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BYD showcases battery-electric trucks, buses at ACT Expo Fleet Owner / May 4, 2017 BYD is showcasing the latest advancements in battery-electric buses, trucks and materials handling equipment this week at the 2017 ACT Expo at the Long Beach Convention Center. “BYD continues to lead the industry with its advanced battery technologies that make electric buses, trucks and materials handling equipment cost competitive with other alternative fuel vehicle options today,” said Stella Li, president of BYD Motors. “BYD provides the safest battery available today in the electric vehicle market; our battery reliability also gives fleet managers the assurance they need that these vehicles will operate just as needed for any service route.” Li continued, “Additionally, our BYD vehicles provide for significant operational cost savings in the range of up to tens of thousands of dollars per year per vehicle over the lifetime of the vehicle.” BYD is showcasing several advanced, zero-emission all-electric transportation and equipment applications at ACT Expo 2017 including: BYD 8Y Battery Electric Terminal Tractor: BYD’s class 8 terminal tractor provides 15 hours of continuous operation and offers operational cost savings of more than $27,000 annually (assuming operations 16 hours a day/seven days a week). BYD 8R Battery Electric Refuse Truck: BYD’s 10-ton payload refuse truck provides 76 miles of range with minimal battery degradation. Fleet managers can expect more than $13,000 of operational cost savings annually based on service routes of 60 miles per day/five days a week. Manufactured in the City of Lancaster, California, the BYD refuse truck is compliant with FMVSS and CMVSS regulations. BYD K11 60 ft. Articulated Bus: BYD’s 60 ft. battery-electric articulated bus is the latest addition to company’s line up of transit buses is the first of its kind available in the U.S. and provides 200 miles of range on a single charge with full charging completed within two to three hours. The 60 ft. articulated bus joins BYD’s other industry leading 30, 35, and 40 ft. low floor Buy America compliant transit buses with a 275-mile range. BYD All-Electric ECB 25 Forklift: BYD’s ECB 25 battery-electric forklift provides ultra-fast full-charging completed in one to two hours maximum. The BYD electric forklift can run for two typical shifts on one charge and can be opportunity charged, whenever and wherever. The electric forklift also comes with BYD’s industry-leading 10-year full replacement battery warranty. All BYD battery electric technologies displayed at ACT Expo can charge at 40 kW, 80 kW, 100 kW, or 200 kW rates, requiring between one and five hours of charging time depending on the model and selected charger.

Trump time: Trucking, construction interests challenge GHG regs Kevin Jones, Fleet Owner / May 8, 2017 Even as truck makers and some of their biggest customers gathered to review—and praise—the latest and greatest in environmentally friendly technologies last week, others in trucking were petitioning the Trump administration to reconsider the fundamental premise that allowed the Obama EPA to regulate greenhouse gases (GHG) in heavy-duty vehicles. This comes as the new leadership at EPA has asked for additional time to review a pending appeal of a federal waiver that allows California to establish its own standards for diesel emissions. The gist, as explained by Joe Rajkovacz, director of governmental affairs and communications for the Western States Trucking Assn., is that the petitioners object to the “forward-pushing mandates” imposed by EPA. “We don’t have a quarrel with somebody who wants to pay the money to advance a technology standard,” he says. “But to have EPA—and by extension, the California Air Resources Board (CARB)—force feeding these mandates onto the trucking industry, we consider an abuse of power.” The petition, filed by the Texas Public Policy Foundation on behalf of a range of trucking, construction, and agricultural interests, focuses on EPA’s Greenhouse Gas Endangerment Finding, calling it “the cornerstone” of EPA’s effort to regulate greenhouse gases under the Clean Air Act. And because carbon dioxide (CO2) is the most prevalent greenhouse gas, “the Endangerment Finding provides EPA with a springboard for regulating virtually every aspect of our nation’s economic life,” it reads. “At the same time, it is the product of serious legal, scientific, evidentiary, and procedural errors. Those errors reflect the past Administration’s rush to judgment, which was spurred by political expediency.” President Trump campaigned on a promise to undo federal regulations that are harmful to business, and EPA has been a top target. Indeed, over the weekend half of the members of a scientific review board were told their terms would not be renewed, clearing room for business and industry representatives to replace the academics. But given the pressure on EPA, CARB is “doubling down,” Rajkovacz suggests. “They view themselves as some sort of heroes, the center of the resistance,” he says. “But they are not as independent as they would like to project. They are not an agency that can wave a magic wand and regulate as it sees fit without the approval of the federal government.” Indeed, the same petitioners also have a lawsuit pending in the U.S. Court of Appeals for the Ninth Circuit, challenging EPA’s granting California an authorization under the federal Clean Air Act section to adopt and enforce its off-road diesel regulations. Oral arguments are scheduled for May 18, but EPA last week moved for a continuance. “In light of the recent change in Administration, EPA requests continuance of the oral argument to give the appropriate officials adequate time to fully review the Off-Road Diesel Decision,” the motion states. CARB opposes the motion. Rajkovacz says those who’ve been fighting CARB now have reason to be hopeful, at least. “It gives us a sense of optimism, regardless of what the Schneiders and J.B. Hunts are saying in their Kumbaya moment in Long Beach [at ACT Expo]. There’s bunch of us that have no problem with your implementing [these goals for] yourself, but we have a real problem with your supporting and imposing mandates on everyone else,” Rajkovacz says. “There are significant other players in this industry that believe this government overreach by environmental zealots needs to end. We’re thinking we might have a pretty good chance.”

Owner/Driver / May 8, 2017 Trucks, buses, fire engines and vehicles of yesteryear will take over the grounds of Penrith's Museum of Fire on May 28. The Sydney Classic and Antique Truck Show is on again at Penrith’s Museum of Fire. This year’s event, held on Sunday, May 28, will be the seventh running of the show. Along with classic trucks, there will be displays of old buses, fire engines, and vehicles of yesteryear from across the country. As always, the Sydney Classic and Antique Truck Show is a step back into days gone, with a world of fascinating nostalgia and activities for all ages. The trucks on show range from the solid rubber boneshakers of 1914 through to the kings of the highway of the ’60s and ’70s. International award-winning Matt Falloon and his Trained Balloons will keep the kids occupied. Elsewhere in the Museum of Fire’s grounds, demonstrations throughout the day by vintage-dressed firefighters will highlight the skills of yesteryear as they put classic fire engines to work. For those old timers recalling the days of running the gauntlet around Sydney in their late teens and early 20s, the sight of the historic police motorbikes and cars, including the infamous Chargers, could bring back a twinge of discomfort. In addition to the displays within the grounds, patrons are invited to take a journey back in time on one of the vintage double-decker bus rides to see Penrith from a different view. Other displays include Fire and Rescue NSW with live fire demonstrations of their Kitchen Fire Simulator, not to mention the displays within the Museum of Fire building itself. Prices are $15 for adults, which includes up to three children under 16 free with each paying adult. Once inside the grounds, all thrill rides are free. Gates open at 8am with the show running through until 3pm.

The truck giant wants a new job in Sweden Dagens Industri / May 5, 2017 Scania lost its position as the most profitable truck manufacturer last year, but it was only a one-time deal. CEO Henrik Henriksson, who in an interview reports on record prospects after the start of the race in 2017, is offensive in Sweden and how the company is to reclaim the winning tone. Scania has got a flying start of the year. Turnover during the first three months of the year hit a new record after rising 23 percent to SEK 28.4 billion compared with the first quarter last year. The operating profit increased by 35 percent to SEK 3.1 billion. "I'm pleased. It was a really strong quarter," says Henrik Henriksson. For many years, Scania has often been described as the world's most profitable truck manufacturer. However, in 2016, the Södertälje-based industry star, now owned by German Volkswagen, found that its Swedish archival, driven by former Scania chief Martin Lundstedt, drove in profitability races measured as profit margin. While Scania's operating margins backed sharply from 10.2 percent to 6.1 percent, the Volvo Group stopped at 6.9 percent. But the Scania boss does not say he's worried. The margin decline last year was largely due to a provision of SEK 3.8 billion for the ongoing process with the EU, where Scania is suspected of having participated in a record and illegal cartel, yet a company still contests and is ready to process again for several years to come. "Looking at the operating profit excluding the one-off item, we keep our head start," says Henrik Henriksson. And when Scania presented its first quarter report, the scheme was restored. Although Volvo recently surprised by raising its operating margin to 9.1 percent, Scania's was again significantly higher by 10.8 percent. "We believe we need to be higher than the competitors, and are not satisfied if we do not have a least double-digit profit margin. Several factors indicate that the margin can rise in the future, including gradually phasing out our old truck generation that draws significant additional costs. Gradual return to more normal volumes in Latin America will also mean a lot, "says Henrik Henriksson. And he is very pleased with the beginning of the year, where many of the arrows point in the right direction. In addition to record sales and profit raises, order intake increased by 29 percent to almost 28,000 trucks and buses. "Demand in Europe is very strong thanks to the favorable economic climate, and our new truck generation has received a very good reception. But we also benefited from increasing demand for vehicles, as well as service that is becoming increasingly important, even in many other markets," says Henrik Henriksson In Latin America, order intake rose by 71 per cent, mainly following an increase in Brazil, where the freefall cases in recent years hit hard against Scania. "Brazil has historically been our most important market, and it is therefore very welcome that it seems to have lived there. But it is still very low," says Henrik Henriksson. Even Russia, where the market has previously collapsed, has turned it around and contributed positively. Scania boss now believes that 2017 will be a new record year in sales. "With the strong start we have had and what prospects look like now, we also believe in a very strong result for the full year," says Henrik Henriksson. He leaves, however, a good luck. "There are a number of risks, not least political ones, which can affect the business cycle and market. How is Brexit, for example, what does the elections in France and Germany mean and what happens in the United States with the new administration." However, Scania has a great deal of confidence, which has led, among other things, to major new positions, primarily at home. The number of employees in Sweden increased by around 1 400 only last year and there may be more new jobs in the future. "It's all about coping with increased volumes, but also greatly increasing investment in research and development, among other things. And we aim to continue growing, where we now want to take a leading role in electrification, digitization and autonomous vehicles that are in the process of Revolutionize our industry, "says Henrik Henriksson.

Scania Group Press Release / May 5, 2017 Scania’s net sales rose to a record high SEK 28.4 billion and earnings for the first quarter reached SEK 3,081 m. Higher vehicle and service volumes were partly offset by the high investment level related to Scania’s new truck generation. Summary of the first three months of 2017 Operating income rose by 35 percent to SEK 3,081 m. (2,275) Net sales increased by 23 percent to SEK 28,411 m. (23,056) Cash flow amounted to SEK 2,351 m. (133) in Vehicles and Services Comments by Henrik Henriksson, President and CEO: “Scania’s net sales rose to a record high SEK 28.4 billion and earnings for the first quarter reached SEK 3,081 m. Higher vehicle and service volumes were partly offset by the high investment level related to Scania’s new truck generation. Demand for trucks in Europe remains very strong due to the positive economic situation. Scania’s market share for trucks in Europe amounted to 16.8 percent compared to 17.4 percent in 2016. In Latin America demand is positively impacted by increases in Brazil, a market that now seems to have bottomed out at low levels. In Eurasia the demand trend is developing positively thanks to Russia. In Asia, demand increased due to a good performance in China, Iran and India. In Buses and Coaches, demand was strong in Asia, mainly related to Iran. The trend in demand for industrial and marine engines is still positive, while remaining weak on power generation side. Service revenue amounted to a record high SEK 5,849 m. (5,152), an increase of 14 percent. Scania’s revenue generated directly or indirectly from the 250,000 connected vehicles in the Scania fleet is constantly increasing. Connectivity is an important component, which is enabling Scania to offer customers more efficient services aimed at improving their profitability. The new Scania R 450 received the “Green Truck 2017” award in the heavy tractor class. The award is based on the superior fuel performance in comparative on-road testing and the figures speak for themselves – an average consumption of 23.7 litres/100 km. Whether trough fuel-efficient diesel vehicles or through alternative fuels, sustainability and profitability go hand in hand according to Scania. Apart from offering the industry’s most energy-efficient powertrains, Scania is making dedicated efforts to reduce transport companies’ dependence on fossil fuels. Scania has the market’s broadest range of hybrids and engine alternatives for all commercially available biofuels. All of Scania’s standard vehicles may be operated using biodiesel and up to 100-percent hydrotreated vegetable oil (HVO).“ .

A “wind-power driven truck” Scania Group Press Release / May 4, 2017 Scania’s portfolio of electrified vehicles includes a number of different solutions. One of them is the hybrid truck that operates the world’s first electric road. Scania’s philosophy is to have a broad approach in researching sustainable technologies. That’s why the company’s research programme encompasses hybrid technology, plug-in hybrids, fully electric vehicles and different kinds of biofuels. “We see a number of different solutions,” says Nils-Gunnar Vågstedt, Scania’s Head of Electrification. “Alternative fuels are gaining more and more ground, but electrification is one part of the solution.” One promising solution is the world’s first electric road for heavy goods traffic where a Scania electrically-powered hybrid truck now operates a route in open motorway traffic with conductive charging technology. Sweden has the advantage of clean electricity generated from air, water and wind. “So it’s actually a wind-power driven truck, with a potential of up to 100 percent reduction of fossil CO2 emissions,” says Nils-Gunnar Vågstedt, as he presents Scania’s portfolio of electrified vehicles. .

Trailer-Body Builders / May 4, 2017 Continued demands for greater fuel efficiency by fleets means there will not be changes to current product development plans, even if there are alterations to the Phase 2 greenhouse gas (GHG) rules for heavy-duty trucks, a panel of truck manufacturers explained. Speaking at the Advanced Clean Transportation (ACT) Expo, representatives of five OEMs often found themselves in agreement on current industry issues, along with the belief that emerging technologies will create dramatic changes in the near future. “I don’t see any changes in product development, nor or we counting on any rollback or seeking any changes [to GHG rules],” noted Jonathan Randall, senior vice president of North American sales for Mack Trucks. There are two ways the phased-in rollout of the Phase 2 final rule from the Environmental Protection Agency and National Highway Traffic Safety Administration, scheduled to begin in 2018, could be disrupted. The first is a pending legal challenge to the first ever standard for trailers, includes as part of the overall rule. Additionally, the Trump administration indicated it plans to conduct a government wide review of regulations. “The product development pipeline has been filled in advance of this [rule],” Kary Schaefer, general manager of marketing and strategy for Daimler Trucks North America (DTNA), pointed out. “A rollback won’t change the technical development of vehicles that have happened or are slated to happen in the future. “ The other OEM representatives on the panel shared that sentiment: Steve Gilligan, North America vice president of product and vocational marketing for Navistar; Brian Lindgren, research and development director for Kenworth Truck Co.; and Bill Kahn, principal engineer and engineering manager of advanced concepts for Peterbilt Motors Co. Jim Mele, Fleet Owner’s retiring editor in chief, moderated the panel. The panelists all said they would benefit from an easing of costly and overlapping testing processes, with the savings being redirected into product development. Gilligan noted that Navistar is “encouraged by the discussion around some lessoning of regulations and is supportive of streamlining cumbersome or conflicting regulatory policies.” However, he expressed concern about the potential fallout from trade decisions. With manufacturing facilities located outside the U.S., the company is closely watching what happens with the North America Free Trade Agreement (NAFTA). Trump initialed threatened to withdraw the U.S. from the deal, though more recently said he was more interested in a renegotiation. Additionally, the desire for a greater global vehicle harmonization has taken a hit from the administration’s decision not to move forward with the Trans-Pacific Partnership (TPP). “TPP was the structure for a harmonization agreement to take place,” Navistar’s Gilligan said. “If it is off the table, the foundation to begin that discussion is gone.” Likewise, “without a trade agreement between the [European Union] and U.S., there’s virtually no chance of that occurring,” he added. All of the panelists noted that harmonization is a desired goal, but there are complicating factors. Lindgren pointed out lower fuel quality in some parts of the world requires different engines, while Kahn noted the unique duty cycles of European trucks, compared with the U.S. The OEMs officials also shared similar views on alternative fuels, saying they would be prepared to serve customers once favorites emerge. Currently, though, there remain many options in the very early stages, including hydrogen, natural gas and hybrid electrics. No one alternative for diesel will be the answer for all fleets, they stressed – it will be determined much more by specific application. That can be seen currently playing out with compressed natural gas. “The drumbeat may have slowed a little bit . . . but the refuse business is still very heavy into CNG [compressed natural gas],” Mack's Randall explained. Complementing the sustainability push are new developments in advanced safety systems, optimized cruise control and related technologies that takes some of the driving decisions away from the trucker. “Data will help determine how to get the right truck in the right operation, and coach the driver to operate the vehicle correctly,” DTNA’s Schaefer emphasized. Peterbilt’s Kahn in particular remained skeptical on the idea of electric trucks being used in over-the-road operations, such as the one long-teased in recent weeks by Tesla Motors. Barring a significant battery breakthrough, the estimated $60,000-to-$100,000 cost for batteries and the weight of the equipment makes it a very unlikely scenario, he stressed.

A huge shift in (official) U.S. foreign policy. ----------------------------------------------------------------------------- Tillerson: Pushing human rights abroad 'creates obstacles' to US interests ABC News / May 3, 2017 In advocating for America’s interests abroad, Secretary of State Rex Tillerson said today that American values must be separate from American foreign policy, even as they “guide” it. “Guiding all our foreign policy actions are our fundamental values -- our values around freedom, human dignity, the way people are treated,” he said. “Those are our values. Those are not our policies, ” Tillerson told State Department employees in a speech today. What that means in practice, he said, is that sometimes values have to take a back seat to economic interests or national security. “If we condition too heavily that others must adopt this value that we’ve come to after a long history of our own, it really creates obstacles to our ability to advance our national security interests, our economic interests,” he said, arguing the U.S. must first ask “what are our national security interests, what are our economic prosperity interests, and then if we can advocate and advance our values, we should.” “Brutal thugs are smiling. Human rights are not only US values.They are universal. Trump/Tillerson approach is green light for repression,” tweeted Samantha Power, the U.S. ambassador to the United Nations under President Obama.

I'd fall over if Ford launched an all-new purpose-designed medium truck (preferably a COE), disconnected in design from their smaller truck range. One assumes the F-650/750 will get the aluminium cab to maximize economy of scale for Ford, though it has little benefit for most medium truck customers. Not offering the Cummins ISB or Allison is a gutsy move, but it also makes it hard to take Ford seriously in the medium segment.

It appears that Mack de Venezuela sold 345 units in 2015, and 113 in 2016. In its annual report, Volvo avoids any mention of its activity in Venezuela. Unless you're building 5,000 trucks annually (at a minimum), even granted this is a KD assembly plant and not a full-blown production operation, you can't make money. On top of that, the international sales unit of Volvo's Mack brand has been a failure. What little the brand still has overseas was established by the former Mack Trucks. In Central and South America, several stateside Mack dealers have forged such strong customer ties in Latin America that Volvo was forced to allow them to continue. The customers threatened to switch brands if they were forced to start dealing with the Mack brand's corporate int'l sales unit. ------------------------------------------------------------------------- Production 2015 2016 General Motors Venezuelan 5,052 0 Ford Motor of Venezuela 3,813 2,257 Toyota of Venezuela 3,440 430 MMC Automotive 3,104 0 (assembles Hyundai and Mitsubishi) FCA Venezuela, LLC 1,907 7 Iveco Venezuela 639 22 Mack of Venezuela 345 113 Total production 18,300 2,849 ---------------------------------------------------------------------------- Production Sales 2010 104,357 125,202 2011 102,409 120,691 2012 104,083 130,533 2013 71,753 98,878 2014 19,759 23,707 2015 18,300 17,585 2016 2,849 3,008

Ford lays off 130 workers at Ohio plant The Detroit News / May 5, 2017 Ford Motor Co. has temporarily laid off 130 workers at its plant in Avon Lake, Ohio — jobs it had hoped to preserve by moving production there from Mexico in 2015. The automaker is taking the truck plant down to one shift to match lagging output with slower customer demand, a spokeswoman said in an emailed statement. The layoffs extend a pattern of widespread shutdowns planned for the summer as carmakers adjust to the U.S. auto market’s recent slowdown following seven years of gains, even as President Donald Trump paints a more upbeat picture. Mark Wakefield, managing director and head of the automotive practice at consultant AlixPartners. “That shows some people are not assuming this is a speed bump or a plateau and there’s things to be adjusted “Even though incentives are up, you’re seeing some production being taken out,” said.” The layoffs mark a turnaround for Ford, which had moved production of its commercial F-650 and F-750 trucks from Mexico to Ohio and used the decision to deflect criticism from Trump during the campaign, when he sharply criticized the automaker’s decision to move production south of the border. Ford has since announced it has scrapped plans for the $1.6 billion small-car Mexico facility and will build the Focus compact in an existing plant there. The laid-off employees are expected to return to work this fall when Ford begins building redesigned versions of the models, the spokeswoman said. When Ford said in 2014 that it was bringing the trucks back to the U.S., demand for the large commercial vehicles was booming. The automaker began building F-650s and F-750s at the factory near Cleveland after a joint venture in Mexico with Navistar International Corp. disbanded. Ford invested $168 million in the plant at the time to convert it from making Econoline vans to commercial trucks. Sales of Ford’s medium trucks fell 20.2 percent last month and are down 10.7 percent this year to 5,016 vehicles, the company said this week. .

The good ole days under the former Mack Trucks. .

Volvo keeps a low profile regarding its Venezuela operation. But you can glean an answer here. The workers are still getting paid, but the operation is losing money. https://translate.google.com/translate?hl=en&sl=es&u=http://www.el-nacional.com/noticias/economia/produccion-vehiculos-cayo-los-primeros-dos-meses-del-ano_86093&prev=search https://translate.google.com/translate?hl=en&sl=es&u=http://www.el-nacional.com/noticias/economia/produccion-carros-cayo-858-primer-semestre_18394&prev=search https://translate.google.com/translate?hl=en&sl=es&u=http://800noticias.com/ford-mack-e-iveco-son-las-unicas-ensambladoras-de-vehiculos-que-estan-operando-en-el-pais&prev=search .

Automotive News / May 4, 2017 Ford Motor Co. is temporarily laying off 130 hourly workers and eliminating a shift at its politically important Ohio Truck Plant as demand lags for the F-650 and F-750 medium-duty trucks built there. The layoffs will last more than four months, from May 8 until the end of September. The truckmaker said most of the layoffs will be voluntary. Effected employees, if they have at least one year seniority, will receive roughly 75 percent of their pay while on leave. Ford moved production of the trucks to Ohio from Mexico in August 2015 as a result of the 2011 labor contract with the UAW. The move made headlines last year during the presidential campaign as then-candidate Donald Trump berated Ford and other automakers for moving some vehicle production to Mexico. Ford said F-650 and F-750 sales are slumping because the trucks, mostly used for construction or other work, are near the end of their product lifecycle. “We expect demand to pick back up again in September,” Ford spokeswoman Kelli Felker said. “Some fleets are waiting to place their order until the new model year.” Ford employs about 1,600 hourly workers at the plant, which has produced 4,856 F-650 and F-750 trucks so far this year, Felker said. It also makes E-series cutaway vans. The layoffs come as automakers reported light-vehicle sales fell 4.7 percent last month, the fourth straight decline. Car deliveries fell 11 percent, while light-duty truck volume dipped 0.1 percent. It was the first time monthly light-truck deliveries dropped year over year since Sept. 2013.

Tested - 2017 Chevrolet Cruze Sedan Diesel Automatic Car & Driver / May 2017 Worth cashing in that VW buyback check for? Across America, thousands of Volkswagen diesel owners are relinquishing their keys to dealers in exchange for generous buyback checks. Where will they spend that money? If the whole ordeal hasn’t turned them off to diesels entirely—and that’s a big “if”—General Motors is hoping to divert some of that cash its way, with the rollout of its new, 100 percent EPA-compliant turbo-diesel engine. The 137-hp turbocharged 1.6-liter inline-four is available now in the compact Chevrolet Cruze sedan and soon will be offered in the Cruze hatchback as well as in the Chevy Equinox and GMC Terrain crossovers. It’s part of an exclusive club, being one of only six light-duty diesel engines certified by the EPA for the 2017 model year. In a Class of One With those Volkswagen Golf, Jetta, and Passat TDIs now banished, the Cruze is the only 2017-model-year, sub-$30,000 diesel passenger car for sale today. (However, new 2015 VW Passats are recently legal once again.) You have to go several rungs up the price ladder to find other diesel options, such as the Jaguar XE and the BMW 3-series, which carry base prices at least $10K dearer than the little Chevrolet. Of course, the Cruze is no 3-series, but its high-tech diesel engine also comes at a significant price premium. The diesel is available only in one trim level, starting at $24,670 with a six-speed manual transmission, which is $2950 more than an equivalent gasoline-powered Cruze LT sedan. (Incidentally, that price is smack dab in the middle of the range of what VW estimates it will pay owners to buy back a 2015 Jetta TDI sedan.) The optional nine-speed automatic transmission ($1600) and $1125 leather-seating package bundled with a heated steering wheel drove our test car’s total to $27,395. Puts Up Big Numbers The nine-speed gearbox is an impressive unit, serving up smooth and seamless shifts and effectively allocating the 240 lb-ft of torque. Despite an 18 percent reduction in displacement compared with the previous-generation Cruze’s 2.0-liter diesel, the new car hits 60 mph in an identical 8.0 seconds (that’s only 0.4 second behind the performance of the gas model’s turbocharged 1.4-liter). The diesel’s aluminum engine block, along with general weight reduction in the new model, helps it drop 364 pounds versus the last diesel-powered Cruze. Roadholding and braking improve, too, with our car returning a respectable 0.84 g of grip and a 167-foot stop from 70 mph. The new engine also is quieter than before, making itself known only upon cold startup; once it’s warmed up, there’s little to no hint of diesel clatter. Naturally, fuel economy is a crucial metric. It’s up, according to both the EPA and our tests. The government rates it at 37 mpg combined—a 5-mpg bump from the previous Cruze diesel—with either transmission, and our overall average matched that impressive number. In our real-world, 75-mph highway loop, the Cruze achieved a remarkable 52 mpg, 6 mpg better than a Toyota Prius and about 10 percent better than the EPA’s 47-mpg highway rating. If it’s similarly overachieving, the manual Cruze diesel might do better still, given its 52-mpg EPA highway rating. Long-haul drivers take note: 700-mile stints between fill-ups are definitely within reach. Elusive VW Appeal The Chevrolet’s numbers, then, leave no doubt that it’s capable of taking the diesel baton from Volkswagen. Unfortunately, the Cruze does a less convincing VW impression in other regards. It offers a commendable ride-and-handling balance, but it lacks the precisely tuned damping, sharp on-center steering feel, and overall solidity that make VW Golfs and Jettas so satisfying to drive. The Chevy’s cabin, though vastly improved over GM small-car interiors of yore, also lags behind VW’s impeccable interior quality. GM’s newest diesel engine is an undeniably impressive engineering achievement, delivering solid performance and chart-topping efficiency while fully complying with federal emissions regulations. But its appeal is limited by the middle-of-the-pack compact sedan in which it’s installed. Chevrolet may lure a few less discerning TDI owners with the Cruze diesel’s stellar fuel economy, but we note that the appeal of Volkswagen’s TDIs went beyond their powertrains. Photo gallery - http://www.caranddriver.com/photo-gallery/2017-chevrolet-cruze-sedan-diesel-automatic-instrumented-test-gallery#1

TSA warns fleets, drivers that terrorists could target trucks for hijacking and ‘ramming attacks’ Commercial Carrier Journal (CCJ) / May 5, 2017 The Transportation Security Administration (TSA) has issued an internal report warning of the potential for terrorists to use trucks as weapons to conduct attacks. TSA also released a list of countermeasures, mostly involving awareness of surroundings and reporting suspicious activity, that truck owners and operators should heed to help prevent such attacks from occurring. Though none have occurred in the U.S., high-profile truck-ramming attacks have been carried out elsewhere, including a July 2016 attack in Nice, France, that killed 87 people and injured 430, and a similar attack in December 2016 in Berlin, Germany, in which 12 people were killed and 56 were injured. The TSA report cites these and 15 other vehicle-ramming attacks, 10 of which occurred in the past 10 months. The straight truck used in the Nice attack was rented, but the truck and trailer used by terrorists in the Berlin attack was hijacked and driven to Berlin by the assailant. The trucker was murdered by the attacker during the hijacking. Carriers and drivers should maintain “a high level of alertness,” the report says, and should report suspicious activity to authorities and, in the case of drivers, to their carrier. Other countermeasures for carriers and drivers include parking in secure locations, ensuring vehicles are locked, refusing rides for hitchhikers and other strangers and, for carriers, ensuring route compliance of drivers. “Commercial vehicle owners and operators should alert their staff to possible theft or hijacking of vehicles by would-be attackers and the importance of reporting suspicious activities to appropriate authorities,” the report says. Dubbed “Vehicle Ramming: Threat Landscape, Indicators and Countermeasures,” the memo was issued to Homeland Security staffers, law enforcement agencies and others this week. The seven-page internal memo, marked unclassified, was obtained by Overdrive Friday. “Terrorist organizations overseas have advocated conducting vehicle ramming attacks…against crowds, buildings and other vehicles. It is likely that terrorist groups will continue to encourage aspiring attackers to employ unsophisticated attacks such as vehicle-ramming, since these types of attacks minimize the potential for premature detection and could inflict mass fatalities, if successful,” according to the report. Trucks in particular “present an especially attractive mechanism for ramming attacks,” the report says, “because of the ease with which they can penetrate security barriers and the large-scale damage they can inflict on people and infrastructure.”

Heavy Duty Trucking / April 27, 2017 Cummins Westport announced its model-year 2018 lineup of renamed natural gas engines for regional haul, vocational, transit, bus, and refuse applications. The new lineup comes with a name change. Following Cummins' tradition of using B, L, and X series letters followed by the engine displacement, the new natural gas engines will add an “N” designation. The new B6.7N, L9N, and ISX12N engines are EPA and California Air Resources Board (CARB) Low NOx certified and feature onboard diagnostics, closed crankcase ventilation systems, and performance and reliability improvements. The new ISX12N also features a redesigned fuel system with fewer parts and improved performance. Cummins Westport 6.7- to 12.0L engines are designed for truck and bus applications up to 80,000 pounds. Vehicles can be tailored to perform to meet customer requirements with enough range to offer route flexibility without in-route refueling. For example, on-highway natural gas trucks can have over 700-mile range capability. All CWI engines offer customers the choice of using compressed natural gas, liquefied natural gas, or renewable natural gas as a fuel. Using a low carbon intensity RNG fuel provides better GHG reductions and is part of the company’s zero emissions strategy. Cummins Westport engines use proprietary spark-ignited, stoichiometric combustion with cooled exhaust gas recirculation technology, and three-way catalyst aftertreatment, which is packaged as a muffler and does not require scheduled maintenance. No diesel particulate filter or selective catalytic reduction aftertreatment is required. “Our 2018 product line demonstrates an important milestone in product development for Cummins Westport, creating a move to zero emissions strategy for our customers and industry," said Rob Neitzke, president of Cummins Westport. "We are particularly pleased that the ISX12N will join the L9N in offering our on-highway customers the benefits of performance and reliability at an ultra-low emissions level described by California's South Coast Air Quality Management District as equivalent to an electric vehicle. This move to zero emissions strategy means our customers can choose the most affordable path to zero-equivalent emissions with no commercial constraints on supply or technology readiness." .

Heavy Duty Trucking / April 27, 2017 Half a century looks pretty good on Western Star. The truck OEM, which company president Kelley Platt likes to tout as "the last of the custom truck builders," has hit the half-century mark and celebrated with a press event in Phoenix, Arizona, to unveil a host of equipment upgrades and present the Owner-Operator Independent Drivers Association a new Model 5700XE tractor to use in its efforts to promote both owner-operators and the trucking industry at large. A host of new trucks were on hand for test drives as well, sporting eye-catching new paint jobs that recreate the colors and patterns Western Star used for its show trucks back in the 1970s. At a press briefing, Platt reviewed Western Star's performance so far this year, as well as the state of the trucking industry overall, noting that the brand's parent company, Daimler Trucks North America, is seeing signs of market recovery nationwide that could lead to an uptick in freight volumes. Platt said she still expects Class 8 volume to be at or near 198,000 units this year, adding that Western Star built 7,323 trucks last year, putting the company at 3.8% market share. Platt said that given Daimler's market share numbers for the past few years, the vocational market is a natural space for Daimler to grow in — an effort that favors Western Star's tough, vocational models. Based on those goals, Platt said she expects to see Western Star's market share grow to 8% by 2025. In other news, Western Star announced a host of new features and options for its model lineup, including: Detroit 23,000-pound front steer axle for 4800 and 4900 truck models, designed for applications that require a higher front axle weight rating like snow plow, dump and heavy haul. 5-Man Crew Cab option: The 4700, 4800, 4900, and 6900 truck models can now be spec’d with an aftermarket-installed 5-man crew cab option with either two or four doors. A new Western Star 5700 truck configuration for expeditor and RV applications in available in a day cab or sleeper. Another new features is RollTek Seats, which inflate side-impact airbags, tighten seat belts and compress air suspension seats to the lowest position to prevent serious injuries to the driver, in the unlikely event of a rollover. In addition, sealed frame rails for Western Star 4700, 4800, and 4900 truck models reduce corrosion on double channel and partial liner configurations. The company also unveiled a new, smaller, 25-ton, off-highway truck for construction, mining and quarry site hauling. The new XD-25 is available with a Tier 3 Series 60 or Detroit DD13 engine, and is powered by the Allison Off Road Series (ORS) transmission and planetary gear sets. Together, the engine and transmission combination results in more power for loaded applications and higher speeds when unloaded. “The XD-25 provides yet another extreme duty option for customers who tackle the toughest challenges,” said Platt. “These units are specifically designed to handle off-road jobs without compromising fuel economy and cycle time efficiency.” .

Heavy Duty Trucking / April 27, 2017 Meritor has announced that its 13X single-drive axle will become standard equipment on the International DuraStar in July. The axle will also be available as an option on other International medium-duty trucks. The 13X is based on Meritor’s 14X platform and designed specifically for medium-duty truck applications. The 13X is 59 pounds lighter and 0.5% more efficient than the company's previous offering. Available in a variety of ratios from 3.90 to 6.50 and with gross axle weight ratings between 17,000 and 21,000 pounds, the 13X is engineered for multiple medium-duty applications, including pick-up and delivery, beverage, utility, school bus, construction, and ambulance. The 13X is also designed for applications with standard differentials. For limited application options that the 13X will not address, including ratios or driver-controlled differential lock, the 14X single-axle platform will continue to be available. The 13X can be configured with hydraulic disc brakes or drum brakes. "The 13X axle brings Meritor's legendary durability and efficiency to a wide range of applications in the medium-duty market," said Ken Hogan, vice president, rear drivetrain for Meritor. "International Truck's medium-duty customers spec'ing the 13X will be equipping their fleets with an axle system that is lighter, more efficient and tailored to their needs. It's a smart choice for this market." .

For many years, the U.S. market truck industry media largely did not report on Scania. However over the last year, it's interesting that they now find it necessary to do so, even though Scania is still not in the US truck market (aside from powering Oshkosh trucks). Daimler has an incredible organization, but Scania is arguably the most advanced truckmaker in the world.

Electric Trucks Charge Ahead Heavy Duty Trucking / May 2, 2017 Autonomous trucks get all the headlines these days. But it’s starting to look like your first, hands-on exposure to all the new transportation technology emerging today may just be with an electric truck. Oh, stop it. I can hear you grumbling from here in Alabama – and I’ve got Tom Petty & The Heartbreakers cranked up loud, too. If you’re yearning for a simpler time in terms of truck tech, I understand. Until very recently, “cutting edge” was a term not usually associated with American truck fleets. Even in the hallowed halls at the ATA's Technology & Maintenance Council, discussions on emerging technology are often sprinkled with a great deal of caution or even outright pessimism. The technology in and of itself is often fascinating, they’ll often tell you. But they get paid to make sure freight gets delivered and trucks keep running. And new technology can get really scary fast then you’re looking at things through that particular prism. Still, the trend lines are plainly visible. There is a lot happening in the electric commercial vehicle space right now, with Nikola to Tesla here in the States, Mitsubishi Fuso and Hino in Japan, Mercedes-Benz in Germany and now Scania in Sweden. Electric trucks are already here in small numbers. And it seems reasonable to assume that electric trucks will be attempting to break into the American market in an even bigger way soon – quite possibly within the next couple of years. Scania is the other Swedish truck manufacturer over in Europe: The one that doesn’t sell trucks over here in the States [It does sell industrial engines in the US]. But its approach to electric trucks is interesting because the company is not limiting itself to one particular technology path. It has embraced a wide range of new EV technologies, including “conventional” battery powered vehicles, buses that recharge wirelessly, tractors that connect to an overhead power line – even a new hybrid system that runs a hydrotreated vegetable oil-electric drivetrain. The full story is here, but there are several interesting takeaways in the piece that lend support to the view that EVs in the U.S. are a matter of when, and not if: Interest in low-emission commercial vehicles from consumers in Europe is growing daily. As a result, the pressure among OEMs and suppliers in Europe to develop viable systems and vehicles is “intense.” China is the leading market for electric commercial vehicles today and accounts for 95% of the world’s stock of electric buses in service today with more than 100,000 units on the road. The price points on battery technology and associated technologies are falling rapidly. Acquisition costs remain high, but long-term operating costs are lower for fleets. Development of long-haul electric commercial vehicles currently lags behind buses and urban and regional vehicles, but market forces are already starting to ramp up work on these models. One of those market forces, I would add, is stiff competition from here in the United States. So, the stage is set for some interesting developments in the coming years. And who’s to say? Maybe it will be the Americans who take the lead in terms of long-haul electric tractors. Which would be ironic considering the current lack of enthusiasm for the technology here in America on the fleet side of things. But hey – stranger things have happened.

Countries with Euro 3 emissions or lower.

Still in operation, under Volvo ownership. The location assembled its 24,000 CKD truck kit in 2015. .

Bob, you know..........it's a labor of love.