust stream emissions were dosed with a mist of a urea substance, commonly known as “AdBlue,” which converted NOx into nitrogen, water, and small amounts of carbon dioxide. The initial SCR design required a certain amount of AdBlue be stored onboard the vehicle to reduce NOx emissions to legal limits and reach a 10,000 mile service interval for refilling. The requisite tank size for onboard storage was believed by certain Audi employees to interfere with features considered to be attractive to customers, such as a high-end sound system. According to CW1, and as corroborated by contemporaneous documentation, as a result, Audi employees, acting at the direction of Pamio and his co-conspirators, designed and implemented software functions, described below as a “dosing strategy” and a “warm-up function,” to cheat the standard US emissions tests. These functions constituted defeat devices. —Criminal Complaint, USA v. Zaccheo Giovanni Pamio · The dosing strategy varied injection levels of AdBlue into the exhaust system depending on whether the vehicle was being tested. During regular driving, the vehicle used substantially less AdBlue in order to limit consumption, and had correspondingly higher NOx emissions. · The warm-up function used the recirculation of exhaust gas during test cycles to warm the SCR catalyst, thereby further optimizing AdBlue use and allowing the vehicle to stay within US NOx emission limits. However, when the defeat device detected that the vehicle was on the road, the engine switched to “customer mode,” reducing the recirculation of exhaust gas, and causing NOx emissions to spike. Pamio and coconspirators deliberately failed to disclose the software functions, and they knowingly misrepresented that the vehicles complied with US NOx emissions standards, the complaint states. Audi’s parent company, Volkswagen AG (VW), previously pleaded guilty to three felony counts connected to cheating US emissions standards. The company was ordered to pay a $2.8-billion criminal fine at its sentencing on 21 April 2017. Acting Assistant Attorney General Kenneth A. Blanco of the Justice Department’s Criminal Division, Deputy Assistant Attorney General Jean E. Williams of the Department of Justice’s Environment and Natural Resources Division, and Acting US Attorney Daniel L. Lemisch of the Eastern District of Michigan made the announcement late last week. A complaint is merely an allegation and all defendants are presumed innocent unless and until proven guilty beyond a reasonable doubt in a court of law. The FBI and EPA-CID investigated the case. This case is being prosecuted by Securities and Financial Fraud Chief Benjamin D. Singer and Trial Attorneys David Fuhr and Christopher Fenton of the Criminal Division’s Fraud Section, Senior Trial Attorney Jennifer Blackwell and Trial Attorney Joel La Bissonniere of the Environment and Natural Resources Division’s Environmental Crime Section, and White Collar Crime Unit Chief John K. Neal and Assistant United States Attorney Timothy J. Wyse of the US Attorney’s Office for the Eastern District of Michigan. The Criminal Division’s Office of International Affairs also assisted in the case.

Back in the day, the air-cooled Deutz in a construction application (e.g. Liebherr excavator) was a respected powerplant. The newer water-cooled engines are good. But in year 2017, they are all dated. Bobcat was using a lot of Deutz powerplants until they were sold by parent Ingersoll Rand to Korea's Doosan in 2007. Now they have Doosan engines.

SAME Deutz-Fahr http://www.deutz-fahr.com/

There was no choice. For greater economy of scale, Volvo switched the Mack brand over to the Volvo platform.

Mack-branded on-highway models began using Volvo VN chassis in June 2004 (rebadged as the Mack Advantage Highway Chassis). In 2005, Granites began using the Volvo VHD vocational chassis (rebadged as the "Mack Cornerstone Chassis").

Mack MP7 and MP8 Mack Trucks’ 11-liter MP7 and 13-liter MP8 engines [i.e. Volvo Group’s D11 and D13] received a number of advancements for 2017 designed to simplify maintenance and improve efficiency and productivity. Both engines feature an updated wave piston design that raises the compression ratio and enables more complete combustion of fuel, while a common-rail fuel system more precisely injects fuel. Combined with a 2-speed coolant pump, these features help increase MP7 fuel efficiency by up to 5.1% and MP8 fuel efficiency by up to 5%. The MP7 also gets a new 425-hp. rating, providing what the OEM calls “13-liter power” in an 11-liter engine. A number of additional improvements were made to both engines, including a new two-piece valve cover, shimless rockers, and a low-pressure fuel system with an enhanced, integrated aftertreatment dosing module to reduce maintenance needs. An updated, double-walled EGR flow sensor helps reduce condensation and soot buildup in cold weather, while a new intake throttle enables a faster warmup when the engine is started. For customers in long-haul applications, Mack is offering its 2017 MP8 engine with a turbo compounding system that is engineered to give customers a no-compromise increase in power and efficiency. Turbo compounding converts waste energy from the exhaust into mechanical energy that is fed back to the engine. The system adds up to 50 additional horsepower, enabling a substantial increase of fuel efficiency of up to 8.8%. Mack also noted that its MP8 equipped with turbo compounding is available exclusively with its Super Econodyne downspeeding package and that the aforementioned 50 hp. generated by that system allows the engine to maintain full torque as low as 900 rpm. According to the OEM, this not only enables a broader operating range in top gear, but it also allows a truck to hold top gear longer when overtaking a hill, even with falling engine rpm. .

Volvo D11 and D13 Volvo Trucks North America revamped its line of D11 and D13 engines for this year so that they deliver between 2.2% to 6.5% better fuel efficiency compared to their previous iterations. The 11-liter D11 offers up to 425 hp. and 1,550 lbs.-ft. of torque (an increase of 20 hp. from the previous D11 model) along with a 2.2% increase in fuel economy. Volvo believes the D11 is “ideal” for regional, LTL, and pickup-and-delivery applications. The revamped 13-liter D13 engine offers a 2.5% fuel efficiency gain versus that of its predecessor while offering 100 lbs.-ft. of extra torque for its 455-hp. rating, increasing overall torque to 1,850 lbs.-ft. Both the D11 and D13 feature a new two-piece valve cover, new common-rail fuel system that helps boost fuel savings while quieting the engine, new wave pistons that improve fuel/oxygen mix for cleaner burning, an assembled camshaft that reduces weight by 27 lbs., and shimless rockers. Other improvements include an updated EGR flow sensor with a new double-wall casing that reduces condensation and soot buildup in cold weather, preventing downtime; a low-pressure fuel system that features an improved aftertreatment dosing module integrated into the fuel filter housing for easier serviceability; upgrades to the 2-speed coolant pump for both engines that improve fuel efficiency as a result of reduced parasitic losses; and a new intake throttle that enables a faster warmup when the engine is started. Volvo is also introducing a D13 engine equipped with turbo-compounding this year. This adds another 50 hp. to its power curve gained via waste heat recovery, offering a further 3% fuel economy boost versus the “regular” D13 model. The OEM said the D13 with turbo compounding is designed for customers in long-haul applications and can be spec’d with its XE offering, which is the acronym for its “eXceptional Efficiency” downspeeding powertrain package. Through downspeeding, the XE setting allows the engine to cruise at up to 300 rpm less than an average truck, significantly improving fuel efficiency. The D13 with turbo compounding is available on an XE driveline with a 2.47 rear axle ratio, the OEM added. .

Cummins 2018 X12 engine Cummins engine is rebranding its longtime “ISX” engine nomenclature to simply the “X” Series, a designation highlighting a completely overhauled line of heavy-duty platforms for 2017 and 2018. First, Cummins split its new 15-liter X family of engines into two distinct series. The new 15-liter X15 Efficiency Series is tuned to provide maximum fuel economy, delivering 3% better fuel economy versus 2016 equivalent models and an over 10% improvement versus 2010 models. The X15 Efficiency Series is rated at 400 to 500 hp., delivering 1,450 to 1,850 lbs.-ft. of torque. By contrast, the 15-liter X15 Performance Series is focused on providing more power, especially for heavy loads. It’s rated between 485 and 605 hp., delivering 1,650 to 2,050 lbs.-ft. of torque. Then there’s the new 12-liter X12 medium displacement engine that Cummins will begin building in 2018. The engine weighs in at just 2,050 lbs., cranks out 350 to 475 hp., and delivers 1,250 to 1,700 lbs.-ft. of torque. Cummins is also offering three telematics services with its new engines: Connected Diagnostics; Connected Calibrations, the OEM’s over-the-air engine calibration service, which will be a standard feature for all X15 electronic control modules; and Connected Tuning, which will allow truck owners to adjust calibration to meet precise operating needs. .

Paccar MX-13 Paccar’s MX-11 and MX-13 engines received upgrades for this year not only to comply with GHG regulations but to deliver better optimization for the products built by its Kenworth Truck and Peterbilt Motor subsidiaries. The MX-13 engine rating jumped up to 510 hp. and 1,850 lbs.-ft. of torque, and it’s 50 lbs. lighter because of the use of a high-performance turbocharger. The rating for the MX-11 engine increased to 430 hp. and 1,650 lbs.-ft. of torque. The MX-11 also gets a new rating for the lower end of its power range: 335 hp. and 1,150 lbs.-ft. of torque. Paccar said a majority of the MX engine line’s ratings will deliver peak torque at 900 rpm, making them a better fit for downspeeding applications. Other design enhancements to the revamped MX-13 and MX-11 engines include a new single cylinder air compressor, variable displacement oil pump, and variable speed coolant pump. The MX engines also come equipped with a new single-canister aftertreatment system that reduces overall engine and emission system weight by 100 lbs. On top of that, oil and fuel filter change intervals for the MX-13 and MX-11 engines will now be extended from 60,000 miles to 75,000 miles. Paccar believes this will save up to $1,000 per truck over 600,000 miles of operation. .

International A26 A brand new entrant to the diesel truck engine playing field is the International A26, which is built on a MAN D26 engine crankcase supplied to Navistar by Europe’s Volkswagen Truck & Bus unit. This is the first product to develop from an alliance between the two OEMs that began in late 2016. The A26 produces up to 475 hp. and 1,750 lbs.-ft. of torque from a design that’s 600 to 700 lbs. lighter than a traditional 15-liter big bore engine, Navistar noted. Using a titanium compressor wheel with a simplified single-stage design, the A26 features a variable geometry turbocharger that reduces complexity and enhances reliability. Larger piston pins, connecting rods and bushings help optimize load distribution for enhanced durability; smaller piston cooling jets increase oil pressure to improve lubrication, increasing oil change service intervals up to 70,000 miles. Weighing in at 2,299 lbs., the A26 is 55 lbs. lighter than the engine it replaces and helps shed another 200 lbs. of weight in vehicle-mounted components. Its compacted graphite iron crankcase has greater strength and fatigue resistance than traditional gray iron. Composite valve covers and shot-peened aluminum flywheel housing help deliver impressive weight savings over traditional solutions, Navistar noted. The A26 also sports what the OEM calls a simplified air management system, featuring a new variable geometry turbocharger. Fuel injection pressure is maximized by the engine’s 36,300 psi high pressure common rail fuel system. New cylinder head coolant passages are 50% less restrictive to reduce parasitic loss to the water pump—that helps the A26 reduce fuel consumption and emissions. The A26’s sculpted crankcase, which is isolated with the oil pan through a specially designed rubber gasket, absorbs vibration and reduces harshness for a quieter in-cab experience. In addition, the engine’s six-blade fan, specially designed gear teeth, and sophisticated calibration and programming are built to reduce engine noise. .

GM Duramax 6.6-liter diesel V8 The newly redesigned duramax 6.6-liter V8 turbocharged diesel, built via a partnership between General Motors and Isuzu, shares only the bore and stroke dimensions from its previous iteration. It now cranks out 445 hp. and a net 910 lbs.-ft. worth of torque, which is 19% more torque compared to the previous Duramax incarnation. The new Duramax is an optional engine selection for Chevrolet and GMC heavy-duty pickups with many new internal component changes built in, i.e., a stronger cylinder block and cylinder heads, a stronger rotating and reciprocating assembly, increased oil- and coolant-flow capacity, a new exhaust gas recirculation system with single cooler and integrated bypass, an all-new solenoid fuel system, all-new electronic controls, a new electrically actuated/electronically controlled turbocharging system, new rocker cover/fuel system acoustical treatments, and B20 biodiesel fuel compatibility. A patent-pending vehicle air intake system helps drive cool, dry air into the engine for sustained performance and cooler engine temperatures while operating in difficult conditions. A new two-piece oil pan also helps make the new Duramax operate some 38% quieter at idle compared to the previous model. The aluminum section of the laminated steel oil pan not only provides strength-enhancing rigidity for the engine, but dampens noise and vibration. GM said its new venturi jet drain oil separator is the first of its type in the engine segment and helps ensure better oil control in sustained full-load operation. The sealed system collects the fine mist of oil entrained in the blow-by gas and uses a small portion of the boosted air generated by the turbocharger to pump the collected oil back to the engine oil sump for reuse by the engine. .

Detroit DD8 The Detroit DD8 medium-duty engine is completely new for 2018 and officially starts production in February of next year. In November 2015, parent company Daimler Trucks North America (DTNA) made an investment of $375 million to bring manufacturing of the proprietary DD5 and DD8 medium-duty engines to its facility in Redford, MI. Aimed at the vocational truck market, the DD8 is a 7.7-liter in-line, 6-cyl. medium-duty platform that offers between 260 and 350 hp. and a torque range of 660 to 1,050 lbs.–ft. It will also be offered with both engine and transmission power-take-off options. The DD8 will initially be available in the Freightliner M2106, 108SD and 114SD models. The DD8 will eventually be made available for Freightliner Customer Chassis Corp. vehicles by the fourth quarter of 2018 and will also be offered as a rear engine only option for school bus models sold via DTNA’s Thomas Built Buses subsidiary by the end of 2018 as well. Vehicles equipped with the DD8 will feature the Detroit Connect Virtual Technician remote diagnostic service to help provide access to in-depth vehicle data to make repairs as accurately and quickly as possible. .

NACV Show names official hotels Today’s Trucking / July 7, 2017 ATLANTA, GA – Official hotels and room rates have been established for those attending the inaugural North American Commercial Vehicle Show (NACV Show) this September. “Excitement for the inaugural NACV Show is building, and we expect a North American audience of fleet decision makers, industry leaders and influencers will attend this important industry event in September,” said Larry Turner, president and Chief Executive Officer of Hannover Fairs USA and co-organizer of the NACV Show. The NACV Show housing website offers available rooms in the Atlanta area starting at US $119 per night. “Now is the time to register to attend the show and to secure accommodations as room blocks are filling up,” added Turner. The NACV Show is open to the press only on Sunday, September 24 and is open to exhibitors and invited guests on September 25. General admission for fleet representatives and non-exhibiting suppliers is September 26-28. To register to attend the North American Commercial Vehicle Show 2017, go to attendee registration. To view the entire trade show floor, visit NACV Show 2017 floorplan. A current list of exhibiters is located at NACV Show 2017 exhibitors.

U.S. Truck Orders Fall for the Quarter, Up Big from Last Year Heavy Duty Trucking / July 7, 2017 Truck orders in the heavy- and medium-duty segments fell in the second quarter of 2017, but are still much higher than they were a year ago. Class 5-8 orders for the second quarter hit 43,000 units, up more than 37% year-over-year but down 6.5% from the unexpectedly positive first quarter of the year. The numbers are still preliminary for June; final data will be published in mid-July. Class 8 orders alone jumped to 18,100 units in June, increasing 1,200 units from May. This represents an increase of 39% compared to June of last year. “Because of a deep seasonal trend that runs through Class 8 orders, seasonal adjustment provides a significant boost to June’s orders,” said one analyst. ”When adjusted, the June volume rises to 20,200 units.” Class 5-7 medium-duty truck orders moderated from May, slipping 1,500 units to 20,200 units in June. This was up 34% compared to last June’s order intake. “Seasonal adjustment boosts June’s MD order volume to 22,700 units, roughly in line with May’s seasonally adjusted tally (22.8k),” he said. “In the second quarter, Classes 5-7 orders were booked at a 255k SAAR, down from a 274k SAAR in Q1.”

Sean Kilcarr, Fleet Owner / July 7, 2017 Almost all of the major diesel engine makers are either rolling out new platforms or making changes to current products across a range of displacements for this year as well as for 2018. Makeovers include weight reductions and combustion system redesigns, among other improvements, largely to help them meet federal greenhouse gas (GHG) emissions targets. Those targets are ostensibly about reducing carbon dioxide emissions, yet in terms of real-world impact, they translate into mandates for lower fuel consumption. Thus, diesel truck engines not only must generate the same if not more horsepower and torque as before, they must also burn less fuel. That’s no easy feat for engines being tasked with pushing fully loaded pickup trucks through the mud or hauling 80,000 lbs. of freight at highway speeds. And not all of the new engines in the diesel segment are fully revealed yet, as Ford Motor plans to introduce a new 3.0-liter Power Stroke diesel engine by the end of this year. The engine will be paired with its 10-speed automatic transmission. This platform is earmarked to be the first-ever diesel engine offering for its F-150 pickup family. This section is by no means fully comprehensive. More changes are in store for the diesel engine landscape as a second round of GHG mandates remains poised to impact trucks and their related components for the 2021 through 2027 model years. These are interesting times for diesel engine designers. To see all of this year's featured engines, visit our special gallery below: New Engines photo gallery

Sean Kilcarr, Fleet Owner / July 7, 2017 When it comes to detailing what’s truly “new” regarding this year’s crop of new models, it’s not all about the physical components that make up tractors and trucks anymore. Sure, we can talk about engine offerings, aerodynamic shaping, brake system types, and much more. Yet often, many of the new features on a commercial vehicle touted as a new model today are now also centering on items such as built-in remote diagnostic capabilities or new telematics packages that help foster deeper collaboration between fleets and other customers, dealers and specific OEMs. Some of the new upgrades involve the addition of alternative fuel packages that allow certain trucks to be reconfigured to run on compressed natural gas (CNG), propane, electricity, or some form of energy that isn’t purely diesel or gasoline fuel. General Motors is one OEM making a big push in that direction for this year as well as 2018 and beyond. Often, too, the “new model” designation encompasses enhancements made to a particular configuration within certain truck brands—enhancements that focus on vocational applications, or ones related to fuel economy. Then there are the custom configurations OEMs are introducing across the truck spectrum, especially in the light vehicle space, to try to capture more business from consumers and commercial clients alike by offering beefier off-road specs or work truck packages that better tune vehicles for specific kinds of operating environments. Ram Trucks has been very involved in this type of activity of late. So have other OEMs—it’s all part of creating more versatile work tools for the commercial fleet customer in the modern era, explained John Schwegman, U.S. director of commercial product and medium duty for the General Motors fleet division. In an interview with Fleet Owner, he stressed that although the demand for greater fuel economy “has always been important and will stay that way,” especially for light- and medium-duty units, the desire now is for more options and overall capability when it comes to vocational-focused platforms. “These fleets don’t want a lot of frills, but they do want functionality,” he explained. “They don’t want leather interiors or chrome, but they do want safety features such as collision mitigation and automatic emergency braking systems. There is a definite trend towards a willingness to pay for them.” That’s one reason that more mid-level and base-level trim packages will incorporate safety technology now and in the future. “They’ve become very popular [systems] across the work truck buyer spectrum; we’ve heard that loud and clear,” Schwegman noted. That holds true on the heavy-duty end of the truck spectrum as well. For example, Peterbilt Motors is making the Bendix Wingman Advanced collision mitigation technology package a standard feature on its Model 579 highway tractor, while Navistar is going to make Bendix-brand air disc brakes standard equipment on each axle of its brand-new LT Series highway tractor. While the goal of such new model features is to improve safety for truck drivers and other motorists surrounding them on the highway, there are potentially big cost benefits for trucking companies, too. In fact, one fleet that tested collision mitigation technology found it reduced rear-end crashes by about 70% while also cutting by 70% the severity of the remaining 30% of crashes. To see all of this year's featured trucks, visit our special galleries below: New Models photo gallery part 1 New Models photo gallery part 2

The Mack brand chassis has been the North American market Volvo chassis for many years now. Volvo of course designs their chassis. The frame components are produced by Mexico's Metalsa.

Absolutely Bob, Volvo has been Deutz's largest customer in the construction segment. Volvo and Deutz got together in 98. They jointly designed a 4-valve 7-litre engine, the first Deutz engine seriously created for vehicular use rather than general industrial applications. It was called the D7 and was fitted into many Volvo city buses. Then Volvo bought Nissan Diesel (UD) and discovered they were on the verge of launching an all-new modern 7-litre engine. Volvo then stopped using Deutz engines in vehicles and switched to the UD engine. They did continue buying Deutz engines for Volvo Construction Equipment (VCE). But I think that's all going to change now, despite Volvo saying it will go on. This is the beginning of the end of Deutz. It's entire portfolio is older engine technology, its customer base has declined and limited financing.

Bob, the chassis and drivetrain of this Volvo-designed North American market Mack brand truck are............Volvo, thru and thru. They took the cheapest way out they could to update their Pinnacle highway model and address Mack Distributor Council complaints. Remember, Volvo is financially challenged now and Mack is not a money maker. It's funny in a way that in the year 2018, Volvo is still using a cab architecture designed by the former Allentown-based Mack Trucks in 1984.