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International unveils new A26 engine Today’s Trucking / February 28, 2017 International has launched a new 12.4-liter engine, known as the A26, drawing on an engineering project that became known internally as Project Alpha – as well as selected European components. The A26 is replacing the N13 and comes with ratings of 370 to 475 horsepower and 1,350 to 1,750 lb-ft of torque. While built in Alabama, it shares a crankcase and rotating components with MAN’s D26. It will not be the last European influence to be found in International trucks. Volkswagen, which also has an ownership interest in MAN, is taking a 16.6% stake in Navistar, and there are plans to bring a Volkswagen powertrain to North America as early as 2019. “This is an opportunity for us to partner with a world-class organization,” said Bill Kozek, president of truck and parts. “It’s going to be a great opportunity for us to learn a lot from the Volkswagen team, and I think the Volkswagen team will learn a lot from us.” Of course there is still plenty of North American content in the A26, and not just subtle design changes like the different wrist pin on the piston. The A6 has boosted fuel economy 5% over its predecessor, says Darren Gosbee, vice president – advanced engineering. When mated to the recently unveiled LT series truck, the 2018 Model Year will offer a 9% bump in fuel economy compared to Model Year 2015. In three test runs on a 764-kilometer route it achieved 8 miles per gallon (29.4 liters per 100 kilometers), Gosbee said. “This did not include the use of predictive cruise or neutral coast.” Some of the improved fuel economy comes through reduced weights. The 2,229-pound A26 is 55 pounds lighter than the N13 it replaces, and is 700 pounds lighter than a 15-liter engine, but it also helps to shed another 200 pounds of extra weight in vehicle-mounted components, International says. Several upgraded materials have been introduced. Valve covers are made of a composite material, and the flywheel housing is made of shot-peened aluminum, both helping to save weight. The Compacted Graphite Iron crankcase is also said to be stronger than traditional gray iron. Meanwhile, the compressor wheel is now made of titanium, and is part of a simplified single-stage design. Fuel economy is further enhanced with a new Variable Geometry Turbocharger, while fuel is injected through a 36,300-psi high-pressure common rail fuel system. New cylinder head coolant passages are also 50% less restrictive than the ones they replace, reducing parasitic losses to the water pump. Piston pins have been enlarged, and connecting rods and bushings have been optimized. Smaller piston cooling jets have also been introduced to increase oil pressure and improve lubrication, and an oil cooler thermostat bypass lets oil bypass the oil cooler in cold weather. International will offer oil drain intervals of up to 70,000 miles (112,000 kilometers) for fleets that are achieving more than 6.5 miles per gallon (36 liters per 100 kilometers). Diesel Particulate Filters will also last 600,000 miles (about 950,000 kilometers) or 11,000 hours, which essentially eliminates the requirement for the first owners of the engines, Gosbee added. He also refers to the A26 as the “quietest engine in our stable”. That involves several improvements. For example, a rubber gasket designed for the sculpted crankcase isolates the oil pan to absorb vibration and reduce harshness. There’s also a six-blade fan with specially designed gear teeth that have been further calibrated to reduce engine noise. International continues to stress the importance of “uptime” in all of its product launches and business targets. In the last year, dwell times in shops were slashed 50%, and half of all repairs are now turned around in one day, Kozek said. The engine’s over-the-air programming and remote engine calibrations will help to further improve the shop times. “Those trucks do not visit the dealership,” he said. Other durability-related features include a stainless steel, laser-welded, single-stage Exhaust Gas Recirculation (EGR) cooler, and the high-pressure common rail Bosch fuel pump has been tested for six years and been used on the 15-liter MAN D38 since 2015. Loads are distributed with a larger piston pin, connecting rod and bushing. The single variable-geometry turbocharger also features a titanium compressor wheel, promised to offer superior fatigue life. The engine is promised to have a B10 design life of 1.9 million kilometers, describing the point when just 10% of units will fail, and it comes with a two-year warranty with unlimited miles. “It’s a great time to be at International. We’ve been through a lot,” Kozek said, alluding in part to past challenges with the company’s emissions strategy. “We’re coming out of it.” International has submitted the A26 for approval under EPA 17 emissions standards, and is scheduled to enter production in April. The N13 engine, still used in severe service and vocational trucks, is being produced until the end of this year, Gosbee says.

Cummins Extends Oil Drain Intervals to 80,000 Miles Heavy Duty Trucking / February 28, 2017 Cummins says X15 Efficiency Series and X15 Performance Series engine owners can extend their oil drain intervals up to 80,000 miles using the free Cummins OilGuard program, which uses engine performance data and oil analysis to safely optimize oil drain intervals. For years, recommended oil drain intervals have been based on a set distance and/or time period. The Cummins OilGuard program allows participating truck owners to safely extend oil change intervals while keeping full warranty coverage for their Cummins engine. "With oil changes routinely costing $350 or more for the oil, oil filter, labor and disposal costs – and a typical over-the-road trucker performing two to three oil changes per year – we see the potential to significantly reduce costs and downtime, with some customers needing an oil change only once a year," said Mark Ulrich, director of customer support, "Most importantly, you get an optimized oil change interval while preserving your warranty coverage, and at no risk to engine component durability or resale value." It starts with a selection of test vehicles and a monitoring program with regular submission of engine data and oil samples for analysis, covering a minimum of two oil change intervals. For example, fleets desiring an 80,000-mile oil change interval will be required to submit samples every 10,000 miles. Full warranty coverage will continue throughout the testing/analysis period. Once the results are received, Cummins will present the findings, identifying the vehicles and duty cycles eligible for a longer oil-drain interval. The optimized drain interval will then become the required maintenance for warranty coverage. Periodic follow-up testing may be requested by Cummins for verification that no changes in operation or maintenance practices have taken place that might impact the approved oil drain interval. Use of a Cummins-approved CK-4 or FA-4 engine oil is required in order to qualify. Cummins recommends the use of Valvoline Premium Blue engine oils, which are already approved by Cummins for 60,000-mile oil drain intervals in 2017 Cummins X15 engines. That's a 10,000 mile extension compared to other CK-4 engine oils. Cummins will provide sample kits, prepaid mailers and the oil analysis free of charge to every customer participating in the program. The Cummins OilGuard program is currently available for 2017 and newer X15 engines; however, Cummins said it could be extended to other engines in the near future.

Cummins to Offer Engine Maintenance Notifications Heavy Duty Trucking / February 27, 2017 Cummins Engine made it clear Monday night at the opening session of the Technology & Maintenance Council’s Annual Meeting that it is investing heavily in expanded telematics offerings for the North American trucking industry. At a press conference on the TMC show floor, the company announced its new Connected Advisor telematics system, which allows customers to receive information analyzed by engine experts at Cummins, who then report on both critical and noncritical issues, making it easier for fleet managers to make service decisions about the vehicles in their fleets. The system is designed to isolate and interpret key engine and aftertreatment data every day, and provide Cummins Engine customers with prioritized, time-based recommendations to distinguish between immediate repair needs and those that can be scheduled a few days out. Fault reports, including probable causes and recommended actions, are sent to fleet managers daily to help initiate the repair process. For faults requiring prompt attention, immediate notification reports are provided to alert a fleet manager. “A differentiating feature of our Connected Advisor product is the estimated time-to-failure provided for each issue identified," explained Lori Cobb, vice president, Connected Solutions. "With a time frame in mind, customers can proactively manage the issue before it becomes a failure or causes an interruption in the vehicle’s operations.” Cobb said Cummins Connected Diagnostics customers can choose to enhance their remote monitoring capabilities by purchasing the Connected Advisor product. Connected Advisor provides an additional level of support in interpreting engine issues and improving efficiency with time-to-service recommendations. Additionally, Cobb said Cummins has introduced Connected Software Updates, delivering secure over-the-air programming through a telematics service provider. Through the Cummins Connected Solutions portal, fleet managers are notified of software updates available to engines in their fleet. This enables fleet managers to upgrade an individual engine or all eligible engines, or they can choose to pre-approve updates automatically. In other telematics news, Cummins announced it is launching a new mobile app that uses advanced algorithms and cloud computing technology to improve the service experience of its customers. The new Guidanz app allows customers to quickly read Cummins fault codes and other key information on 2007 and newer engines, reducing the need to drive to a certified service location or wait for a technician to arrive on site. Cummins customers can view prioritized engine faults using the Guidanz mobile app paired with an Inline mini Bluetooth adapter, which provides critical information they can quickly share with their operations manager or service provider. By emailing the operations manager directly from the app or calling Cummins Care, the service process is initiated more quickly and easily. The app also links customers to an online service locator, helping them identify the closest certified repair location. Even when offline, Guidanz can provide a list of engine faults to the customer. A Bluetooth-enabled nine-pin connector that plugs directly into the standard SAE J1939-13 interface allows users to quickly retrieve engine information with a Bluetooth-equipped iOS or Android smartphone or tablet. The Guidanz mobile app will be available in April on iOS or Android as a free download at the Apple App Store or the Google Play Store. The Inline mini and the Immediate Assessment feature are available through Cummins-authorized channels.

Mack Launches Wireless Software Updates Heavy Duty Trucking / February 28, 2017 Mack Trucks has launched Over The Air, to let customers update software wirelessly to minimize scheduling disruptions and increase efficiency and uptime. The company announced the rollout at the American Trucking Associations’ Technology & Maintenance Council annual meeting here. Two categories of software updates are available through Mack Over The Air: one for powertrain components and the other for vehicle parameters like road speed limits, optimizing performance for customers with trucks that change duty cycles based on economics load type and geographic area. “Mack Over The Air represents the next step in Mack’s industry-leading approach to uptime,” said David Pardue, vice president of connected vehicles and uptime services for Mack Trucks. “Our customers can now make these updates whenever and wherever it is convenient for them.” Mack Over The Air uses Mack GuardDog Connects integrated telematics hardware to deliver the software updates to customers. GuardDog Connect comes standard on every Mack model equipped with a Mack engine and provides proactive monitoring and repair planning, enabling real-time diagnosis of issues, scheduling of repairs and confirmation that needed parts are in stock and ready to install. Mack Over The Air will be available for all Mack models equipped with GuardDog Connect and Mack’s 2017 engines. Mack Trucks also announced with Telogis that it is offering a free 30-day trial of Mack Fleet Management Services with Telogis Fleet. Telogis Fleet for Mack is a fleet management and telematics solution that can be activated over the air and scaled to different fleet sizes. Using data from GuardDog Connect, Telogis Fleet provides real-time visibility of truck and driver performance. “It’s easy to read about the features that Mack Fleet Management Services with Telogis Fleet offers, but it’s a game changer when you can try them first hand,” said Mack's Pardue. “With a 30-day free trial, customers can see exactly how Telogis Fleet can improve their business performance.” Mack models equipped with Mack MP engines and GuardDog Connect hardware built after 2014 are eligible for the free trial, and up to 10 trucks per customer can be included. All features of Telogis Fleet for Mack are available during the free trial period, including Mack-specific diagnostic data, driver behavior scorecards, a fleet intelligence dashboard, vehicle location and history, and real-time alerts. Customers may sign up for the trial through June 30, 2017. No additional hardware is required, and activation is completed over the air. “Maximizing uptime while helping to improve driver safety and performance has become a mission-critical component for any successful fleet,” said Amy Hart Phillips, vice president, OEM business at Telogis. “The 30-day trial is the easiest way for any Mack customer with a connected truck to experience the transformative effects Telogis Fleet for Mack can have.”

Volvo Trucks Increases Uptime, Efficiency with Remote Programming Heavy Duty Trucking / February 28, 2017 Volvo Trucks North America (VTNA) is expanding its connected vehicle services with new Remote Programming over-the-air updates for powertrain software and parameters. Remote Programming uses Volvo’s factory-installed telematics hardware and allows Volvo customers to perform over-the-air powertrain software and parameter updates anywhere in the U.S. and Canada where a cellular connection is available, and at the discretion of the vehicle’s decision maker. The system works through Volvo’s Uptime Center, which will trigger the required updates once the fleet decision maker as designated through its Asist system OKs the update. The Uptime Center communicates with the driver to make sure the truck is secure, with the key off and the brakes set, Wade Long, product marketing manager, explained to HDT on Feb 28 at the Technology & Maintenance Council annual meeting here. Parameter changes can be initiated at the request of the fleet. For instance, Long said, a fleet might want to change its top speed settings if the price of fuel spikes. Or it may want to change the programming on an engine or transmission to better suit a change in the truck’s application, say from dry bulk to liquid tankers. Starting early next year, he said, the system will be able to remotely correct fault codes using software fixes. “You don’t have to go to the Apple store every time you update the OS on your iPhone,” he said. "This is the same general concept. Instead of having to bring a truck into the shop, plug in and change programming while the shop is in for a PM, it can be done in 10 to 30 minutes while the driver is eating lunch or fueling." The service will be available in the third quarter of 2017 for all Volvo trucks equipped with engines meeting 2017 U.S. greenhouse gas emissions standards. However, Long said, early next year, the company will unveil a program with Geotab, using Geotab’s telematics gateway to offer much of the same functionality for engines back to 2010. “Volvo Trucks continues to invest heavily in connectivity solutions, and we’re proud to bring a true over-the-air solution to market,” said Conal Deedy, director of connected vehicle services for Volvo Trucks. “With Remote Programming, customers can quickly and easily perform updates to help improve the performance and efficiency of their vehicles.” In addition, Volvo notes, customers who historically have not performed software updates due to cost or inconvenience can quickly and easily keep their trucks operating at optimal performance. .

Remote updates coming for Volvo trucks Fleet Owner / February 28, 2017 Volvo Trucks North America is adding remote update capability for all of its vehicles equipped with 2017 Volvo engines, transmissions, aftertreatment systems and other powertrain components. The new Remote Programming service will push our powertrain software updates, which average about two a year, as well as react to fault code conditions that can be corrected with a software download. The new service, which will go live in the 3rd quarter of this year, is initiated by live agents at Volvo’s Uptime Centers, who will notify fleets when a truck is eligible to receive an over-the-air update, according to Ash Makki, product marketing manager. Once the receive approval from the vehicle owner, the driver will notify the Uptime Center when the vehicle is parked and ready to receive the new software or calibration. Installation can take between five and 30 minutes depending on systems impacted, and the agent then confirms with both driver and owner that the download is completed. Volvo is launching the over-the-air service because up to 75% of updates are currently being ignored because of the downtime involved in bringing a truck into a shop, Makki said during a briefing at the annual Technology and Maintenance Council meeting. “Downtime for doing upgrades in a shop currently averages 2.3 days, and we estimate that a truck out of service costs a fleet about $1,100 a day in lost revenue,” he said. The periodic updates are important not only for correcting vehicle faults, but also for the improvements they bring in overall vehicle performance, Makki said. “Missing them can mean missing an opportunity to improve efficiency.” The Remote Programing service is a direct outgrowth of the integrated diagnostic telematics system Volvo introduced five years ago, a company spokesperson said. Future enhancements will include integration with other fleet management telematics services, he added.

Yes Tim, it will use Adblue.

Navistar Rising: A26 Engine Signals New Chapter Heavy Duty Trucking / February 27, 2017 When International President Bill Kozek came from Paccar in 2014 to right the ship at Navistar, he knew the situation was critical. And he knew the task before him was immense. In fact, many industry experts were ready to write off the truck and engine manufacturer. But he expressed confidence that the talent, the determination and the sheer stubbornness of Navistar’s employees would eventually win out. At the Technology & Maintenance Council Annual Meeting Monday night, the company announced a completely new and thoroughly modern family of diesel engines that, in Kozek’s words, will allow Navistar to not only regain the ground it lost during the divisive EGR-SCR wars of the early 2000s, but to also stake a claim as a diesel engine technology leader at a time of tremendous change in the North American trucking industry. Leading International’s charge into the new, technological future is the A26 diesel engine – a wholly new powerplant, developed using the company’s also-new Project Alpha engine design program, a radically new diesel engine design philosophy. Project Alpha was initiated as a way to cast off old, stratified engine design thinking, and approach the concept of a modern, fuel-efficient diesel from a totally new perspective. Navistar’s new A26, 12.4-liter diesel engine is the first product of that program. "Project Alpha has fundamentally changed how we design diesel engines," Kozek said. "The International A26 has been designed to address the rigorous demands of Class 8 truck customers. It's been tested to extremes and meets a demanding B10 design life standard for an unprecedented 1.2 million miles." The new A26 is also a first glance at a new, but quickly growing collaboration between International and Volkswagen, which acquired a major stock-holding stake in the company last year. The A26 is based on the crankcase of a D26 engine from MAN – a German truck and engine manufacturer wholly owned by Volkswagen. According to Darren Gosbee, vice president of advanced engineering for International, the new A26 diesel engine produces up to 475 horsepower and 1,750 lb.-ft. of torque from a design that's 600-700 lbs. lighter than a traditional 15-liter, big bore engine. Additionally, he said, its components have been carefully engineered to deliver uncompromising uptime as well as class-leading fuel efficiency, reduced weight and quiet operation. "The A26 was designed from the ground up to deliver industry-leading uptime, durability and reliability," Gosbee said. "The A26 is as simple as a modern engine can be, and we've built uptime into every part of the development process, from design to calibration to testing." To achieve that goal, Gosbee said, every component on the A26 has been designed from the get-go to maximize uptime. This includes using a titanium compressor wheel with a simplified single-stage design, as well as a variable geometry turbocharger that reduces complexity and enhances reliability. Larger piston pins, connecting rods and bushings help optimize load distribution for enhanced durability, while smaller piston cooling jets increase oil pressure to improve lubrication, increasing oil change service intervals up to 70,000 miles. The A26 diesel tips the scales at 2,299 pounds, whicn Gosbee said makes it the lightest engine in its class, weighing in at 55 pounds lighter than the engine it replaces. That said, International engineers were able to leverage the company’s cutting edge compacted graphite iron (CGI) crankcase technology to ensure the A26 has greater strength and fatigue resistance than traditional gray iron. Gosbee said the engine’s composite valve covers and shot-peened aluminum flywheel housing help deliver impressive weight savings over more traditional engine block casting solutions. Taken as a whole, Gosbee added, the A26 is the most efficient engine ever offered in International's on-highway lineup. Thanks to a simplified air management system and a new variable geometry turbocharger, Gosbee says the A26 delivers a 5% fuel economy boost over International’s previous, comparable engine offering. Fuel injection pressure is maximized by the engine's 2,500 bar (36,300 psi) high-pressure common rail fuel system, which is coupled with new cylinder head coolant passages that are 50% less restrictive to reduce parasitic loss to the water pump, which allow the A26 to reduce both fuel consumption and emissions. Another design strongpoint Gosbee touted are the low sound levels emitted by the A26. “The A26's uniquely sculpted crankcase, which is isolated with the oil pan through a specially designed rubber gasket, absorbs vibration and reduces harshness for a quieter in-cab experience,” Gosbee said. “The engine's six-blade fan, specially designed gear teeth and sophisticated calibration and programming are specifically built to reduce engine noise.” According to International, the A26 is backed with the industry's best engine warranty: two years, unlimited miles. This warranty, Gosbee said, reflects confidence in the engine's reliability and durability, which have been confirmed through extensive validation and testing process. The A26 engine is available for order in the International LT Series of long-haul vehicles and RH Series of regional haul vehicles. .

Fleet Owner / February 28, 2017 Michelin believes adding radio frequency identification or “RFID” tags in each of its truck tires will provide better tire life data to its fleet customers. In a global move, tire maker Michelin is adding radio frequency identification or “RFID” tags to all of its truck tires in an effort to provide its commercial truck customers with better data to help control their ongoing tire costs. “This [RFID] platform allows fleets to better track their tire assets and better understand the lifecycle of their tire casings,” Ralph Dimenna, COO of the Michelin Americas Truck Tires division, explained to Fleet Owner during a meeting at the 2017 Technology & Maintenance Council (TMC) annual conference. Dimenna noted that feedback from Michelin’s fleet advisory council indicated that more detailed tire information could help them better deal with the “pain points” of their businesses. That’s why Michelin forged ahead to add RFID tags to all of its truck tires, not just the ones it sells in the U.S. “This is a worldwide platform; they are now in 98% of our [truck tire] products worldwide,” he emphasized. “And these are standard tags; anyone can access them if they have an RFID reader.” The company is also rolling out some enhancements to its Michelin Tire Care service, launched back in 2015. Designed to assist fleets in identifying and addressing tire issues that lead to downtime, low mileage, high fuel costs and safety risks, Micheline said 20% of the vehicles inspected via its tire care program over the last year were “Red Tag” events; critical situations that require immediate attention to avoid an emergency roadside service (ERS) event or CSA violation. A further 63% of vehicles inspected via the program were flagged with “Yellow Tags,” which highlights issues that can lead to longer term costs. Ron Reid, operations manager for New York-based Transervice Logistics and a Tire Care customer, noted in a statement that the program helped his fleet cut its averaging ERS calls per month from 5.5 down to 2.5, saving $2,000 per month. Currently Michelin said it services over 260 fleets and more than 36,000 commercial vehicles nationwide. In terms of the upgrades Michelin is adding to this program, they include: Improved program hardware and software: rugged CAT Smart device has Android smartphone look and feel with 4G capability and PDA Windows App for more “customer-friendly” operation. New measurement devices allow for faster and more accurate readings as well. Actionable Fleet dashboard: this will display in-depth tire summary including critical analysis of Red Tag and Yellow Tag events, number of vehicles inspected, number of tires inspected and top 10 issues. Red Tag Resolution: as Red and Yellow Tag events are identified during an inspection, they’ll be corrected with a vehicle history at the end showing what work as performed and when it was completed. Pricing options: In addition to a flat per-inspection fee, Michelin will now provide a set tire maintenance program for an hourly rate. Self Fit: an in-house solution that allows fleets to perform their own inspections via a flat monthly fee with no restrictions on the number of inspections. Road Ready: an option that uses the TirePass lanes at Love’s Travel Centers truck stops to perform Tire Care inspections, optimal for line haul fleets running coast to coast.

Fleet Owner / February 28, 2017 WABCO Holdings Inc. has launched the first aerodynamic trailer tail in the U.S. to feature automatic deployment and retraction, a system that utilizes lighter, stronger materials for a smaller and more stable design. The global supplier of commercial vehicle components announced on Monday the North American premiere of the OptiFlow AutoTail as part of its showcase of aerodynamics technologies at TMC Annual Meeting and Transportation Technology Exhibition here. The system, already on the road in Europe, deploys and retracts tail panels based on driving speed as determined by sensors linked to WABCO’s Trailer Anti-Lock Braking Systems (ABS). The device automatically deploys at vehicle speeds of 45 mph ensuring it is consistently used at speeds that maximize aerodynamic fuel savings. The tail panels automatically retract at a vehicle speed of 10 mph. OptiFlow AutoTail is the first product to earn EPA SmartWay verification from the National Research Council (NRC), the Canadian government’s premier research and technology organization, according to the company. AutoTail delivers fuel savings of up to 4.3% at highway speeds based on SmartWay test protocol, and reduces CO₂ emissions by up to 4.8 tons per trailer per year. Automatic retraction also improves maneuverability and enhances safety by ensuring panels are folded in city centers, loading docks and other areas where trailers are in close proximity to pedestrians or objects, pointed out Jon Morrison, WABCO President, Americas, in demonstrating the system to Fleet Owner. WABCO also features its OptiFlow Tail for the first time in North America. Easy to deploy and retract manually, WABCO OptiFlow Tail provides identical fuel savings as OptiFlow AutoTail. It features a lightweight design that is straightforward to install and retrofit. OptiFlow Tail is easily upgraded to OptiFlow AutoTail. Both OptiFlow Tail and AutoTail are made from automotive grade thermoplastic, an extremely lightweight, durable and long-lasting material that resists wear from weather, vibration and everyday hazards of the trucking industry. The injection-molded panels offer a unique, curved shape and smooth surface that reduces air resistance. “We are proud to introduce an array of innovative aerodynamic solutions in North America that will improve efficiency of commercial vehicles for fleet operators and transport companies alike,” said Morrison. “WABCO’s OptiFlow AutoTail and Tail represent our first product integration in North America after we acquired aerodynamic technology leader Laydon Composites Ltd. in April 2016. Based on our combined world-class aerodynamics expertise, design and manufacturing capabilities we deliver aerodynamic solutions that will help our fleet customers meet U.S. greenhouse gas emission regulations to take effect in January 2018.” Morrison also suggested the success of WABCO’s trailer skirts—as well the company's position as a leading supplier to trailer OEMs—will provide a marketing edge to the new products. “We’re obviously going to work very closely with the OEMs to bring the most cost-effective solution to our fleet customers. Our target is to look at pricing and look at value to ensure that we get a payback of less than two years,” he said. “I think fleets understand the value proposition—but it’s a matter of planning, of getting something they’re comfortable to deploy and that makes sense.” .

Uptime, uptime, uptime: International Truck launches A26 engine Fleet Owner / February 27, 2017 New 12.4-liter diesel designed for simplicity, reliability Calling it “as simple as a modern engine can be,” International Truck on Monday launched the International A26 engine, a new 12.4-liter diesel designed to provide industry-leading reliability to the Class 8 market. Speaking from the exhibit hall at the TMC annual meeting here, Bill Kozek, president, Truck and Parts, explained that the A26 is the company's latest product engineered with a focus on customer uptime. The engine was developed through an initiative called Project Alpha, which brought together a new team of top powertrain engineers. The initiative pursued a fresh approach that emphasized simplicity over complexity and using only proven components. “Project Alpha has fundamentally changed how we design diesel engines,” Kozek said. “The International A26 has been designed to address the rigorous demands of Class 8 truck customers. It’s been tested to extremes and meets a demanding B10 design life standard for an unprecedented 1.2 million miles.” Built from the proven MAN D26 engine crankcase, the A26 produces up to 475 horsepower and 1,750 lb.-ft. of torque from a design that’s 600-700 lbs. lighter than a traditional 15L big bore engine. Its components have been carefully engineered to deliver uncompromising uptime as well as class-leading fuel efficiency, reduced weight and quiet operation, explained Darren Gosbee, vice president, Advanced Engineering. “The A26 was designed from the ground up to deliver industry-leading uptime, durability and reliability,” said Gosbee. “The A26 is as simple as a modern engine can be, and we’ve built uptime into every part of the development process, from design to calibration to testing.” As presented by Gosbee: Every component is engineered to maximize uptime. Utilizing a titanium compressor wheel with a simplified single-stage design, the A26 features a variable geometry turbocharger that reduces complexity and enhances reliability. Larger piston pins, connecting rods and bushings help optimize load distribution for enhanced durability, while smaller piston cooling jets increase oil pressure to improve lubrication, increasing oil change service intervals up to 70,000 miles. At 2,299 pounds, the A26 is the lightest engine in its class. The A26 is 55 pounds lighter than the engine it replaces, and also enables an impressive 200 pounds of additional weight reduction in vehicle-mounted components. Its Compacted Graphite Iron (CGI) crankcase has greater strength and fatigue resistance than traditional gray iron. Composite valve covers and shot-peened aluminum flywheel housing help deliver impressive weight savings over traditional solutions. The most efficient engine offered in International’s on-highway lineup. Engineered to deliver up to 5% greater fuel economy, the A26 has a simplified air management system, featuring a new Variable Geometry Turbocharger. Fuel injection pressure is maximized by the engine’s 2,500 bar (36,300 psi) high pressure common rail fuel system. Coupled with new cylinder head coolant passages that are 50% less restrictive to reduce parasitic loss to the water pump, the A26 reduces both fuel consumption and emissions. Quietest engine in the lineup. The A26’s uniquely sculpted crankcase, which is isolated with the oil pan through a specially designed rubber gasket, absorbs vibration and reduces harshness for a quieter in-cab experience. The engine’s six-blade fan, specially designed gear teeth and sophisticated calibration and programming are specifically built to reduce engine noise. The A26 is backed with warranty of two years, unlimited miles. The warranty reflects confidence in the engine’s reliability and durability, which have been confirmed through extensive validation and testing process, the company says. This includes: Hundreds of thousands of hours of “key life” and dyno testing at extreme engine speeds and loads. Millions of real-world test miles over the harshest North American roads, including high altitudes and temperatures as low as -40° F. Full validation cycles (concept, design, statistical and product validation) over a period of years to identify, correct and retest any issue. The A26 engine is available for order in the International LT Series of long-haul vehicles and RH Series of regional haul vehicles. Production will begin in April, and delivery in the LT will follow in May.

Navistar Debuts International 12.4-Liter A26 Engine for Highway Tractors Transport Topics / February 27, 2017 Navistar moved to re-establish its standing in the engine business by unveiling a new 12.4-liter power plant, the International A26, designed for usage in the company’s two newest over-the-road trucks, LT and RH. The engine will be made in Navistar’s Huntsville, Alabama, engine plant starting in April, and then installed in International LT linehaul trucks for delivery to buyers in May. Bill Kozek, Navistar president of truck and parts, said the new engine, which will replace the N13, is part of the company’s three-year-old turnaround plan and commitment to uptime for fleet operators. “This is a great time to be at International. We’ve been through a lot and we’re coming out of it,” said Kozek. Darren Gosbee, vice president of powertrain engineering, said the engine is the first fruit of the company’s Project Alpha, a rethinking of the company’s engine business. Gosbee said an LT tractor powered by an A26 got 9% better fuel economy than the company’s 2016 lineup of a ProStar Plus with an N13. The torque range for A26 is 1,350 to 1,750 pound-feet, and the horsepower range is 370 to 475 hp. The weight is 2,299 pounds, or 55 pounds less than an N13, or about 650 pounds lighter than a 15-liter engine. Engineers made more use of aluminum and compacted graphite iron, Gosbee said. The main goals of the design, he said, were fuel economy, quiet operation, less weight and durability. Gosbee said Navistar has submitted all of its paperwork to the Environmental Protection Agency, seeking certification of the engine’s compliance with the new 2017 emissions standards. “Now we’re just waiting for approval,” Gosbee said.

Billy, disc brakes have been successfully used in Europe for many years. In fact, front disc brakes have virtually become standard on Chinese heavy trucks. With the evolving new U.S. braking rules, they're going to become mandatory on the steer axles of US trucks.

The Guardian / February 28, 2017 Public information film unseen for years shows Shell had clear grasp of global warming 26 years ago but has not acted accordingly since, say critics The oil giant Shell issued a stark warning of the catastrophic risks of climate change more than a quarter of century ago in a prescient 1991 film that has been rediscovered. However, since then the company has invested heavily in highly polluting oil reserves and helped lobby against climate action, leading to accusations that Shell knew the grave risks of global warming but did not act accordingly. Shell’s 28-minute film, called Climate of Concern, was made for public viewing, particularly in schools and universities. It warned of extreme weather, floods, famines and climate refugees as fossil fuel burning warmed the world. The serious warning was “endorsed by a uniquely broad consensus of scientists in their report to the United Nations at the end of 1990”, the film noted. “If the weather machine were to be wound up to such new levels of energy, no country would remain unaffected,” it says. “Global warming is not yet certain, but many think that to wait for final proof would be irresponsible. Action now is seen as the only safe insurance.” A separate 1986 report, marked “confidential” and also seen by the Guardian, notes the large uncertainties in climate science at the time but nonetheless states: “The changes may be the greatest in recorded history.” The predictions in the 1991 film for temperature and sea level rises and their impacts were remarkably accurate, according to scientists, and Shell was one of the first major oil companies to accept the reality and dangers of climate change. But, despite this early and clear-eyed view of the risks of global warming, Shell invested many billions of dollars in highly polluting tar sand operations and on exploration in the Arctic. It also cited fracking as a “future opportunity” in 2016, despite its own 1998 data showing exploitation of unconventional oil and gas was incompatible with climate goals. The film was obtained by the Correspondent, a Dutch online journalism platform, and shared with the Guardian, and lauds commercial-scale solar and wind power that already existed in 1991. Shell has recently lobbied successfully to undermine European renewable energy targets and is estimated to have spent $22m in 2015 lobbying against climate policies. The company’s investments in low-carbon energy have been minimal compared to its fossil fuel investments. Shell has also been a member of industry lobby groups that have fought climate action, including the so-called Global Climate Coalition until 1998; the far-right American Legislative Exchange Council (Alec) until 2015; and remains a member of the Business Roundtable and the American Petroleum Institute today. Another oil giant, Exxon Mobil, is under investigation by the US Securities and Exchange Commission and state attorney generals for allegedly misleading investors about the risks climate change posed to its business. The company said they are confident they are compliant. In early 2016, a group of congressmen asked the Department of Justice to also “investigate whether Shell’s actions around climate change violated federal law”. “They knew. Shell told the public the truth about climate change in 1991 and they clearly never got round to telling their own board of directors,” said Tom Burke at the green thinktank E3G, who was a member of Shell’s external review committee from 2012-14 and has also advised BP and the mining giant Rio Tinto. “Shell’s behaviour now is risky for the climate but it is also risky for their shareholders. It is very difficult to explain why they are continuing to explore and develop high-cost reserves.” Bill McKibben, a leading US environmentalist, said: “The fact that Shell understood all this in 1991, and that a quarter-century later it was trying to open up the Arctic to oil-drilling, tells you all you’ll ever need to know about the corporate ethic of the fossil fuel industry. Shell made a big difference in the world – a difference for the worse.” Prof Tom Wigley, the climate scientist who was head of the Climate Research Unit at the University of East Anglia when it helped Shell with the 1991 film, said: “It’s one of the best little films that I have seen on climate change ever. One could show this today and almost all would still be relevant.” He said Shell’s actions since 1991 had “absolutely not” been consistent with the film’s warning. A Shell spokeswoman said: “Our position on climate change is well known; recognising the climate challenge and the role energy has in enabling a decent quality of life. Shell continues to call for effective policy to support lower carbon business and consumer choices and opportunities such as government lead carbon pricing/trading schemes. “Today, Shell applies a $40 per tonne of CO2 internal project screening value to project decision-making and has developed leadership positions in natural gas and sugarcane ethanol; the lowest carbon hydrocarbon and biofuel respectively,” she said. Patricia Espinosa, the UN’s climate change chief, said change by the big oil companies was vital to tackling global warming. “They are a big part of the global economy, so if we do not get them on board, we will not be able to achieve this transformation of the economy we need,” she said. The investments the oil majors are making in clean energy are, Espinosa said, “very small, the activities in which they are engaging are still small and do not have the impact that we really need.” Espinosa, who visited Shell’s headquarters in the Hague in December, said: “They are clear that this [climate change] agenda has to do with the future of their company and that business as usual, not doing anything, will lead to crisis and losses in their business.” .

Scania Group Press Release / February 27, 2017 Scania today at Mobile World Congress launches Scania One, which provides a single digital environment to a host of connected services for fleet owners and drivers. With one-quarter million connected Scania vehicles, Scania One provides coherent and simple access to efficiency-enhancing services. Through Scania One, fleet owners and drivers will have access to the most relevant connected services that can simplify and improve their transport assignments. It constitutes an open customer platform for existing and coming Scania services as well as external content in the versatile Android tablet device. “Scania One is our framework for seamlessly and efficiently integrating both current and coming services in a single environment,” says Christian Levin, Executive Vice President, Head of Sales and Marketing, Scania. “I am convinced that these services, taken together, will significantly contribute towards greater efficiency and thereby higher revenues for transport companies.” Scania One is based on communications technology-giant Ericsson’s software. It is designed to meet the varying needs of customers and drivers related to the trucking operation, transport assignment or simply personal preference. Since services may be added at will, Scania One offers an attractive single device choice. From the purpose-built tablet launcher, drivers can access all apps that the transport company subscribes to. Scania One features the Scania Fleet Management, the comprehensive monitoring and analytical system that provides fleet owners with an overview of equipment and drivers. It offers in-depth data on performance trends with regard to crucial factors that directly affect costs, such as fuel consumption and wear. It is also an invaluable tool in fleet planning, providing information on position and needed servicing. The condensed Fleet Performance app provides an abbreviated version of Scania Fleet Management with the most pertinent information. In addition, some of the services Scania One initially features include: Check before drive – provides a digital checklist for guided daily inspections of brand-neutral vehicle and trailer status with time-saving opportunities to continuous record observations as the basis for service planning. Scania Assistance – allows drivers to digitally contact Scania’s assistance service and transmits position for speedy remedial roadside and workshop action. Guide me –guides drivers through an interactive tool with augmented reality functionality in acquainting themselves with basic functions. With the mobile device camera, dashboard symbols can be scanned to provide information in text or video. Scania will continuously add new features while also encouraging developers to add useful services, building a platform for optimised and efficient transport solutions. Scania One is compatible with the cloud-based platform of Volkswagen Truck & Bus, which also serves as the base for RIO, opening opportunities to offer additional services and a wider ecosystem. .

Ted, it seems that handsome blokes like Tim only attract the best looking Sheilas.

Kenworth Truck Company Press Release / February 27, 2017 Kenworth’s T680 and T880 models are now available with Dana Spicer® D-Series lightweight steer axles for use with air disc brakes. The D-Series axles feature a new lightweight beam with a robust axle-to-brake attachment to help maximizes performance. A patented steer arm design further reduces weight, delivering excellent performance within a smaller design envelope. The axles also feature a new integrated air disc brake knuckle. The knuckle’s one-piece, forged design incorporates the tie-rod arm, disc brake mounting feature and spindle, and eliminates the need for a separate torque plate and its associated fasteners. The new axle weighs approximately 35 pounds less than the previous lightweight beam axle and torque plate assembly. “Air disc brakes deliver superior performance over traditional drum brakes, improving stopping distance and brake life. The integrated air disc brake knuckle on Dana Spicer D-Series axles is a durable solution that reduces tire wear and maintenance intervals, helping to maximize uptime,” said Kurt Swihart, Kenworth marketing director. Kenworth offers the Spicer D-Series steer axles for applications with gross axle weight ratings from 10,000 to 13,200 pounds. .

Meritor Press Release / February 27, 2017 Meritor EX+L air disc brakes will be available on International LT Series tractors beginning in February. "Demand for air disc brakes is growing among North America fleets that are increasingly concerned about safety and reliability, and our market-leading brake products address these issues," said T.J. Reed, general manager, Front Drivetrain for Meritor. "EX+ will offer Navistar's customers superior performance and easier serviceability." Built with the reliability, durability and performance that customers expect from Meritor, the EX+L delivers exceptional braking power that meets federal FMVSS 121 reduced stopping distance regulations, according to Reed. In-line braking stability offers safer, smoother stops, and high-demand applications benefit from reduced brake fade resistance. EX+ air disc brakes are engineered from the ELSA line, Meritor's popular air disc brake solution in Europe with more than 2 million in service. EX+L brakes are built to maximize productivity by reducing maintenance time and costs. A gear-synchronized twin piston design transfers torque to both brakes simultaneously, resulting in better performance and uniform pad wear. The entire assembly is engineered for faster pad changes and quicker inspection time. A standard mechanical visual wear indicator gives fleets quick-check capability of remaining pad life without taking the vehicle out of service to remove the wheel. In North America, 16 percent of new trucks were built with air disc brakes in 2016, up from less than 5 percent in 2011, according to Meritor. More than 300,000 new air disc brakes were sold in 2016.

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The dedicated International A26 engine website - https://www.internationaltrucks.com/engines/international-a26 The A26 Engine Brochure - https://www.internationaltrucks.com/-/media/navistar/trucks/pdf/brochure/a26/a26-brochure.pdf

International Truck Launches 12.4l A26 Engine International Truck Press Release / February 27, 2017 Born from a new way of thinking and designed with uptime in its DNA International Truck today launched the International® A26 engine, a powerful new 12.4-liter engine designed to provide industry-leading uptime to the Class 8 market. Driven by a commitment to deliver customer uptime, the A26 was developed through an initiative called Project Alpha, which brought together a new team of the industry's foremost powertrain engineers. The initiative pursued a fresh approach that emphasized simplicity over complexity and using only proven components to deliver industry-leading uptime. "Project Alpha has fundamentally changed how we design diesel engines," said Bill Kozek, president, Truck and Parts. "The International A26 has been designed to address the rigorous demands of Class 8 truck customers. It's been tested to extremes and meets a demanding B10 design life standard for an unprecedented 1.2 million miles." Built from the proven MAN D26 engine crankcase, the A26 produces up to 475 horsepower and 1,750 lb.-ft. of torque from a design that's 600-700 lbs. lighter than a traditional 15L big bore engine. Its components have been carefully engineered to deliver uncompromising uptime as well as class-leading fuel efficiency, reduced weight and quiet operation. "The A26 was designed from the ground up to deliver industry-leading uptime, durability and reliability," said Darren Gosbee, vice president, Advanced Engineering. "The A26 is as simple as a modern engine can be, and we've built uptime into every part of the development process, from design to calibration to testing." Every component is engineered to maximize uptime. Utilizing a titanium compressor wheel with a simplified single-stage design, the A26 features a variable geometry turbocharger that reduces complexity and enhances reliability. Larger piston pins, connecting rods and bushings help optimize load distribution for enhanced durability, while smaller piston cooling jets increase oil pressure to improve lubrication, increasing oil change service intervals up to 70,000 miles. At 2,299 pounds, the A26 is the lightest engine in its class. The A26 is 55 pounds lighter than the engine it replaces, and also enables an impressive 200 pounds of additional weight reduction in vehicle-mounted components. Its Compacted Graphite Iron (CGI) crankcase has greater strength and fatigue resistance than traditional gray iron. Composite valve covers and shot-peened aluminum flywheel housing help deliver impressive weight savings over traditional solutions. The most efficient engine offered in International's on-highway lineup. Engineered to deliver up to five percent greater fuel economy, the A26 has a simplified air management system, featuring a new Variable Geometry Turbocharger. Fuel injection pressure is maximized by the engine's 2,500 bar (36,300 psi) high pressure common rail fuel system. Coupled with new cylinder head coolant passages that are 50 percent less restrictive to reduce parasitic loss to the water pump, the A26 reduces both fuel consumption and emissions. Quietest engine in our lineup. The A26's uniquely sculpted crankcase, which is isolated with the oil pan through a specially designed rubber gasket, absorbs vibration and reduces harshness for a quieter in-cab experience. The engine's six-blade fan, specially designed gear teeth and sophisticated calibration and programming are specifically built to reduce engine noise. The A26 is backed with the industry's best engine warranty: two years, unlimited miles. The warranty reflects confidence in the engine's reliability and durability, which have been confirmed through extensive validation and testing process, including: Hundreds of thousands of hours of "key life" and dyno testing at extreme engine speeds and loads. Millions of real-world test miles over the harshest North American roads, including high altitudes and temperatures as low as -40° F. Full validation cycles (concept, design, statistical and product validation) over a period of years to identify, correct and retest any issue. The A26 engine is available for order in the International LT Series of long-haul vehicles and RH Series of regional haul vehicles.

The transmission as a power manager Truck News / February 27, 2017 Eaton envisions a future that will see increased electrification of commercial vehicle components and it sees its products as being key in managing those power requirements. Larry Bennett, head of Eaton’s vehicle technical innovation center, says “we see the transmission as being ideally located on the vehicle to help manage electrical power on the vehicle.” For example, Bennett said the starter maybe moved from the engine to the transmission. Electrical power will be generated as the vehicle travels down the road, even with the transmission potentially disengaged to save fuel. “The transmission stops spinning but the rear wheels can continue to drive the alternator to provide the electrical power that’s needed,” Bennett explained during a press briefing at the Technology & Maintenance Council’s spring meeting. Bennett also sees an eventual shift towards 48-volt power. It would be sufficient enough to provide cab heating and cooling without an auxiliary power unit using the batteries on-board the vehicle. To provide propulsion, 300 or more volts would be required. Within the next six to 10 years, predicted Bennett, vehicle manufacturers will be looking to take load off the diesel engine through electrification of certain components. “There is going to be a lot of electrification, with engine accessories taken off the engine,” he said. A broad range of voltages, from 12 to 48, will be required. Anything beyond 48 volts brings safety concerns to the forefront. Looking further out, Bennett said in 10 or more years, trucks will “have to be managed within an ecosystem.” This will require constant vehicle-to-vehicle and vehicle-to-infrastructure communication. “The next 10 years are going to be probably more dynamic than ever before,” Bennett said.

Today’s Trucking / February 27, 2017 Eaton’s Technology Innovation Center has looked into the future and believes it’s electrifying. “I think the next 10 years are going to be very dynamic, probably more dynamic than they have ever been,” says Larry Bennett, who leads the supplier’s advanced research and development arm. He sees the transmission becoming the heart of vehicle hybrid and electrical systems, which will have their own roles increase because of factors such as jurisdictions that want to ban internal combustion engines. The predicted changes are not all about power sources, either. Future vehicles will be increasingly “connected and adaptable”, he said, referring to real-time changes and calibrations in the name of fuel economy, sometimes just a few seconds before they’re needed. Further Vehicle-to-Infrastructure and Vehicle-to-Vehicle communications will make it possible to shift to things like a more fuel-efficient route. Then there is the emergence of autonomous vehicles. “The use of the vehicle and who owns it is going to change rapidly, especially in the cities,” Bennet added, referring to ride-sharing systems. In the next five years, Original Equipment Manufacturers will be searching for the “low-hanging fruit” of available technologies that will help to earn Greenhouse Gas credits, he predicted. In the five years that follow, engine companies will increasingly look at options such as downsizing and also need to find ways to augment power in certain situations, perhaps with hybrids. Advances in the next five years could include electromechanical valvetrain actuators, dual-clutch transmissions, smart-charging batteries, intelligent vehicle control, and over-the air programming. “We can change the calibration on a transmission once it’s pulled in and parked for the night,” he said, offering one example. Look a decade out and the predicted technologies begin to include electric valvetrain actuators, Exhaust Gas Recirculation improvements, electric powertrains, efficient power management, predictive controls, and the systems that enable autonomous vehicles. Picture a purpose-build transmission for electric vehicles. That can offer better gradeability and acceleration with a smaller electric motor, he said. A non-propulsion form of hybrid would be able to allow things like engine-off coasting and hotel modes, he added, predicting the quick adoption of 48-volt systems because of it. “They (manufacturers) want to take it off the engine and not have it spinning and creating parasitic losses.” Looking further to the future, there are questions about which vocations will not be allowed to use internal combustion engines in different cities, he added. “There’s going to be a lot of electrification.” That will ensure machines are only used when needed and eliminate parasitic losses. While vehicles will still rely on 12- and 24-volt power, Eaton expects growing interest in 48-volt systems for non-propulsion needs. Electric propulsion systems, meanwhile, could require north of 300 volts. For the company itself, Eaton sees the transmission as the center of this universe. “We see the transmission as being ideally located on the vehicle to manage the electric power,” Bennett explained. A generator on the transmission, for example, could be used to run air conditioning compressors, offering the cooling without the need for an $8,000 Auxiliary Power Unit, he said. “Now you have hotel mode with the existing system that’s on the vehicle.” New auto docking technologies will shut the system down and apply the brake before a trailer backs into a dock, and then creep into place. Emerging self-coupling features will also make the coupling of tractors and trailers less of a violent, damaging event. The company already has the components to develop power management systems and power distribution modules. Lessons have already been learned that make it possible to better manage batteries, extending their lifespans, minimizing sizes and reducing costs, he added. “Managing the electrical power. That’s where we believe our core competencies are.”

Heavy Duty Trucking / February 27, 2017 International Truck said it will launch the International A26 engine, a new 12.4-liter diesel designed for the Class 8 market, on Feb. 27 at the Technology & Maintenance Council’s Annual Meeting in Nashville, Tenn. The company said the A26 was developed through an initiative called Project Alpha that brought together a team of trucking industry powertrain engineers. Together, initiative members focused on emphasizing simplicity over complexity and using only proven components. The truck and engie maker listed these as key features of the A26: Components engineered to maximize uptime Light weight of 2,299 pounds The most efficient engine in International’s on-highway lineup The quietest engine in International’s lineup Hundreds of thousands of hours of testing Millions of real-world test miles More details on the new engine will be available after International’s official announcement, schedule for this evening at the TMC meeting. .