kscarbel2

Perhaps we have a misunderstanding again. I wrote that their national health care worked great. I didn't comment on whether the countries were "great". Sweden has national health care and it works great. I appreciate and respect your thoughts, but once more respectfully, I think you're out of line to tell me where I should go live. Good day sir.

Daily Mail / March 8, 2017 CIA hackers have learned how to adopt the 'fingerprints' of other intelligence services allowing them to carry out 'false flag' attacks. WikiLeaks, which yesterday released thousands of documents revealing how intelligence services could break into phones, computers and TVs, said the CIA was able to frame foreign spies and hackers for its own operations. The false flag allegation could be seized upon by Russia's government, which has denied reports by the FBI and CIA that it interfered with last year's presidential election to get Donald Trump elected. WikiLeaks says UMBRAGE, a sub-group of the CIA's Remote Development Branch, has collected in-depth data on hacking techniques used by other powers, which could include Russia and China. These techniques can be used to give the impression other parties are guilty of carrying out hacks which are in fact the work of the CIA. WikiLeaks founder Julian Assange has previously said he is '1,000 per cent' certain that Russia did not carry out hacking operations during the elections. A statement from WikiLeaks likened finding hacking culprits to catching a murderer, and said 'fingerprinting' could lead investigators in the wrong direction. It said: 'The CIA's hand crafted hacking techniques pose a problem for the agency. Each technique it has created forms a "fingerprint" that can be used by forensic investigators to attribute multiple different attacks to the same entity. 'This is analogous to finding the same distinctive knife wound on multiple separate murder victims. The unique wounding style creates suspicion that a single murderer is responsible. 'As soon one murder in the set is solved then the other murders also find likely attribution.' The statement continued to state that the CIA has collected information on techniques used by other nations, including Russia. It said: 'The CIA's Remote Devices Branch's UMBRAGE group collects and maintains a substantial library of attack techniques "stolen" from malware produced in other states including the Russian Federation. 'With UMBRAGE and related projects the CIA cannot only increase its total number of attack types but also misdirect attribution by leaving behind the "fingerprints" of the groups that the attack techniques were stolen from. 'UMBRAGE components cover keyloggers, password collection, webcam capture, data destruction, persistence, privilege escalation, stealth, anti-virus (PSP) avoidance and survey techniques.'

Like the mattress industry, healthcare and pharmaceuticals has for decades in the US been a scam. The margins earned can be fairly called criminal. As far as Head Start*, I know nothing about its success/history. But I would say, it's generally better to solve the cause of a problem than to spend money supporting the problem. * Head Start is a program of the United States Department of Health and Human Services that provides comprehensive early childhood education, health, nutrition, and parent involvement services to low-income children and their families.

Trade Trucks AU / March 8, 2017 Penske Commercial Vehicles (PCV) celebrates MAN’s return to number one in the New Zealand 10,000kg plus bus and coach market segment with a 25% share of 2016 sales. A return to number one in the bus and coach market capped off an exceptional year for MAN, selling 115 total chassis. PCV also sold 137 MAN trucks in the 10,000kg plus truck market, which, when combined with buses resulted in a total of 252 chassis sold for the year. This combined total placed MAN in first place in the premium market, and in third place in the total market for the combined truck and bus segments (10,000 kg plus). The year culminated with the receipt of multiple MAN Truck & Bus awards where PCV New Zealand scooped almost half the accolades for the Asia Pacific region receiving the ‘Best Improvement’, ‘Best Bus Performance’ and the overall ‘Best Importer’ awards. Penske Commercial Vehicles New Zealand General Manager, John Keenan, was delighted with the year noting that the awards reflected the increasing presence of the MAN brand in New Zealand. "We have seen significant growth in MAN products in recent years," said Mr Keenan. "Underlying that growth is a premium quality, German-engineered product that is performing very well in many applications around New Zealand. "We have now set our sights firmly on being the number one premium brand in New Zealand for trucks to match our achievement in the buses. "It’s great to have both our recent accomplishments, and the significant investment Penske has made in New Zealand, recognised by MAN in Germany. "MAN has been represented in New Zealand since 1968 and will celebrate its 40th anniversary next year. Our focus is to keep MAN in a leading position and translate this long market history into tangible benefits for our customers." .

I'm sorry. You misunderstood me. I wrote: It's embarrassing that in the year 2017, the greatest country on earth does not provide national health care. Instead, we enjoy the highest prices for health care in the world. Sweden has national health care and it works great. Even China has national health care. In other countries, the cost of an MRI is just a fraction of that in the US, with the latest equipment. Rather than paying US$3500, you pay $120. The entire U.S. health and pharmaceutical industries is a government-supported scam. Most who has spent time overseas know what I am speaking of. Which is to say, the U.S. does not offer national health care, and I was speaking of other countries that do.

Commercial Motor / March 7, 2017 Dumbarton-based Galt Transport has boosted its loading and delivery services with the addition of four Scania R-series trucks, two of which feature the firm’s longest reaching truck-mounted cranes. The four trucks were supplied by Scania Truck and Bus Renfrew. There are two artic Scania R490 and two rigid R450 units, all equipped with Palfinger cranes. The two 8x2 rigid vehicles with PK65002-E cranes feature a hoist attachment that can lift 3.2 tonnes to a distance of 16.6m. The addition of a fly jib means loads of up to 0.8 tonnes can be lifted to a distance of 28m. This weight and distance can also be achieved at a distance of 12m from crane centre with the ability to lower the load straight down to ground level with the hoist. The units also have a stabiliser installed at the front of the vehicle to give greater support to the crane when operating over the front of the cab, when the fly jib is in operation. Operations director Andrew Galt said: “These new eight wheelers combine durability with payload capacity. "The fly jib not only gives the vehicle a greater working radius but also gives the crane further articulation allowing items to be lifted on to roofs more easily. "The hoist will allow items to be lowered straight down, which is another advantage of this crane specification.” The new additions bring the total number of vehicle-mounted cranes in Galt’s fleet to 28 in an overall fleet of 60 trucks and more than 100 trailers. The family firm, which celebrates its 70th anniversary this year, specialises in truck-mounted crane hire, abnormal loads, container handling, dangerous loads and driver training. .

IRU News / March 7, 2017 India’s Cabinet, chaired by Prime Minister Shri Narendra Modi, has approved the country’s accession to the UN TIR Convention, the global standard for international freight customs transit. This milestone decision will facilitate goods transport and transit, putting India and her neighbours at the centre of efforts to boost overland trade and regional integration across South Asia and beyond. In the light of the recent Motor Vehicles Agreement to improve cross-border transport between Bangladesh, Bhutan, India and Nepal, the government’s decision on TIR will fast-track the region’s potential to become a productive trade hub. TIR will also be critical in helping India implement the World Trade Organization’s Trade Facilitation Agreement, which entered into force last month. IRU Secretary General, Umberto de Pretto, commented, “This landmark decision puts India firmly on the road to adopting harmonised global transport standards. India will soon reap the benefits of more efficient and faster freight transit, boosting trade and helping businesses across the country prosper.” The streamlined international system for the movement of goods by road and other modes will, in particular, enhance India’s International "North-South" Transport Corridor, a key trade route between Central Asia and the Commonwealth of Independent States in the north, and southern ports in India and beyond, such as Chabahar in Iran. Accession to TIR will secure customs duties and taxes and provide a robust guarantee mechanism, reducing trade transaction costs, facilitating higher growth of intra-regional and inter-regional trade. The TIR system requires minimal manpower and facilities – other than that for checks on seals and the inspection of load compartments or containers, reducing transit delays and congestion at border crossings. This saves significantly on transport costs, leading to increased competitiveness and growth. TIR’s “single transit document” also significantly reduces the risk of presenting inaccurate information and only approved transporters and vehicles are allowed to operate.

Scania Group Press Release / March 7, 2017 As part of the complete bus renewal program for the Spanish capital Madrid, Scania will deliver 160 natural gas city buses. The municipal transport company, EMT Madrid, will take delivery of 80 new buses this year with another 80 buses added to the fleet in 2018. This order is in addition to the 46 Scania gas buses ordered last year. The City of Madrid has initiated an ambitious program to improve air quality and reduce carbon emissions with the stated goal to ban diesel by 2025. Half the EMT fleet of more than 1,500 buses is already natural gas powered and with the scheduled deliveries that share will be even higher. “Thanks to lower carbon emissions and noise reduction, interest in gas-fuelled operations has surged worldwide,” says Anna Carmo e Silva, Head of Buses and Coaches at Scania. “The Scania buses with the acclaimed Euro 6 gas engine is comparable in performance to a diesel engine. It is therefore an increasingly popular option, especially among European operators.” The 12-metre low floor buses will be bodybuilt by Castrosua. .

Dagens Industri / March 7, 2017 Navistar yesterday reiterated our forecast that the market for heavy trucks in North America will reach 190,000 to 220,000 units in 2017, which in this case would mean a decrease from last year when the market is estimated to have amounted to 226,800 vehicles. It is clear from Navistar's presentation material for the telephone conference on the interim report which began at 15 o'clock Swedish time Tuesday. This compares with the U.S. industry analyst's forecast for 2017 of 183,300 heavy trucks.

MAN Truck & Bus Press Release / March 7, 2017 .

MAN SE Press Release / March 7, 2017 MAN Engines will present a selection of products from its engine range for construction machinery and technology, as well as for power generation, at the IFPE fair in Las Vegas in March 2017. As such, the engine department of the German commercial vehicle manufacturer MAN Truck & Bus is signaling its intention to significantly expand its business as an engine supplier for off-road applications and energy production/ generator sets in the American market. MAN Engines develops, produces, and sells a wide range of efficient diesel and gas engines, as well as axles and transfer cases, around the world for extremely varied applications in many industries. MAN Engine’s motivation for becoming more active in the USA is based on its existing access to the market, which it has enjoyed for more than twenty years through its subsidiary, MAN Engines & Components, Inc. (MEC) in Pompano Beach, Florida. “Thanks to our quality products developed in Germany and our decades of market expertise as an American company, we see ourselves as the perfect engine partner for all OEM manufacturers interested in volume business,” comments Ricardo Barbosa, CEO of MEC. The company’s commitment will be further underlined in future by additional personnel capacity. Jürgen Haberland, an industry expert and currently Head of Off-Road MAN Engines, will further develop the company’s business with engines and components in the Americas in his role as Business Development Manager in the USA. Years of experience in many different applications MAN Engines has been involved and well-established in many applications in the USA for many years. For example, just a few weeks ago, Viking Yachts, an American manufacturer of luxurious sportfishing boats, took delivery of the 2,000th V engine; these engines have power outputs of up to 1,397 kW (1,900 HP). MAN Engines in the USA has also been producing front and rear axles for the bus manufacturer New Flyer for many years. As the market leader in this field, MAN Engines has approximately 2,000 axles on the road with New York Transit (New York City transportation system) alone. MAN has a long history in agricultural technology, and its products are currently used by customers such as Claas, Fendt, and Krone in large agricultural machinery with high power needs. MAN engines are also being used in the USA thanks to an earlier development partnership in the field of engine technology with a well-known manufacturer of construction machinery. In the combined heat and power generation sector, MAN Engines has for many years been the market leader in its power range when it comes to gas engines used in cogeneration power plants. In addition, the engine manufacturer is also involved in powerful gas generator sets, thanks to an ongoing collaboration with the American company Generac Power Systems. Solid foundation thanks to commercial vehicle business As a division of MAN Truck & Bus, MAN Engines benefits considerably from the large-scale production experience which this leading European commercial vehicle manufacturer can call on with regard to sophisticated components and the latest technology. “The engines used in large construction and agricultural machinery are always based on the fundamental technology used in commercial vehicles. In the mid-term, the increasing technology requirements will only be able to be fulfilled with large production volumes. Therefore, a solid business model with commercial vehicles always serves as the foundation for the mid-term development of new, modern, and future-proof engine series,” comments Jürgen Haberland, Head of Off-Road MAN Engines. In addition, the many years of experience with engines, as well as the in-house development, design, and production work at the International Engine Competence Center in Nuremberg, ensure the high quality and reliability expected of MAN engines. Wide power range for off-road applications Building on this strong foundation, MAN Engines provides the required technology and products for new partnerships in the field of construction site and mining vehicles. MAN Engines covers a power range from 294 to 816 kW (400 to 1,110 HP) with the three engine series D2676, D3876, and D2862 with 12.4, 15.2, and 24.2-liter capacities. The engine dynamics are adjusted to match the particular application using wastegate turbocharging or variable turbine geometry. In this way, MAN diesel engines provide sufficient charging pressure and dynamics for wheel loaders, excavators, dump trucks, and mobile cranes, even at low revs in the efficient engine speed range. Flexible and efficient compliance with the EPA Tier 4 final emissions standard The company is able to meet both current and future emissions standards due to its many years of experience with exhaust gas aftertreatment systems from its own commercial vehicles and the large-scale production of industrial engines. “Our MAN engines need no more than an SCR catalytic converter combined with optimized combustion and exhaust gas recirculation inside the engine to comply with the US EPA Tier 4 final and EU Step IV standards. There is no need for a diesel particulate filter and an oxidizing catalytic converter which simply take up space in the engine and add to the cost,” according to Haberland. The modular exhaust gas aftertreatment (AGN) system used enables flexible system integration for all MAN engines with a high degree of packing density thanks to its variable set-up options for components. 16 different AGN variants make it possible for machine manufacturers not only to make optimum use of the given space in applications where space is crucial, but also to increase compatibility and flexibility when fitting the engines. Gas engines for generator sets and combined heat and power generation MAN Engines also sees many potential applications for stationary gas engines in energy production and combined heat and power generation in public facilities, industrial applications, and homes. Thanks to the potential for saving energy in these applications, and the resulting cost savings, this sector offers a lot of promise. In addition to considerable experience in combined heat and power generation in the USA alone, MAN Engines also has wide-ranging experience thanks to its position as the market leader in Germany, with many thousands of installed engines. As such, the company offers the corresponding product portfolio. MAN Engines covers a power range from 62 to 580 kW at 1,800 rpm (60 Hz) [54 to 550 kW at 1,500 rpm (50 Hz) in Europe] with the three engine series E0834/E0836, E2676, and E3262 with 4.6/6.9, 12.4, and 25.8-liter capacities. The naturally aspirated engines are powered by natural gas and can be equipped with a three-way catalytic converter to reduce nitrogen oxide and carbon monoxide emissions. “This means we can offer our partners a very efficient and, above all, inexpensive exhaust gas aftertreatment system, which meets even very low local limit values.” says Hubert Gossner, Head of Power MAN Engines. An alternative portfolio of turbocharged, lean-burn engines based on the same engine series is available for use with natural and special gases, with power ranges from 68 to 580 kW at 1,800 rpm (60 Hz) [58 to 550 kW at 1,500 rpm (50 Hz)]. In order to meet current and future emissions regulations, MAN also uses the space-saving modular exhaust gas aftertreatment system (AGN) here. It is already being used successfully in mobile applications and has proven itself there in engine compartments with limited space. MAN Engines at the IFPE in Las Vegas MAN Engines will present itself and a selection of current products at the International Fluid Power Exposition (IFPE), which is taking place at the same time as the ConExpo/ConAGG in Las Vegas from March 7 - 11, 2017 in South Hall 3, stand S83541.

Kenworth T880S Enters Production with Strong Demand from Robust Construction Market Kenworth Truck Company Press Release / March 6, 2017 The Kenworth T880S has been a much-anticipated option for mixer body builders and their customers needing to meet the federal bridge formula. And, with T880S production commencing this week, order boards are filling up. McNeilus Manufacturing, a division of Oshkosh; and Con-Tech Manufacturing are the first customers receiving T880S chassis during this first week of production. The Kenworth T880S features a set-forward front axle, which makes it the go-to configuration for mixer customers needing to comply with federal bridge formulas. “We’re glad production is rolling, and the response has been great,” said Tom Harris, who serves as McNeilus vice president of concrete mixers. “A large percentage of our orders are for the set-forward configuration.” Kenworth is displaying seven T880 trucks, five of which are T880S models, at this week’s CONEXPO-CON/AGG show in Las Vegas. On display in the Kenworth booth (S-62939) is a McNeilus T880S with an 11-yard BridgeMaster® body destined for Ozinga Ready-Mix based in Chicago, Illinois. According to Harris, the Kenworth T880S is being spec’d in a four-axle configuration with an overall length under 40 feet. “And we’re recommending the T880S be spec’d with the PACCAR MX-11 engine, which saves our customers significant weight (400 pounds over a 13-liter engine) while supplying enough power to get the job done.” Harris said Kenworth is a preferred supplier to McNeilus and the company has always done a great job of building its trucks with the mixer market in mind. “Our customers appreciate the little things that Kenworth does to make a great mixer truck,” he said. “The cowl-mounted mirrors are an example. A driver will typically have the door open when at a job site, but they’ll also use the mirrors and that can only be done if it’s cowl-mounted.” A big fan of the T880, Harris said the bigger windshield and lines of sight are a welcome addition, “along with the ergonomics and the quietness of the cab,” he added. “The T880 is just a great truck for our market.” Also on-display in Kenworth’s booth is a T880S with Con-Tech BridgeKing® 11-yard body, which will go to Eagle Redi-Mix based in Tulsa, Oklahoma, after the show. Response in the market to Kenworth’s T880 and T880S has been “tremendous,” said Dan Welsh, president of Con-Tech Manufacturing. “The larger cab, visibility, dash layout and modern look have really caught the attention of our customers,” he explained. “They love it. We’re now seeing the pendulum swing towards orders for the set-forward configuration, and we expect about 80 percent of our Kenworth build will be for the T880S model.” According to Welsh, the quality of Kenworth and the Con-Tech body is a great match. “Quality all the way around,” he said. “That keeps our customers productive on the job site, and keeps them coming back for more of our mixers as they grow their business.” The T880S is available with a set-forward front axle ranging from 14,600 pounds to 22,800 pounds and is available with a 114-inch BBC and best-in-class 28-inch bumper setting as well as 29.5-inch and 31.5-inch bumper settings as options for dump truck, crane, or other construction applications. The bumper setting is especially important in complying with federal bridge formula where the chassis is required to stay under 40 feet in length.

Yes Keith, the Constitution and Bill of Rights don't say anything about healthcare, a concept unknown to them in 1776. The Constitution and Bill of Rights don't say that you have to pay for U.S. streets and schools and around $50 billion in foreign aid. You may not own a car, or have children, but you pay for streets and schools. Believe me, I myself would like nothing more than to have citizens provide financial support only for the services they use (government and armed forces costs covered by all). Are you satisfied with the cost level of medical care and medicine in the US?

James Jaillet, Commercial Carrier Journal (CCJ) / March 7, 2017 A band of trucking industry stakeholders, including some truck and engine OEMs and the American Trucking Associations, issued a letter last week to the new administrator of the Environmental Protection Agency asking him to ensure the agency continues to support the Diesel Emissions Reduction Act program. DERA offers rebates and grants to owners of diesel-powered equipment to aid in retrofitting older engines with more modern, lower emissions technology or in replacing older equipment all together. In a March 3 letter to new EPA Administrator Scott Pruitt, 20 companies and organizations rallied for the continuation of the program, arguing it “supports domestic jobs while helping to clean the air.” “We estimate that almost three out of five diesel trucks and buses on the road today are more than ten years old and emit much higher levels of emissions than the vehicles using today’s technology. Without a program like DERA, these older vehicles will stay on the road until they wear out, increasing emissions that could be significantly reduced if replaced with newer technology,” the letter states. Pruitt, former attorney general in Oklahoma, was confirmed by the Senate in February to run the EPA under President Trump. As Oklahoma’s attorney general, Pruitt sued the EPA 14 times, saying the agency overstepped its legal bounds with implementation of programs targeting fossil fuel use. He lost 13 of the cases, and the other is still being litigated. As EPA administrator, he’s said he intends to cut the size of the EPA and scale back its regulatory reach. Last week’s letter from industry stakeholders aimed to convince Pruitt of DERA’s merits, arguing its benefits well exceed the program’s costs. More than a simple federal spending program, DERA prompts private sector spending on new equipment and equipment updates, the groups argue. “It is a completely voluntary, merit-based program. EPA estimates every $1 in federal assistance is met with another $3 in non-federal matching funds, including significant investments from the private sector,” the letter states. “EPA estimates equates to approximately $12.6 billion in health benefits — all this for an investment of only $700 million.” Signees include ATA, Caterpillar, Cummins, Navistar, the Truck & Engine Manufacturers Association and Volvo Trucks, in addition to several other prominent groups. The letter’s distribution was spearheaded by the Diesel Technology Forum. Nearly 73,000 vehicles have been upgraded or replaced under the program since its passage in Congress in 2005, the petitioners say, noting that the act received “overwhelming bipartisan support” in both chambers of Congress. Such upgrades have cut fuel usage by a combined 450 million gallons in that time period, petitioners say. “DERA provides state and local air agencies and the federal government with effective tools to allow communities struggling with deteriorated air quality to meet today’s tougher standards,” the letter reads. “The program also supports job growth and industry stability using technology invented in the U.S. and manufactured at almost entirely U.S factories.” See the full letter at this link.

U.S. trade deficit jumps to 5-year high of $48.5 billion Associated Press / March 7, 2017 The U.S. trade deficit jumped in January to the highest level in nearly five years as a flood of mobile phones and other consumer products widened America's trade gap with China. The result underscores the challenges facing President Donald Trump in fulfilling a campaign pledge to reduce America's trade deficits. The deficit in January rose 9.6 percent to $48.5 billion, up from a December deficit of $44.3 billion, the Commerce Department reported Tuesday. It was the largest monthly gap since a deficit of $50.2 billion in March 2012. U.S. exports edged up a slight 0.6 percent to $192.1 billion, helped by stronger auto sales. But that was swamped by a 2.3 percent surge in imports to $240.6 billion, led by mobile phones, oil and foreign-made cars. During the campaign, Trump pledged to attack America's persistent trade deficits, which he blamed for the loss of millions of good-paying factory jobs. He has threatened to slap punitive tariffs on imports from China, Mexico and other nations he has accused of trading unfairly. But economists worry that Trump's tough talk could spark all-out trade wars in which foreign nations retaliate by boosting their tariffs on American goods. White House trade adviser Peter Navarro, a long-time critic of China's trade practices, told an economists' group on Monday that reducing America's trade deficits would deliver stronger economic growth and improve national security. For January, the U.S. deficit with China increased 12.8 percent to $31.3 billion, the highest level since September. The figure reflects a big rise in imports of mobile phones, clothing, televisions, toys and games. American exporters have struggled over the past two years as a rising dollar has made their goods more expensive and therefore less competitive in overseas markets. Economists believe if the dollar stabilizes this year, export growth should rebound, reflecting in part stronger economic growth in many of America's major export markets. Andrew Hunter, U.S. economist for Capital Economics, said that the big increase in the deficit in January likely signals that trade will drag overall growth in the first quarter. But he said the impact wouldn't be as severe as in the fourth quarter, when trade trimmed growth by 1.7 percentage points. And brighter days may be ahead. "With the headwind from the dollar's prior appreciation having eased and global growth picking up quite sharply, the outlook for exports is better now than it has been in some time," Hunter said. The trade deficit is the difference between imports and exports. A rising deficit is a drag on overall economic growth because it means more products are being produced for domestic consumption from overseas. The trade deficit is expected to trim overall economic growth by around one-half percentage point this year. Many economists are looking for the U.S. economy to grow between 2 percent to 2.5 percent in 2017, up from anemic 1.6 percent growth in 2016.

Heavy Duty Trucking / March 6, 2017 Kenworth’s T880 is now available in an all-wheel drive configuration installed at the factory to speed delivery time and reduce costs. The Marmon Herrington MT-22 front drive axle is available in a 6x6 or 8x8 Class 8 configuration with a capacity rating up to 22,000 pounds. The all-wheel drive configuration requires a Fabco transfer case, and can be specified with Fabco’s 1-speed TC-142 or 2-speed TC-143 transfer case, depending on customer requirements. “For severe duty applications where the ultimate in traction is required, our new configuration is a welcomed spec,” said Kurt Swihart, Kenworth marketing director. “We see our all-wheel drive T880 being used in oil fields, configured as an off-road crane, in utility and construction work, or used with municipalities and fire/rescue.” For more information, click here. .

Earnings Watch: Navistar Losses Nearly Double from Year Earlier Heavy Duty Trucking / March 7, 2017 Navistar International Corp. on Tuesday announced its financial losses in the first quarter of 2017 nearly doubled from the same time a year ago due to lower truck volume and softer Class 8 truck sales. The truck and engine maker reported a net loss of $62 million, or 76 cents per share, greater than a consensus estimate from a poll of analysts, who were forecasting a 45 cents per share loss. This compares to a first quarter 2016 net loss of $33 million, or 40 cent per share. Revenue in the most recent quarter totaled $1.7 billion, in line with Wall Street expectations, but a decline of 6% compared to $1.8 billion in the first quarter last year. The quarter marked the company’s eighth consecutive decline in quarterly revenue, according to Reuters. First quarter 2017 earnings before interest, taxes, depreciation and amortization (EBITDA) was $63 million, compared to first quarter 2016 EBITDA of $82 million. This most recent period included favorable net adjustments of $8 million, primarily resulting from a reversal of pre-existing warranty accruals. "Our results are on track with our plan for the year, and demonstrate our ability to effectively manage costs at a time of persistent Class 8 industry headwinds," said Troy A. Clarke, chairman, president and CEO. "Our order share continues to outpace our market share, which confirms our confidence in the retail share improvement to come." Truck-segment first quarter 2017 net sales decreased $105 million, or 9%, primarily due to lower core (Class 6-8 trucks and buses in the United States and Canada) truck volumes “as a result of softer industry conditions, the end of CAT-branded units sold to Caterpillar, and the sale of Pure Power Technologies, both of which occurred in the second quarter of 2016.” During the most recent quarter, Navistar’s truck segment loss increased to $69 million versus a loss of $51 million in the same period a year ago. “This was primarily driven by market pressures, the impact of lower core market volumes, and a decrease in other income due to the receipt of a one-time fee from a third party last year, partially offset by lower used truck losses, improved material costs and lower adjustments to pre-existing warranties,” the company said in a statement. Its parts-segment net sales were comparable to the prior year while its global-operations segment net sales decreased $42 million, or 46%. The Financial Services segment net revenues decreased by $5 million, or 8%, and profit decreased by $13 million, or 50%. Last week, Navistar announced the closing of its wide-ranging strategic alliance with Volkswagen Truck & Bus, which included a $256 million equity investment in Navistar by that company and the creation of a procurement joint venture and a strategic technology and supply collaboration, both of which are already up and running. The deal gives the German auto and truck maker a 16.6% stake in Navistar. Looking ahead, Navistar plans to continue to introduce new products every four to six months through the end of 2018, refreshing its entire product portfolio, while also expanding it with its re-entry into Class 4/5 vehicles through its collaboration with General Motors. In the first quarter, Navistar began customer deliveries of its new International LT Series Class 8 long-haul truck and last week unveiled its 13-liter A26 engine. Also on Tuesday, Navistar reiterated and updated its 2017 guidance: Retail deliveries of Class 6-8 trucks and buses in the United States and Canada are forecast to be in the range of 305,000 to 335,000 units for fiscal year 2017 Full-year 2017 revenues are expected to be similar to 2016 Full-year 2017 adjusted EBITDA is expected to be higher than 2016 Fiscal year end 2017 manufacturing cash is now expected to be about $1 billion, including the capital injection from Volkswagen Truck & Bus and a $250 million senior note tack-on completed in the first quarter 2017

Fleet Owner / March 7, 2017 A year into the ‘landmark’ right-to-repair agreement designed to provide independent truck service centers the same diagnostics and repair information the dealer networks receive (ensuring that truck operators have service options as a result), both sides say that progress is being made—but there’s still a lot to be done before this ticket can be closed. At issue has been just how much truck data the original equipment manufacturers (OEMs) should provide to independent service centers and fleet shops. The vehicle makers have argued that they shouldn’t have to share proprietary performance information while the independents built a case that the practice made for an unfair marketplace: How could they repair a vehicle without it? According to a 2010 survey by the American Trucking Assns.’ Technology and Maintenance Council, half of the fleets reported difficulty in getting the repair information they needed—and truck control systems have gotten even more complex since then. To address the matter—and to fore­stall state-by-state battles and patchwork legislation—the OEMs and independents (primarily represented by the Truck and Engine Manufacturers Assn. (EMA) and the Commercial Vehicle Solutions Network (CVSN), respectively) got together to work out a deal. A Memorandum of Understanding (MOU) was signed in September 2015, to take effect the following January, and Jed Mandel, EMA president, called it “a workable approach” to ensure “better and more timely access” to OEM-controlled repair information for the independent shops. Under the MOU, the independents agreed not to pursue additional right-to-repair legislation. So, how’s it coming along? “Based on my own observations, and member input, I believe that the MOU is working,” Mandel tells Fleet Owner. “Indeed, the universal feedback from EMA members is that they have not received any significant questions or complaints from independent service repair shops about access to information. Everyone has different systems. So, it is not surprising that the rollout—which is complex—is taking some time.” Granted, the MOU was just “the first step in a long process” to provide parity in vehicle repair capability, as Marc Karon, a CVSN director and president of Total Truck Parts Inc., characterized it. He just didn’t fully grasp quite how long it would take, at the time. “I think there’s a lot of impatience out there. And I’m personally a little disappointed it’s taken so long to do this,” he says. “Maybe I misunderstood, because I figured the software was already written—the dealers have it, so why can’t [the OEMs] just give it to us? But it’s not that simple. It’s not a matter of flipping a switch.” The development of the heavy-duty vehicle MOU parallels right-to-repair proposals in the automotive sector. Essentially, the Clean Air Act required vehicles to have onboard computer systems to monitor vehicle emissions, and the OEMs had to provide independent shops the same emissions service information as they provided to the dealer service network. While legislation to broaden the scope of the service information to be shared—supported by independent repair and aftermarket trade groups and generally resisted by manufacturers and their dealers—was considered at the federal level as early as 2001, Massachusetts enacted the first Right to Repair bill in 2013. Auto industry interests got together for an MOU modeled on the Massachusetts law in 2014, and trucking followed a year later. Details, details Putting policy into practice has been challenging. Simply, each OEM’s repair system software is different. For example, if a manufacturer’s software is integrated into a broader dealer package, it has to create new software for independent service shops, Karon explains. Or, some manufacturers didn’t have a sales interface to make the package available. “Every OEM has said they want to comply with MOU—it’s more or less getting the software written—but there’s been some confusion among the OEMs on what they really need to provide,” Karon says. “We have a great relationship with all the parties, and when we do get to talk to the OEMs, they’re very cooperative. And they have a lot of things going on in their business, too. It’s not up to me to set their priorities, or to say what software should be written first. It’s just going to take greater focus on everybody’s part. Nobody has said ‘we’re not going to do this.’” Even after the software is delivered, there’s still the matter of verifying compliance with the MOU—and that means evaluating each package on real-world trucks. “Some super people have stepped up and tested the software,” Karon says. The information gathered in testing has since been passed along to EMA and the sides are working out any compliance issues, Karon notes. And while the MOU does provide for an arbitrator to settle disputes, Karon anticipates any such disagreements will be worked out without having to go to arbitration. Under the MOU, the National Auto­motive Service Task Force serves as the clearinghouse for the OEM software and as the designated “go-between” to bring questions from the service providers to the OEMs. And to better implement the MOU and properly evaluate the OEM software packages, CVSN is forming an advisory group of service providers and fleet maintenance managers. “Any time a manufacturer comes out with something new, we have to vet it. It’s just becoming a very big project—and it’s one of the reasons we’re not further along,” Karon says. “We just didn’t have enough people.” Karon made a pitch for volunteers at the recent Heavy-Duty Aftermarket Week event, and he’s following up with contacts from that show—but he’d still like more. He envisions quarterly conference calls to coordinate the efforts. “We’re just asking for people to help us. If a guy has a Brand X truck in his shop and he has the software, he might alert us and ask what we need him to do or check to make sure the software works,” he says. “We can’t have too many people working on this. There’s so much software and, right now, so few people to actually evaluate it. We need the feedback to take to the OEMs.” Nor is technician training progressing as quickly as Karon would’ve hoped—largely because techs can’t be trained on the OEM software until it’s ready to go. Additionally, since OEM training is not included in the MOU, those programs have to be developed. “People need to know how to use the software in order to get the most out of it,” Karon says. Technician training also has not moved as fast as Karon had hoped. “ Since the MOU does not provide for technician training on the software, CVSN worked with technician training companies to develop specific training in diagnosis and use of OEM software, but few fleets and service shops have taken advantage of this to date.” “As an industry, people are not investing in training as much as they should—and this isn’t unique to the MOU. But if you’re not taking advantage of this training—it’s very inexpensive—you’re missing a big opportunity.” The good news is that the post-MOU transition has had little impact on diagnostic and repair tool providers, explains Tim Bigwood, COO for vehicle data experts Noregon. The company features the widely used JPRO Professional among its offerings and has for years worked directly with the OEMs and component suppliers to provide its comprehensive all-makes and models diagnostic tool. “The tricky part is what data should be available and at what cost to the scan tool manufacturers,” Bigwood says. “Each OEM seems to have a different perspective on the data, ranging from minimal to all-encompassing, and costing ranges from minimal to very expensive. Unless there is some standardization on the available data and cost, we don’t see any major changes in the near future as [the MOU] relates to the scan tool manufacturers.” On the other hand, the rising complexity of trucks—and the associated costs of diagnostic and repair tools and training—is creating an environment where only the largest fleets will be able to maintain their own repair shops, suggests Michael Riemer, vice president for Product & Channel Marketing at Decisiv, which specializes in service event management. “You’re going to be more and more dependent on third parties to get the service that you need,” Riemer says. “It will be an interesting dilemma.” Telematics While telematics data is not part of the agreement, proprietary OEM systems can be problematic for fleets that run a mix of brands—and aftermarket providers are positioning themselves as a single-source solution. The keys will still be “fairness in the marketplace” and “restraint of trade,” CVSN’s Karon suggests. “I’m not sure where telematics is going to wind up,” Karon says. “There could be some legislative effort in the future to make telematics more available, especially at the automotive level. The automotive providers will drive that, and that will then carry over to the heavy-duty side. But I’m not sure there’s going to be an issue, as long as fleets have an option on who they’re going to do business with.” For Noregon’s Bigwood, the data that is currently accessible to the telematics service providers (TSPs) is adequate for the applications available today. Noregon’s TripVision, for example, allows for a comprehensive real-time view into a vehicle’s health and safety based upon the existing data feed from TSPs. “As applications that require vehicle data such as over-the-air reprogramming and on-the-fly condition-based maintenance continue to evolve, TSPs will need to work closely in partnership with the OEMs to bring these products to market,” he says. But with “predictive analytics” widely predicted to be The Next Big Thing—and with vehicle performance and reliability seen as areas ripe for such technology—the distinction between what’s essential repair information and what’s not essential becomes less obvious. “Predictive analytics is very interesting,” says Decisiv’s Riemer. “If I’m an OEM, and you send me back a turbo that’s not broken, but your algorithm said it was going to break soon, why would I do the warranty on that? There’s a Catch-22 on not only who can access the information, but what you can actually use it for.” So while an OEM would be wise to invest in “condition-based” maintenance, or predictive repairs, it’s not clear that the OEM should be required to honor such a prediction from a third party, Riemer suggests. “I’m generally in favor, in today’s world, of sharing as much information as possible. Trucks are commercial assets and are fairly complex pieces of machinery with lots of associated intellectual property—it’s not cars, or that’s the argument the truck OEMs make—so I’m not sure we’ll get to that same level of homogeneous access.” Still, at least according to more than a few business presentation slide-decks, “information is the new currency,” and Riemer goes on to explain that as a company whose business is based on being a “connector”—of people and technology—Decisiv isn’t in a position to dictate “who should get what,” although he can see both sides of the argument. “All I know, from our experience, is the more information you have at the point of service, the better, the faster, and the more reliable the repair process is,” Riemer says. “I’m sure there’s lots of information about that asset that’s not valuable for that service event, but the operational performance of that asset is absolutely critical to making the best decisions and the fastest diagnosis. “The amount of that information is only going to increase, and the impact of that information is only going to increase. The question is, who’s going to get access to it and where does it apply? If it’s that valuable, I can imagine being very protective of it.”

3D-printed spare parts Aaron Marsh, Fleet Owner / March 7, 2017 Considering the sensation that 3d printing, a.k.a. additive manufacturing, has created in the public’s mind for the last several years, you wouldn’t think it dates back to the Reagan administration. But it does, and the technology seems to have hit a stride at last in the trucking and automotive worlds for things like proto­typing concept vehicles or tooling up parts molds faster and cheaper than traditional manufacturing allows. Maybe that’s 3D printing’s natural application in those industries, or maybe there’s more. Fleet Owner reported last year on its inroads and uses in trucking, and the latest to have sprung up and shown promise was making spare and repair parts on demand. In Europe, Mercedes-Benz Trucks said it would start 3D printing upwards of 30 spare parts for its Actros series trucks and has plans to do more. That began last fall. Ford Motor Co., in another example, has made progressive use of 3D printing for years, going back to owning one of the very first printers made and many subsequent ones. Ford has used the technology mainly to evolve and speed up the prototype process for cars and trucks, but also began limited parts production in the 2010s. Most 3D printers use digital blueprints to put down layer by layer of various materials that cures or is hardened, constructing many possible items as they’re needed. Beyond prototyping and one-offs, though, the question now is whether 3D printing is just a sideshow act drawing attention for its novelty—or it actually could change manufacturing and supply chains as we know them. On-demand, distributed production What does 3D printing offer in truck and other vehicle maintenance? Traditionally, if you’re manufacturing replacement parts, the OEM or a supplier needs tooling, molds and so on to make each part and a production run of it. You’ll need to distribute the part wherever the corresponding vehicle is in service—which could mean nationally, internationally or globally—and the item is stored or warehoused at places like dealerships and service centers for however long it’s required. That might be fine for large-volume, fast-moving inventory items, but it gets costlier with less return on investment for progressively lower-volume, slower-moving inventories. In the case of fleets and trucking companies, far fewer of a particular model Class 8 heavy truck are made and sold each year than Toyota Camrys, for example, and those big trucks may have a very large service area spread. Time is also a factor—including time to produce and distribute rarer parts particularly—and as a vehicle model ages and starts disappearing from the roads, there’s less call for those parts. With trucking, sometimes due to costly features required for new models or even a classic look of an older one, you’ll find many older trucks still in use. Regardless of what trucks they’re running, no fleet or truck driver wants to wait around for parts to arrive after a breakdown. OEMs have been looking to 3D printing for possible solutions. “Across all the verticals I’ve seen and been involved with, the 3D printing companies and materials manufacturers want to develop a process that’s adaptable to in-service production parts,” says Gregory Haye, general manager of the Knoxville, TN, microfactory of Local Motors. This young, Phoenix-based vehicle manufacturer turned heads last year with its mostly 3D-printed, self-driving people transport called Olli, which started rolling last summer in National Harbor, MD, a shopping and convention center destination. “That’s the jump that many of the 3D printer manufacturers are trying to make,” Haye contends. “They want to transition additive manufacturing to being part of the production process, not just a means to prototype.”

Will Phase 2 GHG rules be reconsidered? Fleet Owner / March 7, 2017 With the Environmental Protection Agency (EPA) poised to roll back ambitious corporate average fuel economy (CAFE) standards put in place by the Obama administration nearly six years ago – standards automakers claimed would’ve saddled them with $200 billion in compliance costs over the next 10 years – there’s more than a little out-loud musing as to whether something similar might be attempted for the Phase 2 greenhouse gas (GHG) rules governing heavy trucks, trailers and diesel-powered pickups. Right now, the betting in the main seems that the Phase 2 GHG rules won’t be scaled back to the degree being witnessed for the CAFE standards and for perhaps the best reason: long-haul truckers especially could gain a lot of fuel savings. At the 2017 Technology & Maintenance Council (TMC) annual meeting last week, a wide range of presentations delved into the costs and potential benefits associated with the Phase 2 GHG rules, much less their impact on specific items such as tires, wheels, and trailers. But I think Wade Long – director of product marketing for Volvo Trucks North America (VTNA) – summed up the possibilities proffered by the Phase 2 GHG rules indirectly during a separate discussion regarding Department of Energy (DOE) funded “Super Truck” projects. He noted that Volvo’s Super Truck project achieved an average of 12 mpg in comparison to the 7 mpg notched by a 2009 model Volvo VNL tractor and standard trailer used as a “baseline” for comparative measurement. That 5 mpg difference translates into about $17,000 worth of fuel savings per truck per YEAR, Long emphasized. That would be more than enough to offset the predicted direct costs of the Phase 2 GHG rules, which EPA estimated to be as follows: upfront price increases of some $11,700 for tractors, $1,200 for trailers, $3,400 for vocational vehicles, and $1,300 for pickups/vans. [FYI: those costs would be felt in the wallets of fleets mainly during the implementation of the 2021 and 2024 portions of the Phase 2 GHG standards.] Now, certainly, not all the technologies and tweaks deployed for Super Trucks can be directly transitioned onto commercial vehicles operating in the real world. Yet those Super Trucks are the “test beds” upon which OEMs determine whether fuel-saving improvements make the grade in terms of practicality, payback, reliability, etc. “Consistency” is another watchword for truck and trailer OEMs where the Phase 2 GHG rules are concerned as well, noted Patrick Dean, chief engineer for Kenworth Truck Co. during TMC last week. “Right now, the regulation is consistent across EPA and CARB, and I for one hope it stays consistent—because I know that CARB will not back off,” he explained. “If we do have a reduction in the regulation on the EPA side, we might end up with a multi-state requirement that will be challenging and, certainly from a technology perspective and from an OE perspective, we’re going to have to hit the most stringent requirement set,” Dean stressed. “If we’re going to be struggling to offer a bunch of different emissions configurations, I just don’t see that being practical.” There’s something else to consider as well: the impact on operating costs, especially in terms of maintenance, as trucks and trailers are retooled to comply with the Phase 2 rules. Thomas Newby, vice president of equipment and maintenance for LTL carrier Old Dominion Freight Line (ODFL), highlighted during a presentation at TMC how the nearly decade-long effort to reduce diesel particulates and oxides of nitrogen from truck exhaust affected his fleet’s costs. He noted that while fuel economy for his fleet’s trucks dropped 4.9% between 2004 and 2007, it increased 3.3% between 2007 and 2010 and increased another 12.4% between 2010 and 2016 as improvements were gradually made to exhausts emission control systems – resulting in a net 10.8% overall gain in fuel economy. However, despite those fuel savings, cost per mile (CPM) for ODFL’s fleet kept right on rising – no doubt in part to the more complex maintenance needs of emission control technology and related components, as well as for the higher sticker prices of newer “cleaner” trucks, too Newby noted that ODFL’s CPM increased 10.1% between 2004 and 2007, jumped another 12.7% between 2007 and 2010, before leaping up another 12.1% between 2010 and 2016. He also pointed out something else about the Phase 2 GHG rules, too: that they’ve likely “set a record” for rules that look the farthest into the future; all the way out to 2027, to be precise. And could that long time line be but one reason for the Trump administration to possibly reconsider the Phase 2 GHG regulatory package? That remains to be seen. Besides, we’ve got to see if they get the rollback of the CAFE standards completed first.

Next potential use of 3D printing in trucking: Lightweighting Fleet Owner / March 7, 2017 Just when we thought we'd seen all that was going on with 3D printing that could affect trucking and automotive, Ford Motor Co. — an OEM that's been pioneering the use of this technology for some years now — says it's looking into large-scale 3D printing and another potential benefit fleets will readily recognize: lightweighting. Ford is testing out large-scale 3D printing with Infinite Build printers from Stratasys, noting it's the first manufacturer of its kind to do so. Trucking execs can read between the lines a bit and consider the possibilities watching a new video Ford has put out to showcase the technology. "Imagine a 3D printer as big as a room, capable of printing auto parts of practically any size — even something as big as a 6-ft. spoiler," the video notes. "It fabricates 3D-printed plastic parts that are lighter than cast metal parts, [which is] designed to lead to more fuel-efficient vehicles," it continues. "It's perfect for low-volume vehicles like race cars, making them more cost-efficient." Also in terms of low-volume parts, Ford also says it's exploring 3D printing up custom parts its clients want. These large Stratasys 3D printers can keep working when everyone goes home. Ford points out that when the printers run out of material, the machines can robotically reload and continue printing "for hours — days, even." The OEM notes in a release yesterday 3D printing's potential to make equivalent parts that are just as strong but reduce weight considerably vs. metal parts. The vehicle spoiler mentioned above, for example, "may weigh less than half its metal counterpart." Ford spells out the benefits 3D printing offers in making up production tooling much faster and at much lower cost, speeding ideas and production to market. Other manufacturers have begun 3D printing some slower-moving inventory parts like certain maintenance parts for trucks. But Ford also points out the current limitations of the technology even in describing its further potential. "3D printing is not yet fast enough for high-volume manufacturing, but it is more cost-efficient for low-volume production," the OEM states. "Additionally, minus the constraints of mass-production processes, 3D-printed parts can be designed to function more efficiently." .

Trailer/Body Builders / March 7, 2017 Trucks carried 65.5% of an estimated $1 trillion in freight that crossed the U.S. borders with Canada and Mexico in 2016, according to the Department of Transportation’s website. That number is based on the value of the freight and is a higher share than a year earlier and a decade earlier in 2006, according to DOT. Rail (15.5%), vessel (5.5%), pipeline (4.6%), and air (3.9%) carried the remaining share of cross border freight, DOT notes. Trucks carried 53.5 percent of the $278.1 billion of 2016 imports from Canada, followed by rail, 21.1 percent; pipeline, 13.6 percent; vessel, 4.1 percent; and air, 4.0 percent. The numbers changed somewhat from a decade earlier. In 2006, trucks carried 49.4 percent of the $303.4 billion of imports from Canada, followed by rail, 20.8 percent; pipeline, 17.8 percent; vessel, 5.3 percent; and air, 2.8 percent. On the southern border, trucks carried 72.5 percent of the $294.2 billion of 2016 imports from Mexico, followed by rail, 16.5 percent; vessel, 6.2 percent; air, 2.4 percent; and pipeline, 0.1 percent. In 2006, trucks carried 63.8 percent of the $198.3 billion of imports from Mexico, followed by vessel, 19.6 percent; rail, 13.0 percent; air, 2.1 percent; and pipeline, less than 0.1 percent. The full story is available here.

Transport Topics / March 7, 2017 The quarterly net loss for truck and engine maker Navistar International Corp. widened to $62 million, or 76 cents a share, for the three months ended Jan. 31, with sales, particularly in the anemic North American new truck sales market, causing most of the problems. In the company’s fiscal first quarter a year ago, the Lisle, Illinois-based original equipment manufacturer lost $33 million, or 40 cents. Quarterly sales declined by 5.8% over that time to $1.66 billion from $1.76 billion, the company said in its March 7 earnings statement. Among the company’s four major divisions, parts remained profitable at a similar level to a year ago, the loss at global operations narrowed by more than two-thirds and profits at financial services declined by 50% but remained in the black. At the truck division, though, sales declined by 5.9% to $1.02 billion for the quarter just ended from $1.08 billion a year ago. The quarterly operating loss accelerated to $69 million from $51 million. The company’s core market is Class 6-8 trucks and buses in the United States and Canada. “This was primarily driven by market pressures, the impact of lower core market volumes, and a decrease in other income,” the company’s earnings statement said. Chairman and CEO Troy Clarke remained optimistic, saying that when industrywide truck sales return, perhaps as soon as the second half of this year, so too, will Navistar. “Our results are on track with our plan for the year, and demonstrate our ability to effectively manage costs at a time of persistent Class 8 industry headwinds,” Clarke said. “Our order share continues to outpace our market share, which confirms our confidence in the retail share improvement to come. At the same time, we are rolling out a steady stream of new product introductions that are helping us generate new sales opportunities, and position us to take advantage of the anticipated Class 8 rebound in the second half,” he added. The earnings report came a week after the company announced it has completed its alliance agreement with Volkswagen’s Truck & Bus division, and unveiled its new 12.4-liter A26 engine for highway tractors. In its 21 most recent fiscal quarters, the company has posted positive net income twice: the three month periods ended April 30, 2016, and July 31, 2012.

Marchionne sees VW bid for Fiat Chrysler as Opel sale seen spurring car deals Automotive News Europe / March 7, 2017 After PSA Group's move to form Europe's second-largest carmaker with the purchase of General Motors's Opel unit, the next step in a looming consolidation wave could be a bid by Volkswagen Group for Fiat Chrysler Automobiles, the Italian automaker’s CEO Sergio Marchionne said. "I have no doubt that at the relevant time VW may show up and have a chat" for a merger, Marchionne, who plans to retire as Fiat Chrysler CEO by 2019, said at the Geneva auto show on Tuesday. The PSA-Opel combination "threatens VW most, creating a No. 2 on its heels." Opel's planned sale to PSA, announced Monday, could spur more mergers as manufacturers confront a shift to self-driving, electric cars. PSA's bid to better compete with Volkswagen serves as a test case as CEO Carlos Tavares seeks to replicate his turnaround of the French carmaker at Opel. Successfully integrating the mass-market rivals could then prod others to follow. "The industry is moving towards consolidation," said Carlos Ghosn, CEO of Renault, who added Mitsubishi Motors to the French carmaker's alliance with Nissan Motor Co. last year. "You're going to see more and more players trying to gain in terms of scale. It's logical because of all the investments we need to face," he said in a Bloomberg TV interview at the show. 'Work ahead' Purchasing GM's Opel and its Vauxhall nameplate for 1.3 billion euros ($1.4 billion) gives PSA a broader network to spread costs for new vehicles. But the benefits will be slow to realize and follow more than a decade of restructuring that failed to end losses at the GM unit. The critical component for making the deal work is sharing investment underneath the hood while keeping the brands' identities unique. Teaming up with PSA "offers many opportunities" to share costs in areas including vehicle development and purchasing, said Opel Chief Karl-Thomas Neumann, who will stay on after the deal is completed. "We know we've got a lot of work ahead of us." PSA is prepared for other deals, including a bid for a stake in Malaysia's Proton Holdings, another money-losing carmaker that’s also the owner of UK sports car brand Lotus. If PSA manages to bring Opel to "an efficiency level that is equivalent to PSA's today, we will be in a very good position to deal with prospective opportunities that could arise," Tavares said. 'No answer' Meanwhile, Volkswagen, which is still recovering from its diesel emissions-cheating scandal, is dismissing any extra pressure from the PSA-Opel combination. The company has repeatedly shrugged off interest in major acquisitions as it restructures its namesake VW marque. "We focus on what we have to do to reach our strategic goals," Volkswagen CEO Matthias Mueller said in Geneva. For Fiat, Marchionne has long been a vocal proponent of consolidation, arguing that the industry wastes money by developing multiple versions of the same technology. Since GM rebuffed his idea for a merger two years ago, Marchionne has sought to eliminate debt at Fiat to make the carmaker a more attractive partner down the line. "The GM door was never open for me. I knocked and no one answered," said Marchionne. "Would I knock again? Why not, or at any other door."