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This news article is from January 12, 1999. Under foreign aggressor Volvo ownership, the Mack "brand" ranks no. 6 (the Volvo brand ranks no. 5). http://www.todaystrucking.com/mack-records-sixth-straight-year-of-us-market-share-growth ---------------------------------------------------------------------------------------------- Mack records sixth straight year of U.S. market share growth Today’s Trucking / January 22, 1999 LEHIGH VALLEY, Pa. -- Mack Trucks Inc. recorded its sixth straight year of market share growth in U.S. class-8 retail sales last year, but lost ground in Canada. The company said it closed 1998 with 26,801 U.S. Class 8 retail sales, which represented 12.8% of the heavy-truck market. This is an increase from 12.5% in 1997, making Mack the only U.S. class 8 truck manufacturer to consistently increase its market share over the last six years. The company's Canadian subsidiary, Mack Canada Inc., increased its retail sales volume by 4.2%, to 2886 vehicles. This represented a 10% share of the Canadian market, compared to 10.4% in 1997. Mack is North America’s No. 3 class-8 truckmaker, behind Freightliner Corp. and Navistar International.

Peterbilt Model 579 Updates Aimed at Fuel Economy Heavy Duty Trucking / March 24, 2017 Peterbilt has made changes to the Model 579 Epiq package that it says deliver an 8% fuel economy improvement for the 2018 model year. For the 2018 model year, Peterbilt’s Model 579 Epiq is available with the Paccar [DAF] MX-13 and MX-11 engines and is paired with the Fuller Advantage automated transmission, offering a wide range of horsepower and torque ratings. Fuel economy improvement resulting from the 2017 MX engines is up to 4% over the prior model year. The new Paccar engines are also lighter by 50 pounds than previous options and offer extended service intervals, leading to more uptime and lower maintenance costs over the life of the vehicle, according to Peterbilt. Predictive Cruise Control on the MX engine provides additional fuel economy improvements of up to 3%, according to Peterbilt. By optimizing the truck’s speed based on the terrain, Predictive Cruise Control allows the truck to operate in the most efficient manner for the situation. The recently introduced Paccar 40,000-pound tandem drive axle is also standard with the Model 579 for linehaul applications. Its design optimizes power distribution and has fewer parts for reduced maintenance, greater reliability and a 150-pound weight savings. It features a through-shaft design that optimizes power flow in the forward rear axle for better efficiency and less oil churning losses, resulting in a 1% fuel economy improvement. Peterbilt has also introduced new interior color options, automatic interior temperature control for the Model 579 and several other features to improve driver comfort, the company said. “Peterbilt trucks and Paccar MX engines are optimized to deliver unprecedented levels of value,” said Kyle Quinn, Peterbilt general manager and Paccar senior vice president. “The newest generation of Paccar MX engines and powertrain technologies once again raises the bar for fuel efficiency, performance and reliability, resulting in the lowest cost of ownership in the industry.” .

Peterbilt’s Chassis Routings Improve Serviceability Heavy Duty Trucking / March 24, 2017 Peterbilt has implemented newly engineered routings in all configurations of the Models 579 and 567 as well as in the Model 389 to enhance serviceability across product lines. The engineered routings bundle each system-- air, fuel, and electrical-- separately, to allow easier identification and service by technicians. These routing enhancements are standard with orders specifying 2017 emissions engines. “Thanks to the innovative features of the engineered chassis routings, Peterbilt customers will enjoy enhanced ease of repair and maintenance,” said Scott Newhouse, Peterbilt chief engineer. “Peterbilt has taken great strides to improve product quality with the implementation of the engineered routings, which provide consistent manufacturability, improved product quality and improved serviceability.” Peterbilt also announced the introduction of the Paccar Engine Pre-Owned Warranty for Peterbilt Red Oval-certified truck customers.The warranty is offered and administered through Peterbilt dealers and Paccar Financial USed Truck Centers, providing protection for the MX engine and aftertreatment system for one year and 125,000 miles and a 90-day buyer assurance plan covering major chassis components. Peterbilt Red Oval Certified vehicles pass a comprehensive 150-point factory certified inspection performed by factory-trained service technicians. All Red Oval certified trucks are reconditioned and serviced, including DPF cleaning and an oil and filter change. Additionally, every Red Oval truck is DOT-certified. “With the Paccar Engine Pre-Owned Warranty, Peterbilt further enhances the Red Oval certified program,” said Robert Woodall, Peterbilt assistant general manager of sales and marketing. “Buyers of Red Oval certified trucks benefit from additional assurance of the MX engines’ proven durability and reliability.” .

According to multiple Trump administration officials, the president’s chief strategist Stephen K. Bannon is advising him to take names and keep a hit list of Republicans who worked for Trumpcare’s defeat. “[Bannon] has told the president to keep a sh*t list on this,” one official said. “He wants a running tally of [the Republicans] who want to sink this…Not sure if I’d call it an ‘enemies list,’ per se, but I wouldn’t want to be on it.” One aide described it as a proposed “hit list” for Republicans not sufficiently loyal. Courses of action stemming from any related tally is yet to be determined, but the idea and message is that “we’ll remember you.” Two senior Trump administration officials say Bannon and Trump have taken a “you’re either with us or against us” approach at this point, and that Bannon wants the tally of “against” versus “with us” mounted in his so-called West Wing “war room.” “Burn the boats,” Bannon advised Trump. Burning one’s boats is a reference to when military commanders in hostile territories order his or her troops to destroy their own ships, so that they have to win or die trying. http://www.thedailybeast.com/articles/2017/03/24/bannon-tells-trump-keep-a-shit-list-of-republicans-who-opposed-you.html

BBC / March 25, 2017 US President Donald Trump says he will turn to tax reform, following his failure to get his healthcare bill through Congress on Friday. The draft bill would have scrapped the Affordable Care Act, which requires all Americans to have healthcare but offers subsidies to people on low incomes. "I would say that we will probably start going very, very strong for the big tax cuts and tax reform. That will be next," said Trump at the White House. However, the tax cuts were supposed to be paid for by savings from the withdrawn healthcare bill. Without the spending cuts in the failed bill, any tax cuts will add to the federal budget deficit. The president refrained from criticising Mr Ryan, whose job as speaker of the House involves rallying support for controversial bills. "We learned about loyalty; we learned a lot about the vote-getting process," Trump said. Obamacare has been troubled by increases in insurance premiums. It also imposes tax penalties on uninsured Americans - many of them low- to moderate-income earners. However, it also bans insurance companies from denying health coverage to people with pre-existing health conditions and allows young people to remain on their parents' plans until age 26. . .

The Guardian / March 24, 2017 Republicans’ efforts to repeal the Affordable Care Act (ACA), better known as Obamacare, looked a lot like a tall man trying to stay warm under a short blanket. When Republicans pulled in one direction, they lost coverage at the other end. Hardline conservatives wanted to change regulations that define health insurance, such as a requirement that health plans cover maternity care. But when they got the concessions, the Republicans lost moderate members, who were concerned their constituents would lose basic services. That left the party leadership with no choice but to pull the bill or risk a humiliating defeat. What would the bill have done if it had passed? A late amendment to American Health Care Act struck at the heart of Barack Obama’s ACA, allowing states to define the health benefits that insurance policies must cover, called “essential health benefits”. Just as they sound, these benefits define American health insurance. They require companies to cover the expense of having a baby, catching a cold, or breaking a leg. Republicans argued that people should “choose” the coverage they want, but because health insurance is interconnected, such a policy was likely to harm all patients. Think of the health insurance system as a tower of blocks – if you remove one from the middle, it makes the entire structure less sound. That is a good analogy for how removing essential health benefits works. Once one benefit is removed, it makes plans which continue to offer that benefit more expensive, meaning only really sick people will buy them – which further drives up the cost. For example, before the protections were passed, 62% of insurance plans bought on the open market did not include maternity care, according to the health and human services department. Often, maternity care was offered as an expensive add-on. Another 34% of plans did not cover substance abuse (think: opioid crisis) [self-inflicted, why should/would it?], and 9% did not cover prescriptions (remember that cold?). That kind of federal plan could be hard for states to decide on by January 2018, and could tempt them instead to certify “bare bones” plans as eligible for federal tax credits. Hollowed-out protections for sick people With the essential health benefits gutted, some experts believed insurance companies would have an incentive to offer a narrower list of benefits. Why? Because Republicans maintained a requirement that insurance companies sell policies to even very sick people. Experts believed that would push companies to offer skimpy plans, to keep sick people off their rolls. Imagine a world in which some health plans did not cover chemotherapy. Plans that that did would be much more expensive, because people who had cancer in the past, or whose family had a history of cancer, would be more likely to sign up and use those services. The effect would be that so many sick people would sign up, the cost of coverage would increase for everyone under that plan. But wouldn’t people still get help to buy insurance? Yes – and that was one of the reasons the health plan was always going to be difficult for a broad base of Republicans to support. Giving Americans tax credits to buy health insurance looked to conservatives too much like Obamacare, while huge overhauls to Medicaid – public health insurance for the poor – left moderate Republicans worried about constituents who depend on those services. [Why should the poor continually depend on Medicaid at the expense of the middle class? (You know the upper class, like Trump, weasels out of taxes) If Trump is going to create good paying jobs for the masses and the vast majority of the “poor” are able-bodied, this concern would be resolved]. Further, Republicans’ last-minute amendments actually increased the price tag of their bill, without insuring more Americans. A Congressional Budget Office analysis found that the changes still left 24 million Americans without insurance and reduced savings over the next decade, from $337bn in the first draft, to just $150bn. The age tax On the moderate end, the very powerful American Association of Retired Persons was upset at what it called the “age tax”. That was a plan to allow insurance companies to charge Americans aged over 50 five times more than the young. Combined with Republicans’ plans to offer less financial help to the poor, it meant a 64-year-old earning $26,500 per year would pay $12,900 more every year for their insurance. Republicans added an $85 billion slush fund to the bill to try to counter these costs, but it was unclear how much that might have helped older Americans. Currently, insurance companies are allowed to charge older Americans three times more than the young. Poverty penalties Under the Republican plan, the less money you made, the worse off you would be. An analysis by the Tax Policy Center found that people who make less than $10,000 per year would have lost $1,400 per year because of cuts to Medicaid. [Middle class] People earning between $50,000 and $75,000 would have seen a small tax break of about $60. However, the very poorest would probably suffer the most. A vast $880bn cut to Medicaid would result in 14 million fewer people using the service, Congressional analysts found. By contrast, rich Americans would have seen a significant tax benefit. People who earn $200,000 per year or more would see an average tax break of $5,640, or about 1.1% of their income. Nearly all of that is from tax breaks Republicans included in the bill. But wouldn’t this bill spur competition? Some analysts think it would, especially for young people. But it would still leave many more people, 52 million by the end of the decade, uninsured. That is not just an inconvenience. Lack of health insurance could result in more than 44,000 deaths per year, researchers at the American Journal of Public Health found. That is more than kidney disease causes. .

Fleet Now Operating Zero-Emissions Natural Gas Engine Heavy Duty Trucking / March 23, 2017 Total Transportation Services, Inc. (TTSI), a drayage trucking company in the ports of Los Angeles and Long Beach, Calif., has begun using one of the first Cummins Westport (CWI) ISX12 G low-NOx natural gas engines for its trucking operations. Available for order later this year, the 12.0L engine’s emissions will be certified by the California Air Resources Board (CARB) to produce 90% less NOx than the current EPA standard for heavy-duty engines, and are equivalent to that of a truck powered by electricity from the electrical grid. “The trucking industry is facing hard choices on how we are going to reduce our emissions impact, especially here in Southern California,” said Victor La Rosa, CEO and President of TTSI. “We believe the quickest and most affordable way to cut our NOx emissions to essentially zero is with the new CWI engine and renewable natural gas (RNG). We’ve successfully operated natural gas trucks in the San Pedro, Calif., ports since the last Clean Trucks program in 2008, and it’s great that we now have a dramatically improved engine and an even cleaner fuel with renewable natural gas.” In 2016, Cummins Westport began full production of the 8.9L ISL G low-NOx engine and has shipped engines to bus and refuse truck OEMs. The ISX12 G low-NOx engine is based on the 12.0L ISX12 G first introduced in 2012 and will start production early next year. CWI anticipates a large demand for this heavy-duty alternative-fuel truck engine. South Coast Air Quality Management District and the California Energy Commission supported Cummins Westport by providing development funding, recognizing the importance of this technology in helping California reduce emissions from heavy-duty trucks. About one-third of California residents live in communities with pollution that exceeds federal standards, according to estimates by CARB.

Truck News / March 23, 2017 Recognizing some of its customers weren’t yet ready to transition to the new CK-4 and FA-4 heavy-duty engine oil categories introduced in December, Chevron has opted to continue offering CJ-4 in addition to its new category oils. “Initially, going into it, a lot of people expected there would be a mandatory conversion to CK-4 or FA-4 and that hasn’t been the case,” Rommel Atienza, commercial brand manager for Chevron in North America told Truck News in an interview at the Mid-America Trucking Show. “To that point, we still have a 15W-40 CJ-4 product available in the market today. That decision was made when we started to hear about the direction OEMs were going and the hesitation some of our customers had in that conversion. They really wanted to see the benefits of CK-4 and FA-4 products before they made that transition.” Meanwhile, Chevron is continuing its educational outreach to inform customers about the benefits of the new category oils. “We are finding we still have to continue that work from an education standpoint,” Atienza said. “It’s amazing how many people still have no idea what is going on with that particular transition. People still have a lot to learn around the category change.” Atienza said Chevron is the only major oil company to continue producing and selling CJ-4 product. Fleets will still have to transition to the new oils as they add new tractors, but extending the use of CJ-4 allows them to defer the 3-5% upcharge for the new oils. “Some of the folks really evaluated their fleets and whether or not they needed to make that transition at this time, and since it wasn’t mandatory, decided they would stay with CJ-4 for the time being,” said Atienza. “We’re seeing that as an advantage in some cases, where these customers who have older equipment feel they aren’t ready to make that transition and we have that opportunity to keep them on CJ-4 product until they’re ready to make that move.” Atienza said Chevron hasn’t yet decided when it will discontinue production of CJ-4. Better performing CK-4 and FA-4 oils hit the market in December 2016. They are required to handle hotter temperatures generated by the latest-generation, low-emission engines. While Chevron has chosen to continue offering both categories, Atienza added it’s not because it doesn’t believe in the benefits of the new categories. “We’ve done some preliminary teardowns and the data looks really good,” Atienza said of the new category oils. “We are seeing the oxidation stability protection that the new spec’ calls for and we’re seeing a lot less deposits on the pistons. And the oil, at the end of the day, is lasting longer. We are really happy with the results we’ve seen so far.” While the transition to CK-4 is underway, the adoption of FA-4 – a low-viscosity oil designed to provide further fuel savings through lower high-temperature high-shear properties – has been slow. Only Detroit has announced it’s factory filling with FA-4 and Atienza acknowledged the lack of support for fuel economy category came as a surprise. “There has been a much slower transition and we are not expecting a lot of people to move to that this year,” he said. “I think they’re still trying to understand what the benefits are and there just isn’t the demand for it right now. We’re going to keep our eyes on that; we will see what the OEMs do.” Chevron plans to continue its educational campaign around the new category oils. But it also wants customers to know they don’t have to make the switch if they’re running older equipment and want to continue using CJ-4. “I think right now, the biggest misconception we’re seeing is, people think there aren’t any other options available,” said Atienza. “When we tell them we still have CJ-4 product available it’s a surprise to a lot of these folks because most other oil companies have made that full transition.” Of course continuing to offer CJ-4 also means there’s one more product in the marketplace that customers will have to be sure not to put into new equipment. Atienza said its CJ-4 oil retains its traditional packaging while CK-4 and FA-4 are both clearly labelled as such. “That helps our customers reduce the risk of using the wrong product,” he said. Related reading - https://www.bigmacktrucks.com/topic/49214-ford-offers-ck-4-alternative-oil-for-super-duty-diesels/

Navistar Expands OnCommand Connect Capabilities Heavy Duty Trucking / March 23, 2017 Navistar unveiled three new OnCommand Connect Telematics offerings at the Mid-America Truck Show today, including its new, OnCommand Connection Telematics. The new system supports all makes and models of Class 6 through 8 vehicles, provided they are equipped weight a J1939 or J1708 diagnostic port. This new system integrates and interprets vehicle health information from multiple telematics sources in an integrated approach with a user-friendly interface. The system is designed to give owner-operators and small fleets the same telematics-enabled diagnostic powers that big fleets enjoy. OnCommand Connection Marketplace is a new, open-architecture, cloud-based, technology platform for a broad range of driver support tools. The first app supported by this system is the OnCommand Electronic Driver Log (ELD) which automates Federal Hours of Service compliance requirements mandated for all carriers by Dec. 18, 2017. Other tools, such as driver inspection reports, will become available later. OnCommand Connection Telematics, OnCommand Connection Marketplace and the Electronic Driver Log app will be available mid-summer at International Truck dealerships, select retail locations and online.

Allison TC10 Available for Kenworth, Peterbilt Trucks Later this Year Heavy Duty Trucking / March 23, 2017 Allison Transmissions has announced that its TC10 transmission will be available from Paccar later this year in the Kenworth T680 and T880, and Peterbilt 567 and 579 truck models. The fully automatic TC10 combines Allison’s torque converter with a twin countershaft gear scheme. The company said this combination provides both full power shifts and cruising fuel economy for greater productivity and efficiency. The transmission is well-suited for distribution applications in which the tractor-trailer splits its work cycle between city and highway conditions. "The TC10 combines the startability and continuous, uninterrupted power shifting qualities of a fully automatic transmission with the cruising aspects of a manual transmission," said Heidi Schutte, Allison’s vice president of marketing and sales for the Americas. “Simply put, drivers don’t have to be experts at shifting because the TC10 shifts for them at exactly the right point to maintain vehicle performance and maximize fuel economy, thereby allowing the driver to focus their attention on the road.” Fleets adopting the TC10 and sharing data with Allison are reporting an average fuel economy improvement of 5% when compared to other transmission technologies. With FuelSense technology, a unique package of software and electronic controls, the TC10 is designed to achieve the best fuel economy in most situations, according to Allison. The Allison TC10 includes a standard warranty of five years or 750,000 miles, with no exclusions on individual components and no scheduled maintenance for 500,000 miles. .

Allison TC10 Available for Kenworth, Peterbilt Trucks Later this Year Heavy Duty Trucking / March 23, 2017 Allison Transmissions has announced that its TC10 transmission will be available from Paccar later this year in the Kenworth T680 and T880, and Peterbilt 567 and 579 truck models. The fully automatic TC10 combines Allison’s torque converter with a twin countershaft gear scheme. The company said this combination provides both full power shifts and cruising fuel economy for greater productivity and efficiency. The transmission is well-suited for distribution applications in which the tractor-trailer splits its work cycle between city and highway conditions. "The TC10 combines the startability and continuous, uninterrupted power shifting qualities of a fully automatic transmission with the cruising aspects of a manual transmission," said Heidi Schutte, Allison’s vice president of marketing and sales for the Americas. “Simply put, drivers don’t have to be experts at shifting because the TC10 shifts for them at exactly the right point to maintain vehicle performance and maximize fuel economy, thereby allowing the driver to focus their attention on the road.” Fleets adopting the TC10 and sharing data with Allison are reporting an average fuel economy improvement of 5% when compared to other transmission technologies. With FuelSense technology, a unique package of software and electronic controls, the TC10 is designed to achieve the best fuel economy in most situations, according to Allison. The Allison TC10 includes a standard warranty of five years or 750,000 miles, with no exclusions on individual components and no scheduled maintenance for 500,000 miles. .

A group of Daimler AG researchers have been observing the effects of artificial daylight on the mental state and performance of truck drivers in a series of experiments set in the Polar Circle’s winter darkness. Siegfried Rothe, project manager and head of Daimler’s experiment works with Daimler to help improve living conditions for truck drivers, subsequently improving the image of the occupation. Rothe determined due to the shape of most truck cabs, only a comparatively low percentage of natural daylight reaches a truck driver’s light receptors, and sparked the idea for the experiment. Eight Daimler test drivers participated in what would be two typical working weeks for truckers at the site in Rovaniemi, Finland. Alternating between one week in a truck cab with conventional lighting and another week with a “Daylight+” module which supplied additional daylight while driving and during breaks, the truckers were observed and compared to only themselves.The drivers were examined for performance changes when they were exposed to additional biologically effective daylight under clearly defined conditions. The additional light was distributed in three different intensities. Steady light while driving, whereby the intensity was adjusted to the exterior light level. An intense light shower of maximum intensity during the tests before and after driving. Light while reclined, likewise of maximum intensity, during breaks while the driver relaxes in their seat, which has been positioned for a power nap. After the two-week experiment concluded, the drivers were individually interviewed. Having both spent time in the Arctic Circle during the darkest time of the year, Daimler test truck drivers, Richard Schneider and Philippe Strasser both expressed enthusiasm for Daylight+. In addition, the drivers from the experiment consistently reported their perception of space in the cab to be considerably more pleasant with the article daylight system. "When designing the series of tests, we hadn't even considered that the space might appear larger," said Rothe. According to Rothe, it will take several months to analyse the data from the series of experiments in the Arctic Circle. “Only then we will be able to make a recommendation as to whether the test findings should advisably lead to changes in the design of cab lighting.” .

Mack Adds Automatic Standby to 6x2 Liftable Pusher Axle Heavy Duty Trucking / March 23, 2017 Mack Trucks has added an Automatic Standby Mode option for its 6x2 liftable pusher axle available on Pinnacle highway models, the company announced here at the Mid-America Trucking Show. Macks aid that with Automatic Standby Mode, drivers no longer need to manually activate standby mode, which simplifies operation. The 6x2 with liftable pusher axle offers improved fuel efficiency and productivity and is designed for applications that haul out heavy and return empty. Mack has also added rear air disc brakes as an option to its 6x2 liftable pusher axle. When the ignition is off, Automatic Standby equalizes the suspension pressure, preventing the rear axle from being overloaded. The drive doesn’t need to initiate standby or remember to the button sequence to put it into standby. The 6x2 with liftable pusher axle is capable of determining payload by using sensors in the rear suspension and either lifting or lowering the foremost rear axle. When an empty load is detected, the axle lifts, allowing the tractor to operate as a 4x2 for less drag, better fuel efficiency and reduced tire wear, which helps lower maintenance costs. For full loads, the same axle is lowered to provide additional stability and distribution of the trailer’s weight. “The Mack Pinnacle 6x2 with liftable pusher axle model really helps those customers in bulk haul applications save on fuel because sensors lift or lower the axle to decrease or increase traction, providing better performance and ride,” said Roy Horton, Mack director of product strategy. “The addition of Automatic Standby Mode further simplifies things for the driver by eliminating any need for manual input in putting the truck in standby mode to prevent overload.” .

Mack Ups Fuel Efficiency with Super Econodyne Direct Option Heavy Duty Trucking / March 23, 2017 Mack Trucks introduced Super Econodyne Direct, a new fuel-saving option that combines the Super Econodyne engine rating with a direct-drive version of its mDrive automated manual transmission. here at the Mid-America Trucking Show. “Our Super Econodyne rating was previously only available with the overdrive version of the mDrive, but the recent release of numerically lower rear axle ratios allows us to use the direct drive variant,” said Scott Barraclough, Mack technology product manager. “The result is up to 1% better fuel efficiency on top of the 3% Super Econodyne already delivered on its own.” In addition to a higher top gear ratio, the direct drive mDrive is more efficient because it features reduced parasitic losses. This results from torque not transmitted to the direct drive mDrive’s countershaft while in top gear. Instead, the transmission's input and output shafts are essentially locked together, according to Mack. Super Econodyne Direct is best suited for applications of 80,000 pounds GCW or less where drivers remain in top gear for a large percentage of the time. It also works best on mostly flat terrain and when drivers remain mostly in constant speed. Mack’s Super Econodyne rating fully integrates Mack MP engines and the Mack mDrive to deliver fuel savings. The integrated powertrain enables lower engine cruise RPM to save fuel, without impacting power or performance. Super Econodyne-rated Mack engines cruise at approximately 1,150 rpm, a reduction of 200-300 rpm from a typical highway cruise rpm, which results in up to 3% improved fuel efficiency. Super Econodyne ratings are available for the 11-liter Mack MP7 and 13-liter MP8 engines. Mack also announced that its 2017 MP8 engine with turbo compounding is now available for order. The turbo compounding system gives the engine an improved operating range and holds the top gear when cresting a hill, even with the engine rpm decreasing. Available exclusively with Mack’s Super Econodyne downspeeding package, the MP8 with turbo compounding converts wasted energy from the exhaust into mechanical energy that is fed back to the engine. The system adds up to 50 additional horsepower, improving fuel efficiency by up to 8.8%, according to Mack. The additional power generated by the turbo compounding system allows the engine to maintain full torque as low as 900 rpm.

Sean Kilcarr, Fleet Owner / March 23, 2017 The demand for better fuel economy is still there, but GM says the desire for more “functionality” is what’s driving work truck design efforts now. John Schwegman will tell that while demand for greater fuel economy “has always been important and will stay that way” for light- and medium-duty units “work truck” roles, the desire now is for more options and more overall “functionality” when it comes to vocational-focused platforms. Schwegman, U.S. director of commercial product and medium duty for the General Motors fleet division, explained to Fleet Owner during an interview at the 2017 NTEA Work Truck Show, that the focus on the segment is now turning to delivering more focused products to “fill up the series of niches” in the work truck space. “These fleets don’t want a lot of frills but they do want functionality,” he stressed. “They don’t want leather interiors or chrome but they do want safety features such as collision mitigation and automatic emergency braking (AEB) systems. There is a definite trend towards a willingness to pay for them.” As a result, he said Chevrolet is crafting mid-level and base-level packages that incorporate such safety technology. “They’ve become very popular [systems] across the work truck buyer spectrum; we’ve heard that loud and clear,” Schwegman noted. Yet “functionality” also revolves around getting more vocational truck options as well, he emphasized – especially when it comes to powertrains. That’s one reason why GM went into partnership with Navistar to build a new Class 4-5 conventional commercial truck due to launch next year, he said – one that will be offered with GM’s Duramax diesel engine mated to an Allison Transmission automatic gearbox by the second half of 2018. “This is another opportunity to bring higher fuel efficiency together with more performance in this segment,” Schwegman pointed out. “It offers the low-end torque the work truck side of the business wants and is also 100% rated to run on B20 biodiesel fuel.” GM is also moving to offer more “hardened” engines in this space as well that can run on 100% compress natural gas (CNG) or propane or on some “bi-fuel” mixture of CNG and gasoline if desire. On another front, GM’s recent introduction of a Class 6 low cab forward model – the 6500XD – expands its lineup of cabover Class 3-5 medium-duty trucks built in partnership with Isuzu Commercial Truck. The key to the 6500 XD is it’s just under 26,000 lbs., so it doesn’t require a commercial driver’s license to operate. “Now we will have models across the work truck spectrum: pickups, vans, medium-duty conventionals and cabovers,” Schwegman explained. “Now our customers can go to one dealer, one OEM, for all of their work truck needs. It allows them to ‘hit the easy button’ where their truck needs are concerned.” Having both medium-duty conventional and cabover or “tilt cab” models on hand also fulfills the “functionality” role, too, as each brings specific performance advantages to the work truck table. Schwegman said sales of “tilt cabs” track around 20,000 to 25,000 units per year, with 80% of them focused on pickup and delivery operations in metropolitan markets where turning radius is vital. “Our low cab forward trucks have an incredibly tight turning radius; one equal to a Chevy Sonic,” which is one of Chevrolet’s most compact of cars, he pointed out. But conventional models, which see sales of 50,000 to 60,000 units annually, offer higher ground clearance in both on- and off-road operation and are a better fit for more rough-and-tumble work for landscapers, utility fleets, and in the oil fields. The final piece of “functionality” revolves around communication links and truck telematics. Again, Schwegman sees a “divergence” among buyers as to what level of communication and vehicle data analysis they desire, but the demand for it is there among all of them. “We’ve got OnStar available across 98% of our platforms; it’s embedded into the vehicles for customers to use if they so choose,” he said. “So what we’re doing now is developing ‘cheaper’ communication packages for crash notification, emergency response, and route monitoring – that gives fleets an ‘easy button’ for basic services,” Schwegman explained. “But for those that want to dive deeper into telematics and data analysis customized to a particular fleet, we offer services through our partners Telogis and Spireon,” he said. “The whole point is this: it’s built in, so if you want it, it’s there; you don’t need to buy a system and install it. But if you don’t want it, no worries; you don’t have to use it.”

Fleet Owner / March 23, 2017 Emphasizing the brand’s “tradition of application excellence” and customer-focused innovation, Mack Trucks used its media slot at the 2017 Mid-America Trucking Show Thursday to introduce three new products aimed at improved fuel efficiency. The Super Econodyne Direct is a new fuel-saving option that combines Mack’s Super Econodyne concept with a direct drive version of the Mack mDRIVE automated manual transmission (AMT) to boost fuel efficiency by up to 1 percent. The result is up to 1 percent better fuel efficiency on top of the 3 percent Super Econodyne already delivered on its own, according to the company. Despite a numerically higher top gear ratio, the direct drive mDRIVE is inherently more fuel efficient thanks to reduced parasitic losses, explained Roy Horton, Mack director of product strategy. This is due to the fact that torque is not transmitted to the direct drive mDRIVE’s countershaft while in top gear. Instead, the transmission’s input and output shafts are essentially locked together. Super Econodyne Direct is best suited for applications of 80,000 lbs. GCW or less where drivers remain in top gear for a large percentage of time. It also works best on mostly flat terrain and when drivers remain mostly in constant speed. Mack’s Super Econodyne rating fully integrates Mack MP engines and the Mack mDRIVE to deliver significant fuel savings. The integrated powertrain enables lower engine cruise RPM to save fuel, without impacting power or performance. Super Econodyne-rated Mack engines cruise at approximately 1,150 rpm, a reduction of 200-300 rpm from a typical highway cruise rpm. Super Econodyne ratings are available with both the 11-liter Mack MP7 and 13-liter Mack MP8 engines. In other news, Mack Trucks has rolled out Automatic Standby Mode, an innovation for its 6x2 liftable pusher axle available on Mack Pinnacle highway models. The 6x2 with liftable pusher axle offers improved fuel efficiency and productivity benefits and is designed for applications that haul out heavy and return empty, such as bulk haul. The addition of Automatic Standby Mode eliminates the need for the driver to manually push buttons to initiate standby mode, simplifying operation. Mack has also added rear air disc brakes as an option to it 6X2 liftable pusher offer. “The Mack Pinnacle 6x2 with liftable pusher axle model really helps those customers in bulk haul applications save on fuel because sensors lift or lower the axle to decrease or increase traction, providing better performance and ride,” said Horton. “The addition of Automatic Standby Mode further simplifies things for the driver by eliminating any need for manual input in putting the truck in standby mode to prevent overload.” When the ignition is off, Automatic Standby equalizes the suspension pressure, preventing the rear axle from being overloaded. The driver does not have to remember to initiate the standby mode and also does not need to remember the button sequence to put it in standby. The 6x2 with liftable pusher axle monitors trailer weight and adjusts the truck’s driveline configuration to boost fuel efficiency without impacting performance. The 6x2 with liftable pusher axle is capable of determining payload by using sensors in the rear suspension and either lifting or lowering the foremost rear axle. When an empty load is detected, the axle lifts, allowing the tractor to operate as a 4x2 for less drag, better fuel efficiency and reduced tire wear, which helps lower maintenance costs. For full loads, the same axle is lowered to provide additional stability and distribution of the trailer’s weight. The company also announced that the 2017 Mack MP8 engine with turbo compounding is now available for order, offering highway customers increased fuel efficiency. “The new MP8 engine with turbo compounding is just one of the many engine upgrades Mack made to further enhance fuel efficiency for customers,” said Roy Horton, Mack director of product strategy. “The turbo compounding system enables an improved operating range and allows a truck to hold top gear when cresting a hill, even with the engine rpm decreasing.” Available exclusively with Mack’s Super Econodyne downspeeding package, the MP8 with turbo compounding converts wasted energy from the exhaust into mechanical energy that is fed back to the engine. The system adds up to 50 additional horsepower, improving fuel efficiency by up to 8.8 percent. The additional power generated by the turbo compounding system allows the engine to maintain full torque as low as 900 rpm. .

Peterbilt Expands Next Generation Chassis Routing Trailer/Body Builders / March 23, 2017 Peterbilt implemented its engineered routings in all configurations of the Models 579 and 567 as well as in the iconic Model 389, further enhancing serviceability across its product lines. “Thanks to the innovative features of the engineered chassis routings, Peterbilt customers will enjoy enhanced ease of repair and maintenance,” said Scott Newhouse, Peterbilt Chief Engineer. “Peterbilt has taken great strides to improve product quality with the implementation of the engineered routings, which provide consistent manufacturability, improved product quality and improved serviceability.” The engineered routings bundle each system (air, fuel and electrical) separately, allowing easier identification and service by technicians. Routing enhancements are standard with orders specifying 2017 emissions engines.

Ford sees lower 2017 profits with most of the hit in Q1 Automotive News/Reuters / March 23, 2017 Citing front-loaded product launch costs and engineering expenses, Ford Motor Co. said that much of the year-over-year decline it expects from its 2017 financial performance will occur in the first quarter. Ford said Thursday it expects a full-year pretax profit of $9 billion, down from $10.4 billion it made in 2016 as it invests in autonomous cars and new mobility services. The automaker expects earnings per share of between 30 cents to 35 cents in the first quarter, down from the same period last year and lower than analyst expectations. “The first quarter is where the year-over-year declines come,” CFO Bob Shanks told analysts in a Thursday morning event. The company initially filed its disclosure with the Securities and Exchange Commission. Shanks said Ford will be dealing with increased commodity costs and a warranty expense that he declined to give details about. He also said the automaker will be affected by vehicle volumes as demand for new cars and light trucks cools. He said the company’s U.S. vehicle stocks (79 days supply in February) are in good shape, but “don’t be surprised” if Ford temporarily shuts down lines at U.S. assembly plants in the near future to cut back production. Much of the product-launch costs Shanks described are related to the Ford Super Duty and Lincoln Continental, which debuted near the end of last year. Ford maintained its pretax profit forecast it originally issued in January for its Ford Credit arm of about $1.5 billion thanks to lower U.S. auction values. Ford Credit posted a $1.9 billion pretax profit in 2016, down $207 million from 2015. Ford shares were down less than 1 percent to $11.69 a share as of early Thursday afternoon. 2018 improvement Ford still expects that its 2018 financials will rise, and be higher than the $10.4 billion it earned in 2016. It expects that rise will come thanks to increases in its core business, Shanks said. "We think we can do more with trucks, we think we can do more with utility vehicles, we can do more with performance and we've got plans in place to do that," he said. In a Thursday client note, Buckingham Research Group analyst Joseph Amaturo said “we believe Ford's announcement today is the initial confirmation of our investment thesis that pricing is deteriorating in North America and in select international markets, particularly China.” Mobility investments The 2017 profit dip comes as the automaker invests heavily in what it calls “emerging opportunities” as it develops autonomous vehicles and expands into mobility services such as ride sharing and bicycle sharing. Last month, Ford announced it would invest $1 billion over the next five years in artificial intelligence startup Argo AI to help build the brains of its robot cars. Ford last year also purchased Silicon Valley-based shuttle service Chariot. Ford recently said Chariot would expand to eight cities by the end of 2017, including a city outside the U.S. Last March, the automaker created a Smart Mobility subsidiary to invest in emerging mobility opportunities as it targets more services outside traditional car and truck ownership. Executives have said they expect profit margins of up to 20 percent on the new services. 'Nobody knows anything' Shanks on Thursday said Ford is well-positioned on some of President Donald Trump’s pending policy decisions, although “in terms of policy, nobody knows anything.” He said the automaker would be closely watching the vote on the GOP’s proposed healthcare bill, since the outcome could have an impact on what issues the president tackles next. Shanks said that any import tariff on Mexico-built vehicles would be a “drag on our business,” but noted that Ford is in better shape than some of its competitors, since its profit-generating trucks and SUVs are all built in the U.S. Shanks praised Trump’s decision last week to re-open a midterm review of vehicle emissions standards, but noted that Ford isn’t asking for a rollback. “Whatever happens, we still have to improve,” Shanks said, citing global emissions mandates. “We’ll still be investing in electrified propulsion, better and better internal combustion engines and light-weighting. That’s the reality of the business.”

Everyone has different situations. I carefully choose a vehicle which I'm absolutely enamored with, and then keep it for 20 years or more. So for me, I want to and actually enjoy maintaining that investment, a vehicle whose exterior, interior, performance and functionality are all 10's for me. Owning the vehicle since new, I "know" the maintenance has always been performed. I know the vehicle. In contrast, in year 2017, so many people are clueless about maintenance, or simply don't wish to do it as they should. I wouldn't want to be on the receiving end of a vehicle they owned. If you're a short time owner, buying late model used to avoid that initial depreciation is a shrewd move.

The other side of the story – why tensions exist RT / March 23, 2017 Israeli police officer assaults a Palestinian truck driver in East Jerusalem. The officer is shown head-butting, kicking and slapping a 50-year-old Palestinian truck driver. “I got to work this morning in my truck which is by the Interior Ministry in the Wadi Joz neighborhood, as always,” said the truck driver, Mazen Shwiki, as quoted by the Jerusalem Post. The policeman accused the Palestinian truck driver of hitting his parked car and refused to accept any apologies. "The policeman started to curse me and used derogatory language, and then he butted my head and started hitting me for no reason. All that, even though I admitted that I hit his car," Shwiki recollected. Ahmad al-Tawil, who witnessed the assault, told Ma’an News that said he tried to stop the officer, but was also beaten. There have been other incidents involving excessive violence by Israeli security forces towards Palestinians in East Jerusalem. Recently a Palestinian teen was shot in the chest by Israeli forces at the Shufat camp in occupied East Jerusalem. The forces accused the teen of throwing stones at military vehicles. A nine-year-old girl was seriously injured at the Qalandia checkpoint between the West Bank and East Jerusalem, after she was shot in the foot for carrying a bag in a “suspicious manner.” .

I agree with you 500 percent. Purchasing a vehicle is an investment, alike buying a home. Why not maintain one's investment? My vehicles after one or two decades still look virtually new. If you care for the paint from day one, it's a "walk in the park".