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Scania Group Press Release / June 15, 2017 Field test driver Rickard Sjöstrand loves the roar of his V8 engine. And Scania loves to know what the experienced driver thinks of the new truck generation. Sjöstrand is driving a Scania S 650 6×2 Euro 6. He’s had it since the summer of 2016 and starting the engine is still a pleasure. “My previous truck was also a Scania V8,” Sjöstrand says. “But this new engine rumbles even better.” THE IMPORTANCE OF ENGINE POWER As a field test driver evaluating the next generation of trucks, Sjöstrand also appreciates the power of the new V8. “My old truck only had 580 hp. This new one has 650 hp, which makes a huge difference. The engine is really powerful and works well. You would think that a bigger engine would consume more fuel, but it actually consumes three litres less per 100 ­kilometres than the previous one.” Sjöstrand was chosen as a field test driver by his employer, Eurolink, based in Ljungbyhed. “Of course, I hope they asked me because I’m good at my job and not because somebody else had already turned down the offer.” TWO YEARS OF FIELD TESTING Sjöstrand will be driving the S 650 until summer 2018, all the while reporting to Scania about his experience. “This is the second time I’ve worked as a test driver,” he says. “It’s a great experience for me to help with the development of new trucks, and I think that Scania listens to my opinions.” Sjöstrand is on the road every weekday, two weeks on and one week off. He transports bags of concrete from Strängnäs, in the Swedish province of Södermanland, to 20 home improvement centres in Stavanger and Oslo in Norway. He carries three pallets at a time, which take 15 minutes to load. He often drives to the unloading site in the evening and sleeps there, sometimes meeting friends. “When I went there yesterday a colleague of mine had heated up the company’s sauna,” he says. “Being able to sit and talk a bit made for a pleasant evening.” GOOD LIFE IN A TRUCK Over the years, the E18 has become Sjöstrand’s second home. He has audiobooks to keep him company and he trades suggestions for books to listen to with a colleague. “I’ll listen to almost anything,” he says, “but I want to like the main characters in the book. Some personal favourites of mine are The Hundred-Year-Old Man Who Climbed Out the Window and Disappeared, and A Man Called Ove. Both have been turned into really good movies as well.” This fall marks Sjöstrand’s 15th year as a professional driver, but he’s been travelling in the cabin of a truck much longer than that. His father, a freight manager, and other ­relatives drove trucks, and he says he has many memories of sunny summer roads. “We had relatives in the province of Dalarna, and ever since I was a little kid we would drive a truck there for the holidays. When I grew a little older, I would spend whole holidays in the truck. That feeling of sitting high up in the truck, that’s the good life – that’s freedom for me.” . .

Ford F-150, Expedition gain power, lose weight Automotive News / June 15, 2017 DETROIT -- Ford Motor Co. has increased the power and cut the weight of two of its largest nameplates -- the F-150 pickup and Expedition SUV -- thanks, in part, to more efficient transmissions and lighter aluminum bodies. The freshened F-150 will feature a new entry-level 3.3-liter V-6 with a six-speed transmission. It will get 290 hp at 6,500 rpm and 265 pounds-feet of torque at 4,000 rpm, the automaker said. Ford is also updating its 2.7-liter EcoBoost, 3.5-liter EcoBoost and 5.0-liter V-8 engines, and is pairing its 10-speed transmission with all three. Since its release late last year, the 10-speed has been available only with the 3.5-liter. The 2.7-liter EcoBoost will get 325 hp at 5,000 rpm, the same amount of horsepower as the outgoing model. It will get 400 pounds-feet of torque at 2,750 rpm, which is 25 more pounds-feet than the 2017 model. The 5.0-liter V-8 will get 395 hp at 5,750 rpm (10 more than the 2017 model) and 400 pounds-feet of torque at 3,850 rpm (13 more than the 2017 model). There are no changes to the 3.5-liter EcoBoost V-6 or the 3.5-liter high-output EcoBoost, which is used in the Raptor. The 2018 F-150 will also feature a 3.0-liter PowerStroke diesel engine option, although Ford did not provide power figures for it on Thursday. The diesel, a variant of the Lion diesel engine that Ford builds for use in Land Rover and Jaguar vehicles, will be produced in England and go on sale in the summer of 2018. The non-diesel versions of the F-150 will go on sale this fall. Improved Expedition power The redesigned 2018 Expedition, which Ford unveiled this year, will continue to share the 3.5-liter V-6 with the F-150 and will now pair it with Ford's 10-speed transmission. It also adds an aluminum body that shed 300 pounds. The weight savings and more efficient transmission allowed the company to improve its power numbers across the board. The Expedition's XL, XLT and Limited trims get 375 hp at 5,000 rpm (10 more than the 2017 model) and 470 pounds-feet of torque at 3,500 rpm (50 more than the outgoing model). The Platinum trim will get 400 hp (35 more than the outgoing model) and 480 pounds-feet of torque at 3,250 rpm (60 more than the outgoing model). The Expedition will go on sale this fall and will be built at Ford's Kentucky Truck Plant. Off-road package Ford on Thursday also said it will offer an off-road package on the XLT trim on the 2018 Expedition, called the FX4. Ford last offered an FX4 package for its largest SUV in 2003. Brand manager Joe McCarty said roughly 20 percent of Expedition customers have asked for improved off-road capability. "I think we're meeting an unmet need with this package," he said. Craig Patterson, Ford's utility marketing manager, expects the FX4 will represent 5 to 10 percent of total sales. Pricing was not announced. The FX4 package comes with a patented electronic limited-slip rear differential, off-road tuned shocks, all-terrain tires, skid plates, unique wheels, special badging and rubber floor liners. The off-road package will get the same 375 hp and 470 pounds-feet of torque as the normal XLT trim. .

Heavy Duty Trucking / June 15, 2017 Fleets considering switching from drum to air disc brakes have a new tool at their disposal to help them make a decision. Haldex's new Air Disc Brake Savings Calculator is designed to help fleets determine the long-term savings of air disc brakes compared to drum brakes over the life of the vehicle (tractor or trailer). The web-based calculator was developed to allow fleets to input customized data to determine their “life of the vehicle” savings by comparing the overall cost of ownership. The calculator allows the fleet to input actual labor cost per hour, material cost (for both truck and trailer), annual mileage, replacement cycle (number of years), number of units, vehicle downtime and more. Not only does the calculator determine direct cost, it also determines total cost over the life of the tractor/trailer and total cost savings. Fleets can customize the data to their specifications to determine actual tractor or trailer payback at: www.haldex-disc-brake-calculator.appspot.com. .

International Announces Standard Air Disc Brakes For New LT Series Tractor Heavy Duty Trucking / June 15, 2017 International Truck is making air disc brakes standard equipment on all axles for all models of the new International LT Series tractor, a move the company says is a first. As a result of the spec upgrade, Bendix ADB22X air disc brakes will be standard on all LT Series tractors with 6x4, 6x2, and 4x2 axle configurations. According to Bendix, the ADB22X air disc brake features a patented lightweight design that significantly reduces stopping distance and extends brake system life while consistently delivering straight, stable stops. Bendix says air disc brakes also provide greater reliability, thanks to a design that nearly eliminates brake fade and degradation of stopping power. In addition, total cost of ownership can be reduced because air disc brakes generally allow for significantly shorter pad change times than traditional drums. “Our DriverFirst design philosophy ensures the needs of professional drivers remain top of mind with our product development team,” said Denny Mooney, senior vice president, global product development, International Trucks. “Offering standard air disc brakes on all axles is just another example of our Uptime promise to build trucks with the latest safety technologies, that stay on the road and that drivers want to drive.” .

Fleet Owner / June 15, 2017 The International LT Series in 6x4, 6x2, and 4x2 configurations will now feature Bendix disc brakes as the standard offering on all of its axles. International Truck, a division of Navistar Inc., is making Bendix ADB22X air disc brakes standard on all the axles of its International LT Series tractor in 6x4, 6x2, and 4x2 configurations. Navistar said the ADB22X from Bendix Spicer Foundation Brake LLC features a patented lightweight design that significantly reduces stopping distance and extends brake system life. “Complementing the straight, stable stops that air disc brakes provide is greater reliability, thanks to a design that nearly eliminates brake fade and degradation of stopping power,” noted Denny Mooney, senior vice president of global product development at International. “In addition, total cost of ownership can be reduced by installing durable, long-lasting air disc brakes which generally allow for significantly shorter pad change times than traditional drums,” he added. .

Crete raises cruise control speed to 65 mph for company trucks Commercial Carrier Journal (CCJ) / June 15, 2017 Crete Carrier Corp. (No. 22 on the CCJ Top 250) announced this week it is increasing the maximum cruise control speed on its company trucks from 62 miles per hour to 65 mph. The company cites “significant advancements in technology and aerodynamics” – such as collision mitigation, roll stability and adaptive cruise control – as reasons for the increase. Aerodynamic advancements, the company says, have improved fuel economy, which Crete says was one of the reasons behind limiting the speed of the trucks. .

Transport Topics / June 15, 2017 The Trump administration has yet to agree on how to fund a portion of a $1 trillion, 10-year infrastructure plan expected to be unveiled this fall, the country’s top transportation officer told House funding leaders on June 15, a week after the White House hosted infrastructure-centric events around the country. “At this point, suffice it to say nothing is off the table,” Transportation Secretary Elaine Chao told the Transportation and Housing and Urban Development Appropriations Subcommittee members, who for the most part sounded skeptical about the administration’s promise of modernizing the country’s infrastructure primarily with private capital. To those skeptical lawmakers, Chao defended the White House’s emphasis on private dollars, ensuring that creative forms of public-private partnerships, as well as funding dedicated for rural projects would be included in a final infrastructure proposal. The administration offered in a vague outline tucked in a fiscal 2018 budget request providing $200 billion in federal spending as a way of incentivizing $800 billion in private investments for large-scale projects. Trump’s infrastructure plan said that restrictions on tolling interstate highways impedes public and private investment in such facilities. “Some of the money would come from the sale of public assets and the remainder will be a combination of partnerships and cooperations between public and private sector, and through leveraging up the use of federal dollars,” Chao explained, as several Democrats pushed back on the plan. The funding leaders, led by Democrats, also took issue with the administration’s intention to eliminate funding for Obama-era infrastructure grants, which have been used to boost rural, freight, and transit projects since 2009. Chao explained the Transportation Investment Generating Economic Recovery program would be rolled into another funding system at the U.S. DOT under the administration’s fiscal 2018 funding proposal. Key lawmakers pointed out President Donald Trump had pledged to have a funding plan for infrastructure projects during his first 100 days in office. They shot down the notion private funding would address massive funding backlogs for bridges, tunnels, airports and other programs. Representatives from rural districts claim if the White House relies on tolls to generate capital for projects, their roadways would not be ideal. .

More regulations in store for truck tires, technology Fleet Owner / June 15, 2017 Broad use of RFID tags in tires is one way technology can aid with compliance, Michelin executives said. MONTREAL, QUE. Incoming regulations are expected to bring more demand on technology for truck tires that will reduce resistance and noise, according to Serge Lafon, head of Group Michelin Truck. During Michelin’s Movin’On sustainable mobility event here in Montreal this week, Lafon told reporters that better, safer and cleaner mobility has been a trend within in the trucking industry for some time now, but that improvements still need to be made. “We have seen that over time, we need to improve the ride [of tires] because the trucks are getting so much time on the road,” Lafon explained. “It still needs improvement, but we need to make sure that when we use materials that go in the direction of less rolling resistance then it doesn’t degrade, so we need to upgrade that and that’s what we’re doing," he added. "In terms of noise, it’s getting more and more important but there are not so many regulations. In coming years, we expect more regulations and especially in the low-end segments of the trucks – the less than 20-ton segment – will be more subsequent to regulations on noise in the future.” In an effort to address the regulatory and fleet demands of truck tires, Lafon said Michelin incorporated RFID tags in its tires, which used to be just a concept. He noted the company added RFID in its technology center about 10 years ago and just recently launched it. So this year, one tire out of two will be produced and sold with an RFID chip, he added. Almost all tires sold in North America this year will be sold with chips and about more than 90% in Europe. However, asked whether or not RFID tags would be viable in an autonomous market, Lafon said: “RFID, per se, will not be needed in an autonomous market as it will not report or record real-time data.” Overall, when it comes to autonomous driving technology, Lafon said he believes it will be more important in the truck business than with passenger vehicles due to the professional truck driver shortage. “Driving a truck is tough work. So many people are tending to do something else where they are better paid or less difficult,” Lafon explained. “So in that context, getting autonomous vehicles are said to make it easier.” During a panel discussion on connected vehicles, cybersecurity and the user experience here at Movin’On, Joachim Damasky noted that since user error makes up about 90% of all accidents, autonomous vehicles could be the way to go to address a lot of global safety issues. “We will not have autonomous driving or fully autonomous driving in the near future,” he explained, noting that it will take about 10 years for autonomous vehicles to be fully implemented," he said. Dan Galves, senior vice president, chief communication officer for Mobileye, was also on the panel. He said autonomous vehicles will end up taking the steering wheel out of people’s hands and giving people their time back and allowing them to leave work an hour earlier because they can do their emails while driving instead of focusing on the road. “It’s not going to happen tomorrow,” he explained. “We are going to go through a period of 8-10 years of vehicles going through more and more training. It scares us to have incidents happening with companies that are not as safe as they should be with the technology and the way the public perceives it.” Fellow panelist Ian Drew, chairman Tantalum Corporation, said in order for the autonomous business model to succeed, it needs to be driven outside the car industry and focus on day-to-day security. “How do you put security in cars to make sure no cars get hacked,” he asked. “As soon as we’re connecting cars, there are bad guys out there and they will hack them. Make sure the protective software gets integrated and that we’re not driving around for five years with gaping holes. “ “Make it as hard as possible to be hacked and fix it as quickly as possible” Drew concluded. “Make sure everybody is connected. There will have to be legislation put in.” .

Cummins Makes Big Electrification Move Heavy Duty Trucking / June 15, 2017 Cummins announced that it will have a fully developed, all-electric powertrain available and on the road for customers in 2019, with a range-extended electric vehicle coming in 2020. The company made the announcement during a conference call Wednesday evening. Tom Linebarger, Cummins chairman and CEO, noted in opening remarks that the transportation industry is at “critical juncture” today. “We understand that electrification is coming and that the world is changing,” Linebarger said. “Regulations and a technological point of view are driving these changes, and we think that means opportunity. Cummins is a power technology company. We will continue to innovate with new technology and look for ways to disrupt ourselves, instead of having our competitors disrupt us. We will bring the right technology to markets – not just trucking -- that will help our customers win while being a leader provider of those products in the future.” Julie Furber, executive director of Cummins’ electrification business, said the company will leverage its knowledge and capability to offer entirely new powertrain solutions in the future for commercial and industrial markets. This initiative will begin next year with the introduction of a fully electric transit powertrain, closely followed by an extended-range electric vehicle in 2020. In an email to investors, financial advisory firm Stifel noted, "To us, that’s a big deal as it demonstrates the company is further along than was previously known in addressing what is likely its single biggest long-term risk: that electric will replace diesel as the dominant fuel source for commercial vehicle powertrains." “At Cummins, we think we know things about electrification our competitors do not,” Furber said. “In the short term, we believe electrification will come to transit bus, P&D and material handling segments. In the long term, this technology will come to all of the markets we serve in one form or another. "Environmental and noise reduction regulations along with social pressure for environmental sustainability will drive adoption. As a leading provider of this technology, Cummins must make sure the cost and performance perspectives of this technology is viable so the long-term economics are in place for favorable cost of ownership later on, as trucks, off-highway and mining equipment as well as stationary power segments turn to electrification.”

Cummins plans electrified powertrain system in 2019 Fleet Owner / June 15, 2017 City buses will likely be the first vehicles equipped with this new technology, the OEM’s executives said. During a conference call this week with reporters, engine maker Cummins’ executive director of electrification business development Julie Furber said that the OEM plans to have a fully electrified powertrain system on the road by the end of 2019. She said that transit buses in cities globally would likely be the first vehicles to have the new technology. Other top executives said other industrial and commercial uses would follow. “We know things about electrification that maybe others don’t,” she explained during the hour-long session with reporters. “We believe that electrified power will come to all of our markets in one way, shape or form.” Cummins chairman and CEO Tom Linebarger said on the call that the company was upping its investment into electrification while continuing to focus on diesel fuel engines as well. He stressed that Cummins was more than an engine maker, now and going forward. “We are also a technology company,” he asserted, while also stressing that “the trucking industry was built on the back of Cummins. But we are not just a diesel engine company. Oftentimes because we’ve been so successful in diesel engines people think that’s what defines Cummins, and it isn’t. We are a power technology company.” Michael Baudendistel, vice president of the Stifel Transportation & Logistics Research Group – a division of Stifel Capital Markets – added in a research brief that the Cummins powertrain announcement is a “big deal” as it demonstrates the company is further along than was previously known in addressing what is likely its single biggest long-term risk: that electric will replace diesel as the dominant fuel source for commercial vehicle powertrains. “We believe there are still many unanswered questions” about electric commercial vehicles, he noted, the “big three” being cost, weight, and range. For that reason “the pace of adoption [of electric powertrains] will be slower than seen in light vehicles,” Baudendistel said. “But, no matter the timeline or eventuality, we believe Cummins has demonstrated that it intends to be a major player in that market when it develops and that it will not be caught flat-footed if the market moves away from its core diesel engine business,” he pointed out. “We believe the reality is closer to how Tom Linebarger [Cummins CEO and chairman] described,” Baudendistel emphasized. “Essentially, the company is a power generation technology company that is investing an a wide range of alternative fuels in order to disrupt its industry leading diesel engines before the company can be disrupted by a competitor.” He also highlighted Cummins’ plans to increase research and development investment above its historical 3% to 4% range in order to fund investment in electrification and other “digital” offerings, such as telematics. “In our view, money well spent,” Baudendistel said.

The thing is, it feels as though that event was just yesterday. The entire company, including the factory branches and dealers, was excited because we knew that we about to redefine the industry. The original cool power 300s would run circles around today's 400s. That whistle meant massive torque at your disposal.

Last Friday, Trump said Qatar was a country with "extremist ideology” that "has historically been a funder of terrorism at a very high level.” Five days later, this Wednesday, we're selling Qatar 36 F-15s for $12 billion (they have an option for 36 more......a total of 72). Makes sense......right?

Kenworth's legendary 900 Big Rigs / June 15, 2017 Despite the bright lights, innovations and virtual reality spectacles of the Brisbane Truck Show, no display was able to beat the undoubted vintage charm of the new Kenworth Legend 900. As one of the most lusted-after vehicles on the showroom floor, the nostalgic rig, modelled on the legendary W-model introduced in 1991, embraces classic features not often found in vehicles made today. In order to celebrate Kenworth's heritage, the 900 combines the iconic model with the original styling accents from the manufacturer's early years in Australia. Powered by a Cummins X15 engine, specially painted in red and black to commemorate the Cummins N14 engine that was fitted to many of the original T900s, the rig also boasts side-mounted exhausts with a wraparound cover, and exposed chrome elbows, and a traditional flat dash layout which houses a full suite of handmade heritage style chrome-bezeled and white-faced gauges. However punters wanting to own this limited edition model will have to get in quick, as the Legend will be on sale for - wait for it - just one day. Yes, the Legend will be on sale for one day only - June 26 this year. Kenworth general sales manager David Harmsworth said the 24-hour purchase window was to promote the limited nature of the sought-after model. "We wanted to allow those who want to purchase a Legend 900 to have their chance to own a piece of history," David said. As such, only a limited number of the Legend 900s will be manufactured, each built to specification and marked with their individual limited edition number. The American-style long-bonneted truck's grunt and old-world style has unsurprisingly gained a strong following since it was announced. "There has been a huge amount of excitement about the Legend 900 from the public, starting from well before the model was even publicly announced," David said. "We have had numerous requests for brochures from people outside our normal networks. "There are Facebook groups that have been set up for this specific model and anecdotally we have heard from people that the truck has created a huge buzz," David said. While the Legend 950 in 2015 was a clear launching point for the limited edition historic Kenworth model, the 900's planning process didn't begin until more recently. "There was always a plan to create another Legend model," David said, hinting at what is to come. "It is likely the Legend Series will continue in the future, though no models have yet been selected nor dates set." .

B-doubles and road trains are continually demonised by Australia’s mainstream press and television current affairs programs. Well suck it up you purveyors of misinformation, the results of a recent nationwide in-depth survey are in showing linehaul operations, running predominantly B-double and road train combinations are the safest in Australia. The National Heavy Vehicle Regulator coordinated a National Roadworthiness Baseline Survey (NRBS) of 7130 heavy vehicles across Australia. The inspections took place from August to November in 2016 and since then an independent statistics organisation has been crunching the numbers and has produced some surprising results. Throughout the survey, 364 transport inspectors inspected rigid trucks, semi-trailers, B-doubles, road trains, buses and special purpose vehicles at 168 inspection sites. These inspections took place at roadside checkpoints, state inspection facilities and in transport operator depots. Detractors of the road transport industry have used ABS statistics showing that the average truck age in Australia as being 14 years old, a figure referenced to show an ageing and dangerous fleet on Australian roads. This new study shows that these figures are false, based on registrations rather than trucks actually using the country's highways. Registrations cover many trucks parked on farms, stations and small communities under special registration protocols that do not require annual inspections and often rarely spend any time on main roads and highways. The NHVR study took random samples from trucks actually using the highways and the survey has produced a far more grounded snapshot of the trucks on Australian roads. The average age of on-road trucks of all types is now seen to be nine years, significantly under the ABS figures. Rigid trucks fare the worst in the inspections with an average age of 9.9 years old. Semi-trailers used in a wide variety of purposes, short, medium and long haul, have an average age of 8.7 years. And it is here the big shift in perspective comes about, with B-doubles having an average age of 5.2 years and road trains 5.4 years, an average age that gives the types of trucks used mostly on linehaul the youngest age, and from inspections and defect notices notices, the safest trucks on the road. In a media statement, the NHVR said the NRBS data demonstrates that the in-service linehaul fleet is on average five years younger than the average age. For the survey, main roads inspectors of the various jurisdictions were trained in inspection protocols to set a consistent standard over the period of the survey so that the data was solid. All Australian states and territories took place in the study with the exception of Western Australia who, according to the NHVR, was not against the study but didn't get its ducks in a row in time, and is involved in ongoing analysis. This first round of statistical analysis has given a baseline snapshot of the state of the national fleet upon which ongoing studies can use to make comparisons of improvements or otherwise over the years. During the survey the 7130 vehicle combinations were inspected, made up of 11,066 vehicle units including hauling units and trailers. 3227 rigid trucks were inspected 1221 semitrailers 802 B-double sets 221 road trains 1015 buses and coaches 644 cranes and special purpose vehicles. Of the 11,066 vehicle units inspected, only 147 were grounded. Major non-conformities are classified when a critical concern over the safety of a vehicle is found forcing the truck to be grounded. "The Australian heavy vehicle fleet is well-maintained and generally operating in a safe condition," the regulator said. This means 1.3% of vehicle units were grounded through the course of the study, including 82 hauling units and 64 trailers. Authorised officers conducting #NHVR #roadworthiness survey found 1.3% couldn't continue trip – 98.7% safe to travel https://t.co/ybcXEff6Bg pic.twitter.com/9bOfN5zsNB — NHVR (@NHVR) June 2, 2017 Looking at the breakdown, non-conformity was found the highest in rigid trucks and their accompanying trailers. Semi-trailers too fared badly in nonconformity, rigid trucks at 13%, semi-trailers at 14%. Better results of 8% of B-doubles and 10% of road trains were found to be nonconforming. Top of the class goes to buses and coaches with only 2% nonconformity. Examples of major nonconformities include when a vehicle falls short of the brake performance required when tested on a roller brake tester. #NHVR #roadworthiness - brakes, steering/suspension lights/reflectors, engines most likely for non-conformities https://t.co/ybcXEff6Bg pic.twitter.com/gyGphzueYs — NHVR (@NHVR) June 2, 2017 Taking a global perspective, the 1.3% of grounded nonconformities in Australia compares to 21.5% in a similar inspection survey in the United States. The National Roadworthiness Baseline Survey set out to create the most consistent, focused and efficient inspection approach ever done in this country. The data enables the regulator to identify high-risk vehicle components, vehicle systems, vehicle types, operators and industry sectors. The knowledge gained in the survey could lead to focused sector inspection targets where a particular type of truck or a particular vocation is targeted where maintenance issues and nonconformity have been identified. The data released in June is the first result gained from more than two million pieces of data collected during the inspection. "We wanted to understand the rate of major nonconformity. Where authorised officers found major nonconformities the majority were assessed as safe enough to continue their journey but required repair within a specified period of time," NHVR CEO Sal Petroccitto said. "The rate of major nonconformities in the Australian fleet compared well to the UK which had a 35% major nonconformity rate and to the US for about one fifth the vehicles inspected are grounded." A strange twist The first results of the NRBS were released on Friday June 2. The next working day, the following Monday, the Heavy Vehicle Industry Australia (previously the Qld-based CVIAQ) sent out a release "HVIA puts brakes on NHVR's survey results". HVIA appeared to whinge the brake testing methodology, adding confusion, another case of the industry shooting it's self in the rhetoric foot. .

New fuel-efficient axle available for Mercedes-Benz Actros from July 2017 Active oil management in the final drive reduces fuel consumption by 0.5 percent and is without parallel worldwide New ultra-modern assembly line inaugurated in Kassel Dr Frank Reintjes: "The second generation of the Integrated Powertrainfrom Daimler Trucks – consisting of engine, transmission and axle – has already reduced fuel consumption of the Mercedes-Benz Actros by up to 6 percent and guarantees the lowest possible Total Cost of Ownership. The world's first intelligent truck axle enables us to reduce fuel consumption by a further 0.5 percent. This demonstrates once again our technology leadership and directly pays off for our customers." Kassel – Production of the new fuel-efficient truck axle started yesterday at the Mercedes‑Benz plant in Kassel. The rear axle reduces fuel consumption of the Mercedes-Benz Actros by up to 0.5 percent. In addition to the weight savings, the New Final Drive (NFD) particularly benefits from the actively controlled oil regulation in the final drive, the heart of the axle. This technology and type of construction is without parallel worldwide: the lubricating oil is supplied as needed depending on the speed, torque and temperature. Intelligent oil management minimises the swirl of liquid in the final drive and thus reduces the friction loss from the gears turning in the oil bath. The New Final Drive axle completes the second generation of the Integrated Powertrain from Daimler Trucks and results in fuel savings of up to 6.5 percent for the Mercedes‑Benz Actros compared with its predecessor. As part of the Daimler Trucks platform strategy, the new truck axle will be produced at the Mercedes‑Benz plant in Kassel and also at the US site in Detroit. "The second generation of the Integrated Powertrain from Daimler Trucks – consisting of engine, transmission and axle – has already resulted in fuel savings of up to 6 percent for the Mercedes‑Benz Actros and ensures the lowest possible Total Cost of Ownership. The world's first intelligent truck axles even enable us to reduce fuel consumption by a further 0.5 percent. This once again demonstrates our technology leadership and directly pays off for our customers", says Dr Frank Reintjes, Head of Global Powertrain and Manufacturing Engineering Trucks. About the new rear axle assembly line in Kassel On 13 June 2017 the Mercedes‑Benz plant in Kassel had two reasons to celebrate: the start of series production of the fuel-efficient truck axle and the inauguration of the ultra-modern assembly line that was constructed at the site in recent months. The plant boasts cutting-edge production technologies and a high level of automation. For example, components inside the axle can now be directly welded together with new laser technology instead of being bolted. The resulting smooth mating surfaces reduce unnecessary oil swirl in the final drive and have a positive effect on fuel consumption. A total sum of around 30 million euros has been invested in the new NFD assembly line in Kassel. "The new truck axle with active oil regulation is the first axle of this type and offers our customers a clear competitive edge thanks to reduced fuel consumption. We also benefit from this at the Mercedes‑Benz plant in Kassel. Cutting-edge product technologies and extensive investments in production facilities ensure that the site will remain profitable and competitive in future", says Ludwig Pauss, site manager of the Mercedes‑Benz plant in Kassel. About the fuel-efficient Integrated Powertrain The Integrated powertrain from Daimler Trucks is perfectly coordinated and in addition to cost and efficiency advantages it also offers the lowest Total Cost of Ownership for transport companies. Fuel savings of up to six percent can be achieved for the Mercedes‑Benz Actros models. The enhanced OM 470 and OM 471 engines in conjunction with the optimised twelve-speed transmission and the improved Predictive Powertrain Control (PPC) shift strategy contribute to the low fuel consumption. About the Global Powertrain integrated production network Daimler Trucks Global Powertrain stands not only for the integrated drive system itself, but also for the integration of all global sites and relevant functions along the whole value chain. The powertrain plants in Germany (Mannheim, Gaggenau and Kassel), the USA (Detroit), Brazil (São Bernardo), India (Oragadam) and Japan (Kawasaki) produce innovative and reliable drive components with uniform global quality standards. The components are used in all Daimler commercial vehicle divisions and brands and by external customers. About the Mercedes-Benz plant in Kassel The Mercedes‑Benz plant in Kassel is Daimler's global centre of excellence for commercial vehicle axles. With around 3000 employees it is Europe's largest commercial vehicle axle plant and the largest industrial employer in Kassel. Cutting-edge production processes are used to produce axles for trucks, vans and cars and also propeller shafts and gear sets. .

Full speed ahead for self-driving trucks Scania Group Press Release / June 14, 2017 Scania is now introducing self-driving trucks and buses for trials on public roads. This follows the successful development of self-driving trucks for closed areas, such as mines, ports and terminals. “Driving in a straight line in a smooth manner at speeds approaching 90 kilometres an hour is more difficult than one would expect.” Scania is thereby taking autonomous transport solutions to a new higher level. “The development of transport automation is occurring much quicker than anyone could have imagined just a couple of years ago,” says Tom Nyström, Expert Engineer at Scania for Autonomous Transport Solutions. Platoons to reduce carbon dioxide emissions Driving in platoons to reduce air drag has long been recognised as an effective means of lowering fuel consumption, and thereby CO2 emissions. The European auto industry has outlined needed regulatory changes for the widespread introduction of semi-automated convoys by 2023. Meanwhile, others are taking initiatives to leapfrog development by introducing fully autonomous platoons well ahead of that date. Scania is cooperating with the Singapore Ministry of Transport and the Port of Singapore Authority (PSA Corporation) to design the world’s first full-scale autonomous truck platooning operations. The platoon will traffic public roads while transporting containers between port terminals in Singapore. In preparation for the Singapore operation, Scania recently deployed a fully autonomous platoon with three trucks travelling at the typical European speed of 80 km/h with a one-half second gap, equal to approximately ten metres. “We’re fine-tuning systems and building experience for coming complex environments such as public roads and especially cities.” Autonomous city buses in the making The time may not yet be ripe for autonomous buses in cities but that does not deter Scania from pushing the boundaries of coming technology. An autonomous city bus now plies a route at Scania’s R&D facilities in Södertälje. The downloaded timetable triggers the bus to depart autonomously, making planned intermediate stops for embarking and disembarking passengers. Most challenging of all will be urban distribution, according to Tom Nyström. “One of the real benefits will the opportunities for swift and rational night time deliveries when autonomous trucks can travel unimpeded by traffic congestion.” .

Scania Group Press Release / June 12, 2017 Europe’s truck manufacturers have presented a detailed timeline of steps leading up to the introduction of convoys of semi-automated trucks on Europe’s motorways before 2025. The EU Roadmap for Truck Platooning also provides guidance to policy makers and authorities on the regulatory changes and political support necessary for cross-border truck platooning. “The technology for platooning with trucks of the same brand is already available today. But clearly customers will need to be able to platoon with trucks of different brands, so our next objective is to introduce multi-brand platooning,” said Erik Jonnaert, Secretary General of the European Automobile Manufacturers’ Association (ACEA), when he presented the roadmap to the European Parliament. Autonomous trucks By 2023, it should be possible to drive across Europe on motorways with multi-brand platoons, without needing any specific exemptions for crossing national borders – a prerequisite for international transport. Subsequently, allowing the driver of a trailing truck to rest might come under consideration. However, full autonomous trucks will only come later, according to Jonnaert. While Scania and other manufacturers are already exploring the business case for truck platooning with the logistics sector, certain conditions that need to be met before 2023 are beyond the control of the truck industry. “That’s why we will also need to strengthen cooperation between all players involved, including operators of road infrastructure, transport companies, regulators and insurance companies, but policy makers in particular.” Europe will need to create a supportive regulatory framework before truck platooning can become a common sight. “And that’s exactly where the policy makers come in. They will need to develop new rules, make changes to existing legislation, and harmonise international and EU rules,” said ACEA’s Erik Jonnaert.

If you mean sell Afghanistan 115 used M923A2's, I'm all for it. So long as the US taxpayer isn't paying for it. .

Wards Auto / June 14, 2017 The Canadian big-truck industry had a good month in May, up 2.7% from year-ago with small drops in Classes 6 and 8. With one more selling day this year than last, truck makers sold 3,996 units compared to 3,734 in like-2016. Class 8 ended May with 2,395 deliveries, a 1.8% decline from year-ago. Daimler’s Freightliner and Western Star saw double-digit losses of 14.9% and 23.5%, respectively, resulting in a 17.1% fall for the company. Similarly, Volvo Truck slumped 19.9% with Mack (-4.0%) and Volvo (-27.9%) underperforming. Paccar, however, climbed 39.5% and increased market share from 21.0% to 29.9% with big gains from Kenworth (+42.3%) and Peterbilt (+35.8%). International rose 17.4% to 329 units. Five months into the year, Class 8 followed 4.3% behind like-2016 with 9,209 deliveries compared with 9,619. Medium-duty truck sales delivered an all-time high for the year at 1,601 units, a 10.4% increase from year-ago’s 1,392. Year-to-date sales were 13.9% ahead totaling 6,543 deliveries. Sales in Class 7 totaled 416 units, a 20.7% spike from last year’s 331. Large gains were seen from Kenworth (+117.8%), Peterbilt (+50.4%) and Hino (+30.7%). International also had a good month with deliveries increasing 12.3% to 131. Ford and Freightliner floundered with declines of 55.7% and 14.0%, respectively. Class 6 sales remained nearly flat with a 0.7% slip on 119 deliveries. Volume leader Hino plummeted 23.2% and lost 12.8 percentage points in market share. Ford sales were nearly a third of what they were last year, dropping to only five units, and Freightliner’s deliveries were cut in-half, down to 11. International saw the biggest improvement in May, soaring 604% to 22 units from 3 in 2016. Paccar also hit triple-digit gains with Kenworth (+92.0%) and Peterbilt (+135.6%) totaling 29 sales for the month. The 11.2% gain in domestics helped offset a 24.8% decline in imports for Class 5. Ford accounted for most of the gain in domestics, hitting 358 units and 44.0% market share. FCA also helped with a 16.8% spike to 180 units. International posted a 188.0% increase but on small volume. Isuzu’s import line fell 25.1% to 117 deliveries. Class 4 performed the best of any class last month, with demand jumping 24.6% to 253 trucks. Ford sales spiked 87.6% to 170 units, accounting for 67.2% of the market share. Runner-up Isuzu posted a 48.6% drop in domestics but was able to double its import sales to 21 units. Hino rose 22.2%, while Daimler undersold 4.0%. Canada sales of medium- and heavy trucks in May outpaced like-2016 by 2.5% for the year’s largest monthly gain. .

Wards Auto / June 14, 2017 Despite large gains in Classes 5 and 7, U.S. medium- and heavy-duty truck sales fall in May, dropping 2.3% to 34,550 units. Year-to-date sales continued to slip, declining 10.3% to 155,418 from like-2016’s 173,212, primarily due to large monthly losses in Class 8 sales. Sales in Class 8 fell 9.9% to 16,248 units. Volvo and Mack were the primary culprits, with freefalls of 26.9% and 18.0%, respectively. Volume-leader Freightliner tallied 6,900 sales, compared with prior-year’s 7,012, while Western Star totaled 405 compared with 463 in like-2016. International also saw a decrease, dropping 15.3%. Peterbilt brought the only gain in the group, a meager 0.4% from 2,347 to 2,454 units. The small gain couldn’t offset the large 10.4% loss from Kenworth, bringing Paccar down 5.3%. With another month of losses by nearly all manufacturers, Class 8 year-to-date sales were lagging 21.9% behind year-ago with 67,021 deliveries. Medium-duty truck sales saw a 5.6% increase in May despite the double-digit loss in Class 6. Through May, Classes 4-7 were tracking 1.1% ahead of like-2016. Class 7 sales rose 5.8% in May with help from International’s 24.1% boost to 1,240 units. Group leader Freightliner increased 2.4% but dropped to 50.6% market share from 52.4% in like-2016. Ford sales totaled 167 units, down 6.8% from 2016’s 172. Hino grew 23.3% to 149 units. Small demand for Kenworth (-17.1%) and Peterbilt (+8.5%) resulted in a 4.6% decline by Paccar to 896 deliveries. With a large 39.4% loss by Ford, Class 6 was the only medium-duty group to see a decline in May. Ford lost 10 percentage-points in market share, slipping to 1,101 deliveries from year-ago’s 1,743. Freightliner swooped in and increased its market share 10 percentage points with a 17.0% increase in sales. International dipped 19.0% on high volume. Peterbilt soared 495.2% to 31 units, and Kenworth grew 26.0% to 210. With increases by both domestics and imports, Class 5 managed an 18.5% increase over like-2016. International performed the worst in the group, plummeting 85.2% to 12 units. Group leader Ford gained 21.9% in sales and increased to 61.3% market share. Daimler’s Freightliner (+27.1%) and Mitsubishi Fuso (+37.1%) saw large gains. FCA grew to 1,543 deliveries, up 15.5% from 1,282. In a similar situation, Class 4 sales were up 26.2% with large increases by domestics and imports. Mitsubishi Fuso soared 132.6% on small volume. Isuzu’s domestic line dropped 3.1% on large volume, while imports rose 47.0%. International (-52.0%) and Ford (-12.8%) also underperformed in May. Class 8 held 347,148 units in stock at the end of May, down from 50,657 year-ago. Days’ supply fell 18 days to 53. Medium-duty stock swelled to 62,040 units, compared with like-2016’s 60,926. Days’ supply fell three days, to 85. .

Today’s Trucking / June 14, 2017 LINCOLN, NE--Midwest American carrier Crete Carrier Corporation is upping the maximum speed for company drivers from 62 mph to 65 mph. Many fleets including Crete Carrier, Shaffer Trucking, and Hunt Transportation, have been limiting their vehicle speed for two very important reasons—safety and fuel economy. However, according to Crete, recent years have seen "significant advancements in technology and aerodynamics that have had a major impact on these factors. Technology such as collision mitigation, roll stability, and adaptive cruise control, have improved safety. Crete, Shaffer, and Hunt have spent millions of dollars investing in these products and others to help our great drivers be even safer while on the road. "Fuel economy is the second factor in limiting vehicle speed because fuel is one of the largest operating expenses trucking companies incur. Wind resistance works against a truck as it goes down the road. Other factors include grade and tire rolling resistance, and drivetrain losses. Crete’s truck and trailer suppliers continue to evaluate and innovate how they build their products to make sure they are doing everything they can to help lower fuel consumption. Continued investment in late model equipment allows Crete Carrier Corp to stay on the leading edge of fuel-efficient equipment. In addition, utilizing software technology that helps the company plan and optimize fuel routing makes sure fuel is purchased at the best prices. "When making this decision, Crete evaluated many factors including the ones mentioned earlier. The evaluation concluded that the company could make this change without compromising our Seven Principles, the most important being Safety First and Foremost. Crete would never sacrifice the safety of drivers or those whom drivers share the road. Crete’s CSA scores are among the top of in the industry – proof of its commitment to safety."

Fleet Owner / June 14, 2017 New tire focuses on traction upgrade in effort to reclaim some share in the market. MONTREAL, QUE. Michelin is getting ready to launch a new regional drive tire on July 1 that it expects will trump its previous regional drive tires and be more in line with what fleets want. Ralph Dimenna, COO of Michelin Americas, truck tires, told Fleet Owner during Michelin’s "Movin On" mobile sustainability event in Montreal the new tire is an effort to reclaim some share in a part of the market where it hasn’t quite delivered the optimal product for fleets. “There is a 60% to 65% increase in longevity and a real big upgrade in traction, which is where we kind of had a problem," Dimenna said about the tire. "We’ve had a very low fuel-economy tire, but the traction hasn’t been what the market wanted. But we have a great increase in traction on this new product.” The new tire will contain radio frequency identification (RFID) chips, which the company said it would add to each of its truck tires to provide better tire life data to its fleet customers. RFID tags allow fleets to better track their tire assets and better understand the lifecycle of their tire casings. “We are starting to see some fleets that are starting to think more about how they are going to use [RFID tags] and how it can help them improve their operations and improve their overall cost of doing business,” Dimenna noted. “That’s the exciting part about the RFID – it really changes the conversation from just ‘what product do I have, but to how is that product helping me manage my business better.’ ” During a separate press conference, Serge Lafon, executive vice president of the truck product line at Michelin, explained that within two to three years, all Michelin tires will include RFID tags. Not only do the tags trace tire pressure and determine when a tire needs to be replaced, but they also can be used to exonerate a fleet and prove proper maintenance has been done if the need arises, Lafon said. “When a fleet – a coach fleet, for example that carriers passengers – is in an accident they have to prove the fleet has been maintained and repaired properly,” Lafon explained. This, he said, is when data from RFID tags becomes essential. Lafon also mentioned that Michelin is developing a mobile app for its Michelin Tire Care service, which was launched in 2015 and is designed to assist fleets in identifying tire issues that lead to downtime, low mileage, high fuel costs and safety risks. And when it comes to emissions reduction and fuel efficiency efforts, Dimenna told Fleet Owner that though Michelin is watching future greenhouse gas (GHG) emission requirements, the company tries not to predict the regulatory front. “We understand that fuel efficiency and CO2 emissions are top of mind for many fleets,” he explained. “We think it’s long term, not a conversation that’s going to change. Whether there’s any change in the short-term or any timing of regulations, I’d say that’s a secondary question. We want to be a leader in that space. We think it’s important to our customers, it’s important to the Michelin brand to be a leader in terms of fuel economy, and it’s important to our business on the commercial truck side as well that we can combine exceptional fuel economy with the other attributes that are important to fleets.” Regarding some of the main challenges in the heavy-duty trucking industry, such as driver retention and freight rates, Dimenna said Michelin is trying to better understand those issues for its customers when determining the type of product and services it releases. And when it comes to sustainable mobility, Dimenna said it is no longer a movement, but an expectation. “I think regardless of market, we hear the same thing everywhere we go: People are concerned about the impact we are having on this planet,” he noted. “We want to be a durable partner and make sure we are a thought leader and actionable leader in the way we treat our responsibility to the environment.”

Cummins commits to electrification and more Today’s Trucking / June 14, 2017 INDIANAPOLIS, IN – Cummins is pledging to launch a fully electrified powertrain in 2019, and a range-extended electric powertrain in 2020. But senior executives stress that these rollouts will be for urban transit vehicles, and that electrified long-haul trucks are still years from reality. “We are not just a diesel engine company,” proclaimed Chief Executive Officer Tom Linebarger, during a Wednesday conference call. “Technology is what we do. Innovation is what we do.” An internal electrification business group is combining Cummins expertise with selected partners, as they collectively develop power storage, related electronics, and traction motors. With the falling cost of batteries and electronics, vehicle electrification is already economically viable when combined with the right duty cycles and operational characteristics, said Julie Furber, electrification business development executive director. Examples of those applications are found in urban, material handling, and underground environments, according to Cummins. While the current U.S. administration recently pulled out of the Paris Climate Accord, and proposed funding cuts to the U.S. Environmental Protection Agency, Linebarger stresses that cities have been the primary drivers behind electrification. That’s where lawmakers are looking to control emissions, reduce noise, and relocate traditional fueling stations, he said, responding to a question from Today’s Trucking. “All those get better with electrification.” Cummins executives, meanwhile, say they are well positioned to bring such technologies to market – thanks to existing relationships with Original Equipment Manufacturers and an established global service network. “Our competitors will not be able to scale up from the passenger car,” Furber said, in an apparent nod to Tesla’s plans to introduce a Class 8 electric vehicle by September. “For a long-haul vehicle, we think that’s out quite way into the future,” says Chief Technical Officer Jennifer Rumsey, referring to the challenges of battery size and weight. “We are looking at mild hybridization.” Cummins engineers are looking well beyond electrification, too. “We see a trend away from diesel and we will continue to evolve,” said Rumsey. Identified long-term options range from biofuels to synthetic fuels and hydrogen. “Natural gas has big potential,” she added. Don’t expect diesel to be abandoned anytime soon, however. Cummins officials say they are working on an engine that is smaller and lighter than the X15, which will target aerodynamic conventional and cabover trucks used in markets such as China, Mexico and Brazil, all of which are preparing to adopt tighter emission standards in the next two years. Linebarger stressed that Cummins is also approaching business in a different way. “We will actively look for ways to disrupt ourselves,” he added. A new Growth Office has been established to evaluate hundreds of ideas and see how they can be integrated. That recently led to the creation of the Eaton Cummins Automated Transmission Technologies joint venture. Cummins is also working with Microsoft on a new natural gas fuel cell, currently being tested in Seattle. It’s looking at more than hardware, too. Cummins will be involved in launching a smartphone-based Electronic Logging Device in the next week or so. That’s one of the projects under a new digital accelerator that will guide projects from concept stages to commercialization, Linebarger said.

Truck News / June 14, 2017 INDIANAPOLIS, Ind. – Cummins has announced it will have a fully electrified powertrain system available for its customers and on the road by the end of 2019. Making the announcement via teleconference June 14, Julie Furber, executive director of electrification business development for Cummins, said in addition to the 2019 release, the company will also unveil a range extended electric vehicle by 2020. “We believe that we know some things about electrification that maybe others don’t,” Furber said. “The first commercial markets that we see moving are transit bus, pick-up and delivery, and material handling. And then longer term, we believe that electrified power will come to all of our markets in one way shape or form, but not tomorrow, and not next year, despite all the chatter you may be hearing.” Furber said there will be several factors pushing toward the electrification of vehicles, including regulations on emission levels and internal combustion engines, noise reduction in urban environments, and increased social pressure and expectations for environmental sustainability. Tom Linebarger, Cummins’ chairman and CEO, said the company was increasing its investment into electrification, as well as telematics and digital technology, but is also maintaining its investment into diesel, as the company believes the fuel will endure in several markets for years to come. Linebarger did, however, emphasize that Cummins was not simply a diesel engine company, as many have come to recognize them, but rather go far beyond that. “We are a technology company,” Linebarger said. “Technology, innovation and empower is what we do. The trucking industry was built on the back of Cummins.” Linebarger said electrification was coming, particularly in the urban market, and that Cummins would not only look internally to bring advanced technologies to customers, but also externally, which is why the company is able to be a leader in electrification, telematics and digital technology. “There’s no question that electrification is here,” he said, “and we have real experience in this market. “Innovation for long-term growth is our focus today. We will actively look for ways to disrupt ourselves, rather than allow others to disrupt us.” Furber, who leads the company’s electrification unit which was launched earlier this year, said one of the biggest hurdles for electric vehicles in the past was cost, something that has come down in recent years making them a more viable option for many customers. On the engine side, Jennifer Rumsey, chief technical officer for Cummins, said the company’s next generation heavy-duty engine, which is currently under development, will provide improved efficiency and power from a package that is smaller and lighter than its current X-15. She added that Cummins sees an opportunity to provide engines to countries around the world that are looking to improve emissions standards in the coming years. “We believe this continued focus on the engine system is critical,” Rumsey said, “but a broader focus on the power system is necessary to provide a market-leading solution to our customers.” Rumsey highlighted the Eaton-Cummins automated transmissions technology as a key area of focus for the company, which will design, develop, and sell current and future automated transmission for medium- and heavy-duty applications globally. Rumsey also touted the company’s efforts when it comes to alternative fuels, saying, “While we believe it’s important not to lose our focus on the diesel power system, we also recognize the importance of developing alternative energy options.” Cummins has invested in new natural gas technologies for on- and off-highway, as well as being ready for any potential moves toward bio-fuels, synthetic fuels, and hydrogen. “Cummins is doing all the right things in the right way,” said Furber. “And we are prepared to disrupt, to grow, and keep becoming better and better.”