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Trade Trucks AU / February 24, 2017 Mick Thompson’s started off driving a 300hp truck. He’s doubled that now with a 600hp K200. Peter and Di Schlenk write. Rural Haulage Australia, operated by Glen and Susie Clyne, is a fairly modest-sized outfit. With its head office based in Naracoorte amid South Australia’s Limestone Coast region, the company has three trucks in its fleet – all Kenworths. It’s also where you’ll find Mick Thompson, the regular driver for the company’s 2012 Kenworth K200. A K104 and a K104b complete the trio of trucks. However, Mick reckons he’s got the best deal with the K200 being the newest in the fleet. "While the boss does drive, I’ve got the K200 and love it," he says. Rural Haulage Australia started off with one truck in 2006. Its regular freight is hay, wool and general. However, it’s all farm related and when Owner//Driver caught up with Mick, he had just returned from delivering a new tractor and plough to South Australia’s west coast. It was an overcast day, and Mick was waiting until the weekend to give the truck a clean. "The rain is good for everyone; it’s money in the bank," he says. "The crops are looking good and with a good harvest we’re kept busy with a lot of machinery, both new and second hand moving to both dealers and farms around the place." Rural Haulage Australia sends its trucks Australia-wide, and Mick appreciates the variety of the job. Being a married man himself, he also enjoys being employed by a small, family-owned business. "I’m home most weekends, returning on Fridays and leaving again on Mondays," he says. "I’m lucky to have a really good boss who runs a great business." Mick has been driving for 14 years. After leaving school and completing an apprenticeship he, like many in the industry, followed his father Shane Thompson and began driving. As well as driving trucks, Shane had operated a few of his own out of Naracoorte. "I grew up in and around trucks, so there probably wasn’t much choice," Mick says. "I loved them and it was in the blood. He started off in a 300hp MAN, hauling hay, wool and grapes. During drought times he would haul hay up into New South Wales. "It was a good experience starting in something with only 300hp and no Jake brake." Smooth ride Mick has moved on from those years, and enjoys driving the K200, especially as he finds it a smoother ride than other Rural Haulage Australia Kenworths. He reckons it has a better bunk too. "It’s much easier to get in and out of bed," he says. "They have improved the cab-overs a lot, and the K200 has stairs that swing out." Mick enjoys getting out and about, with his runs regularly taking him across to Melbourne and up to Brisbane, with the occasional run west to Perth. "We do a lot of wool to Melbourne," he continues. "We’re probably a bit smarter with the wool because we have our own telehandler with a bale grab on, so the boss goes out and does all the farm pick-up. "One of us will go out with a B-double and he will take the telehandler and load it. "With the OH&S side of things, there’s no climbing on top. Moving the bales is all done by machine – it’s a good way to do it." It’s when Mick gets off the beaten track that he has an issue. He says the country roads are deteriorating at a rapid rate. "You’ve just got to look down in western Victoria, down around Portland. The roads down there are stuffed. "There are more and more trucks … log trucks and tip trucks, they’re getting bigger and the roads are old and can’t handle it." The other big issue which concerns Mick is the over-regulation. "While the permit system has improved with some of the bigger machinery we do, there are still dramas waiting for permits. "It is easier than it was though; it was chaotic there for a while," he says. "We run under the Agriculture Permit for a lot of our stuff which is four metres wide but when we have bigger gear it’s a police escort and the rest of it." Mick does enjoy wide loads which means he only travels in daylight hours, kicking back cooking a barbecue and enjoying a cold one in the evenings. The K200 needed a bath when Owner Driver photographed it and Mick was giving it a wash on the weekend. "The rain is good for everyone! Its money in the bank with the rain pretty much. The crops are looking good; with a good harvest we are kept busy with a lot of machinery, both new and second hand moving to both dealers and farms around the place. The wheels are kept turning." .

Will Kenworth's new SAR cannibalise the T909? Big Rigs / February 24, 2017 Look at the style, drive the thing the T610 SAR has the specs and aesthetics to attract a T909 buyer. The obvious drawback is a potentially rougher ride with the set-forward front axle. Kenworth marketing boss Brad May says the T610 SAR could potentially push into the dream list of operators considering a T909. "From a point of view of the power and performance it can offer, I guess a fundamental difference in the 909 is that it is still a set back cab and it's raised even higher. So from the point of view of getting the driver further away from the front axle, which is obviously a preference for some people, they like to sit further between the axles.” And at this stage a larger sleeper is not an option for the SAR. The big question - of course - is when will the T910 be launched and May agrees that Paccar would like to make the new cab standard but he says coyly that there are no plans to trot out the T910. "Other than an idealism that we'd like this cab design on every Australian conventional truck inside a couple of years so. If the traditional T909 buyer was in this room right now, they'd look at this truck (T610) and say, do not change my T9, leave it alone, just use the new cab on other model.” Brad May is confident however that when the benefits of the comfort become better known it will be accepted in other models. "When you can stand up in the cab, things like climate control I think the market will push harder than what they are pushing right now, so yes, maybe by 2019 the new cab could come to the T9 series,” he said. I asked him did he think the T610 will find work in larger multiple combinations. "I can see no reason why it wouldn't, the chassis is the same, the foundations of the truck are exactly the same as the legacy Kenworth product and the cab itself has been tested to a level that is beyond any testing that we've ever done for any model, and to a level that replicates the harshest conditions that any of our trucks go into. "If we ask anyone what is the toughest Kenworth we make, people would say the T650 - bulletproof! "If that's the strongest truck we make for the harshest conditions, what we did with this truck is that we recorded in a livestock situation out west what the truck was subjected to and subjected this truck to every bit of that and more and we can't break it. So I can see no reason why we wouldn't see this truck anywhere were you see a Kenworth right now, whether that be in this particular model or in some future release of a T9 or a C5 but there is nothing light weight about this truck, this truck is designed to be everything a Kenworth needs to be in this country and it's been tested to do that.” The bottom line is that some buyers will buy this truck on aesthetics, they like the look of a more traditional truck and PBS has made load configurations more flexible. T610SAR - http://www.kenworth.com.au/trucks/t610sar/ T909 - http://www.kenworth.com.au/trucks/t909/

Commercial Motor / February 23, 2017 1 Jordan The Middle East has taken large volumes of second-hand British trucks for many years but war and the refugee crisis have had an impact on demand. Sales are still being made to Jordan but orders have slowed down noticeably. The Jordanians tend not accept anything that is more than five years old and they go by the chassis number rather than the date of first registration. While there is some interest in 8x4 chassis cabs, most of the demand is for tractor units, with a popular model being the Actros, either 4x2 or 6x2 with a big cab. 2 Kenya Traditionally a major market for used Mercedes, in more recent times Kenyan hauliers have started to favour Renaults and MANs because they're comparatively cheap. The demand is for five- to six-year-old 6x2 tractor units but operators do not want big cabs. In Daf terms they are looking for Space Cabs rather than Super Space Cabs. Nor do they want huge amounts of power; 420hp is viewed as perfectly adequate. Customers no longer insist on manual boxes and are willing to accept automated transmissions instead; just as well given that UK-sourced units tend to be fitted with the latter these days. Age restrictions are imposed on imports by the government and if a truck is more than eight years old then it usually won't be allowed in. 3 Malaysia This tends to be a Volvo/Scania market - both manufacturers have got their own operations out there. When it is busy three- to five-year-old fleet-specification FM tractor units are sought after. There’s been some interest in 8x4 rigids recently but in the main the demand is for either 4x2 or 6x2 units with sleeper cabs. Customers prefer power outputs of up to 440hp and if an AdBlue system is fitted, they want it taken off. One reason why tractor units are exported in such quantities to Malaysia and other markets is that they are easier and cheaper to ship than rigids. (It’s possible to ship two units for the price of a 26-tonner). 4 Myanmar Formerly known as Burma this country is now opening up to Western investment after almost five decades of military dictatorship. The economy is improving and enquiries for UK used trucks have surged. Customers want tractor units and it's Volvo that's making the running. While Volvo buyers in the rest of Asia favour the FM, in Myanmar they want the FH, and with the Globetrotter XL cab. Buying patterns will probably change in future as they opt for trucks better suited to Myanmar's infrastructure. At present they favour power outputs of up to 500hp or so and trucks dating back to 2007/2008. 5 Sri Lanka Still rebuilding itself after a calamitous civil war which ended seven years ago, Sri Lanka will accept trucks up to five years old. Customers want Daf, Renault and Volvo tractor units with power outputs of from 420hp to 450hp. They are happy to take 6x2s built to fleet specifications and so far as Dafs are concerned they will accept CFs and XFs but they like Space Cabs rather than Super Space Cabs. 6 Tanzania Second-hand Scanias have always been in vogue in Tanzania but Dafs are becoming increasingly popular, in part because they are available at competitive prices. Daf is still number two to Scania but it's catching up. Demand is dominated by 6x2 tractor units at up to 420hp although there is some interest in multi-axle rigids. As in Kenya, there is little appetite for big sleeper cabs. As with many other markets, used trucks face an import duty. In Tanzania it is on a sliding scale; the older the vehicle, the more you pay.

Preston truck wins national honors The Star-Democrat (Easton, Maryland) / October 6, 1981 A specially-modified tractor from Preston Trucking, a company with local facilities, took top honors at the National Fuel Conservation Challenge competition in Peoria, Illinois, on September 22. The contest, sponsored by Caterpillar’s Engine Division, capped a nationwide series of events in which the U.S.'s leading trucking companies participated. The Preston tractor, aerodynamically modified exclusively by Preston employees at the company's headquarters in Preston, Maryland, easily won the challenge with a mileage per gallon figure of 7.63. The closest challengers posted a reading of 6.91 miles per gallon. The Preston fleet averages 5.7 miles per gallon. While Preston officials give much credit to their maintenance people for the victory, they also said that road driver Norman Bennett's effort was of championship caliber.. ."our engineering expertise could have been squandered by an inefficient driving performance." Company officials also pointed out that since the inception of a fuel conservation program, Preston' drivers have improved the company's over-all miles-per-gallon statistics by some 15 percent, resulting in a fuel savings of over 2.1 million gallons since May, 1979. "Winning the Fuel Conservation Challenge," said company President Will Potter, "is a good example of what we're trying to do to improve productivity, fight inflation and keep our rates at a reasonable level for the public." A company spokesman said the tractor's 3406 Caterpillar, 290-horsepower engine was equipped with a 200-degree thermostat specifically for the contest

The brown and beige truck has the makings of a Preston Aero. https://www.bigmacktrucks.com/topic/31813-the-preston-aero-–-how-to-make-a-brigadier-slice-through-the-wind/#comment-192518

Scania Group / February 23, 2017 Food retailer Alimerka, in the northern Spanish region of Asturias, has taken a fleet of 20 Scania LNG trucks, Liquid Natural Gas, into operation. By adopting this new technology, the retailer aims to reduce its carbon emissions while also benefitting from the substantially lower noise in gas-powered vehicles. “We wanted to give this technology a try,” says Transport Supervisor David Valerio Orviz, Alimerka. “We had a test truck for about a year, which gave us interesting data on fuel consumption and range. It allowed us to test fuelling systems and train drivers.” The results were so encouraging that Alimerka decided to expand with a substantial fleet for deliveries to its 173 supermarkets in Asturias and neighbouring regions. Founded 30 years ago, Alimerka is firmly established in the region. “We have a commitment to the environment, to Asturias and to the region,” explains Valerio Orviz. A major advantage with LNG is that trucks can operate up to 1,000 kilometres on a tank compared with just 250 to 300 kilometres on a tank of CNG. This greater range makes the fuel a competitive alternative for use in regional distribution, while CNG is currently mostly used for city distribution and refuse collection. Alimerka’s drivers are equally pleased. “I personally like it because is comfortable, it’s higher and the driver position is very comfortable,” says driver José Antonio Campal Fonseca. .

Brocky, that certainly looks like one. Odd, given they were all used in China, built for the nationalist Chinese. The Australian army, deeply involved elsewhere, only had a small presence in India/Burma.

Trailer/Body Builder / February 24, 2017 European Union (EU) demand for new commercial vehicles grew 8.2% in the first month of the year, totaling 173,614 units, and was mostly driven by the light commercial vehicle segment, according to the European Automobile Manufacturers' Association (ACEA). The EU’s five largest markets all posted gains in January, with Spain (+23.8%), Italy (+11.4%) and France (+10.3%) recording the highest growth rates. New heavy commercial vehicles (HCV) over 16 metric tones (35,274 lb) January 2017 results show a modest, yet positive, uplift in the heavy truck segment (+3.9%), with 23,195 new vehicles registered. Most of the major EU markets contributed to this growth, especially Italy (+54.5%), France (+12.0%) and the UK (+8.8%), although the Spanish (-10.0%) and German (-5.9%) markets faced a downturn. New medium and heavy commercial vehicles (MHCV) over 3.5 metric tones (7,716 lb) In January 2017 trucks registrations were similar to the heavy truck segment, with three of the five largest EU markets posting growth over the month. Overall, 27,885 new trucks were registered in the European Union, 3.6% more than in January 2016. New medium and heavy buses & coaches (MHBC) over 3.5 metric tones (7,716 lb) January 2017 results of the bus and coach segment were diverse. France (‐17.2%) and Spain (-9.4%) saw demand fall, while Italy (+46.9%) and Germany (+13.5%) posted double‐digit growth. Overall, new bus and coach registrations grew modestly (+2.9%) across the region. New light commercial vehicles (LCV) up to metric 3.5 tonnes (7,716 lb) In January 2017, new registrations of vans totaled 142,864 units, 9.3% more than in January 2016. All major markets contributed positively to this upturn. Spain (+31.5%) and France (+10.3%) posted double‐digit gains, followed by Germany (+5.8%), Italy (+5.0%) and the United Kingdom (+1.2%).

Central Freight Lines to Buy Virginia-Based Wilson Trucking Heavy Duty Trucking / February 23, 2017 Central Freight Lines has signed a letter of intent to buy certain assets of Virginia-based Wilson Trucking, a 91-year-old less-than-truckload carrier with 29 terminals in the Southeast. The acquisition expands CFL’s coverage to the Southeast and Puerto Rico, which the company expects to improve its competitive position in the LTL and distribution markets. CFL operates 56 terminals in the West and Southwest regions of the U.S. “This is very good news for the many loyal customers of Wilson,” said C.L. (Chuck) Wilson, chairman and CEO of Wilson Trucking. “Central Freight Lines has been in business for over 90 years just like us, and I’m confident our customers will be quite impressed with the many quality services they offer.” CFL is a Waco, Texas-based LTL common carrier operating 1,600 tractors and 8,000 trailers in 17 states. .

Green Car Congress / February 23, 2017 In the wake of a report by the German television station ZDF identifying widespread aftermarket manipulation of NOx emissions control technologies on trucks, the European Automobile Manufacturers’ Association (ACEA) is calling for government action to preclude such manipulation. The ZDF report, based on research ZDF commissioned at the University of Heidelberg, found that some 20% of trucks operating in eastern Europe have effectively circumvented NOx reduction technology, causing around 14,000 tonnes more NOx to be emitted per year than would be the case if all trucks that say they use AdBlue were doing so. The additional 14,000 tonnes of NOx would make it twice the size of the Volkswagen “Dieselgate” scandal of 2015, noted environmental NGO T&E. The key NOx reduction technology for trucks is Selective Catalytic Reduction (SCR), which requires the controlled dosing of a diesel exhaust fluid called AdBlue to enable effective NOx reduction. The ZDF report showed that “AdBlue emulator” devices are being installed by truck operators in order to by-pass or stop the AdBlue injection system. If there is no AdBlue injection, there will be no NOx reduction in the SCR. This saves truck operators the cost of AdBlue refills at the environmental expense of higher NOx emissions. The truck operator may also qualify for lower motorway taxes or other benefits by officially running a Euro VI truck, which in practice will not be operating as it was designed to, because the truck operator chose to fit one of these devices. There are many websites of suppliers and marketers offering such devices, in several EU member states and also outside the European Union, at a range of prices and capabilities. ACEA issued a statement noting that European truck manufacturers have invested heavily in complex exhaust control technology that is delivering heavy-duty vehicles which meet the stringent Euro VI emission standards. The European Automobile Manufacturers’ Association (ACEA) strongly condemns the advertising, sale and use of any aftermarket device that can be used by truck operators to turn off emission control systems. —ACEA Secretary General Erik Jonnaert ACEA had raised its concerns in 2012 with the European Commission and the member states, but no action was taken. The issue of aftermarket devices was also raised by Denmark several years earlier, but the general view at that time was that this should be a matter for national enforcement. ACEA now calls on the European Commission and member states to: · Ban the advertising and sale of any aftermarket device (hardware or software) that can by-pass vehicle emission control systems or enable the removal of important parts of the emission control system. · Apply random road-side enforcement by police who are authorised to stop and check vehicles, so that truck operators are aware that if they are caught using one of these devices they will face a substantial fine, or their vehicle will be treated in the same way as if vehicle safety systems were defective. The European Automobile Manufacturers’ Association (ACEA) is the Brussels-based trade association of the 15 major car, van, truck and bus producers in Europe. The ACEA commercial vehicle members are DAF Trucks, Daimler Trucks, Iveco, MAN Truck & Bus, Scania, Volkswagen Commercial Vehicles, and Volvo Group.

Hino Hits Back Steve Brooks, Trade Trucks AU / February 22, 2017 Hino has taken the wraps of its new 500 series wide-cab models and revealed a truck with loads more muscle and a suite of safety initiatives. They’ve been a long time coming and executives at Hino Motor Sales Australia make no secret of the company’s competitive need for trucks of this calibre, but finally, the covers have come off a vastly rejuvenated range of Hino 500-series wide cab models. Despite the somewhat confusing wording which can infer these trucks have a new, wider cab, the cab actually retains the same generous dimensions of the first 500-series wide cab models launched a decade ago. There is, however, no confusion in the release of a model range with a swathe of new and highly functional features which include enhanced eight and nine litre engines, expanded manual and automatic transmission options, numerous drivetrain developments, and safety advances headed by the standard fitment of a Wabco vehicle stability control (VSC) system in all models. The standard inclusion of VSC across the new range is "an Australian-first for this class," says Hino product strategy manager, Daniel Petrovski. Yet with a standard safety list also containing ABS anti-lock, ASR skid control, a driver’s side airbag, reversing camera, an ‘Easy Start’ hill-hold function for manual models, and a cab meeting European crash test standards, Hino boasts it has the most comprehensive active safety package of any Japanese truck in the medium-duty category. Available in two and three-axle configurations, the new trucks offer gross vehicle mass (GVM) ranging from 16 to 18 and 26 tonnes, and gross combination mass (GCM) ratings from 32 to 45 tonnes. For Hino Motor Sales Australia chairman and chief executive officer Steve Lotter, the latest 500-series wide cab models are an overdue and hugely welcome addition to a brand which has struggled to maintain medium-duty sales momentum and stay relatively close to market leader Isuzu over recent years. In fact, the importance of the new models to Hino’s Australian operation and the significance placed on their success by Japan was highlighted by the presence of one of Hino’s most high-ranking executives, Kenji Nagakubo, at the recent launch of the trucks. Nowadays the managing officer of Hino Motors Ltd, Kenji-san was previously the head engineer on the new 500-series project and left no doubt that he will take a major interest in its performance on the Australian market. "These trucks are a game-changer for us," Steve Lotter commented, "and we now offer the broadest range of trucks in these important market segments that straddle Australia’s competitive medium and heavy-duty markets. "By increasing the model range, it provides us with an opportunity to engage in different applications which previously hasn’t been possible." The new trucks are easily distinguished from the previous wide cab models and likewise, from the FC, FD and FE medium-duty specialists sporting Hino’s narrower ‘standard cab’. The most notable external change is in a bold, dark grille but there are also relatively subtle changes in areas such as cab steps. On the inside, the changes are less apparent with a new radio and redesigned digital dash being the most obvious. However, it’s underneath where the greatest changes have been made, led by further development of Hino’s 7.7 litre J08E engine and its 8.9 litre stablemate, the A09C. In the case of the six cylinder J08E, maximum governed engine speed and compression ratio have been raised to deliver peak outputs of 206 kW (280 hp) at 2500 rpm and top torque of 883 Nm (651 lb ft) at 1500 rpm. Depending on the model, transmission choices are an Allison six-speed auto, Hino six-speed manual or an Eaton nine-speed direct-drive manual. As for the A09C, also a six cylinder layout, Hino says there’s a new turbocharger, revised water pump and cooling fan, and a swap from Bosch to Denso common-rail fuel injection. This engine offers two performance ratings starting with a 235 kW (320 hp) and 1275 Nm (940 lb ft) setting coupled to an Allison automatic transmission, and a lively 257 kW (350 hp) unit supported by a potent 1422 Nm (1049 lb ft) of torque stirring through a Hino nine-speed overdrive synchromesh transmission. Critically, says Hino, both engines greatly benefit from the adoption of an SCR emissions system instead of the previous EGR and diesel particulate filter combination to achieve Euro 5 emissions compliance. Several of the models provided for drives during the launch of the new trucks were equipped with the Hino nine-speed synchromesh manual shifter. Operating on a double-H (H-over-H) shift pattern, the Hino box wisely comes with an electronic control unit which won’t allow shifts into low range if road speed is above 30 km/h, and a beeper which sounds when the range change button is used. As a Hino operative explained, it’s all about protecting the engine from over-speeding in the event of an accidental downshift through the synchro box. Like their light-duty Dutro counterparts, manual versions of the new 500-series trucks are also equipped with an engine stop/start system to enhance fuel efficiency by switching the engine off when it would be otherwise idling. The stop/start system is only activated when the dash-mounted control switch is ‘on’, the truck stationary, the transmission in neutral and the park brake engaged. Likewise, the engine automatically restarts when the clutch pedal is depressed. Meantime, GH and FM models are now also equipped with cross diff locks as standard equipment. Importantly, the new models also have a wider front axle with a tighter wheel cut angle while at the back end, electronically controlled air suspension (ECAS) is available on models with Hendrickson’s HAS airbag rear suspension. We’ll have a full drive report on the new models in upcoming issues of ATN and Owner//Driver magazines but in the interim, here’s a quick run-down on Hino’s new 500-series wide cab range: FG 1628 4x2 – 280 hp. Six-speed manual or six-speed Allison auto. GVM 16 tonnes. GCM 32 tonnes. FL 2628 6x2 – 280 hp. Six-speed Allison auto. GVM 26 tonnes. GCM 38 tonnes. FM 2628 6x4 – 280 hp. Eaton nine-speed manual or six-speed Allison auto. GVM 26 tonnes. GCM 33 tonnes (auto) 38 tonnes (manual). FM 2632 6x4 – 320 hp. Six-speed Allison auto. GVM 26 tonnes. GCM 36.5 tonnes. FM 2635 6x4 – 350 hp. Hino nine-speed manual. GVM 26 tonnes. GCM 45 tonnes. GH 1828 4x2 – 280 hp. Eaton nine-speed manual or six-speed Allison auto. GVM 16 tonnes (std) 18 tonnes (opt). GCM 38 tonnes. GH 1832 4x2 – 320 hp. Six-speed Allison auto. GVM 16 tonnes (std) 18 tonnes (opt). GCM 38 tonnes. GH 1835 4x2 – 350 hp. Hino nine-speed manual. GVM 16 tonnes (std) 18 tonnes (opt). GCM 38 tonnes. .

Argentina

Radio Praha / February 22, 2017 Vehicle producer Tatra is an iconic name in the Czech Republic and indeed in the world of car and truck production. The Czech company claims to be the second oldest car manufacturer in the world with its first model, the Präsident, being rolled out in 1897. The first truck followed a year later at the plant in Kopřivnice, in the far east of the country in the Moravia-Silesia region. The recent history of the company has been problematic with the firm bought out by its current Czech owners in an auction after facing bankruptcy. Tatra car production, famed in the 1940s and 1950s for its revolutionary aerodynamic design, ended 20 years ago in 1997. Truck production faltered as the largely craft production sought new markets in competition with much bigger companies. But Tatra seems to have turned the corner with production and sales up and expected to climb even higher this year. I asked general manager Radek Strouhal, who took over in the new post in January after previously being economic manager, what the latest targets are. “I think that last year was quite successful for us, we made 1,326 vehicles in total which is a great increase compared with 2015. I think it’s an increase of around 35 percent. We are quite satisfied with this growth. Our target for this year is to grow further and we would like to achieve at least 1,700 trucks. I hope that we will meet the target. Although these figures might look small compared with foreign manufacturers of trucks, but we are not a mass producer. We are focussed on some limited series or even single vehicles which are customised for very special customers in mining, forestry and construction industries. We also supply fire brigades and the armed forces. It’s also important to look to the military sector because we have to defend, of course. “The vehicles have a quite high added value because they are customised, tailor-made you might say. The unique Tatra concept helps us to offer the highest endurance for off-road capacities on the market.” Could I ask you a bit about the markets you have. During the Communist times one of the major markets was the Soviet Union and the allied states, where are your main markets now and where do you expect to expand? “Now it’s quite different to the times you are talking about. Now the biggest market is the former Czechoslovakia for us. If you want to export, you have to be strong in your home market or field. You know, generally we are talking about customers that are quite diversified regionally and commercially. We deliver more than 330 trucks to India. Over 100 vehicles were delivered to Egypt and Jordan, 70 to Brazil. So we are really worldwide. We are focussing on other markets, Australia, Germany, the Netherlands, of course, keeping some share in Russia. But the new market that looks quite promising for us is Norway, for example.” Why is that, it’s an established, developed market? “We can use there our experience from Russia, from Siberia. We have trucks that are very well prepared for the weather conditions there. In Northern Norway they need trucks that are moving off-road and are fully powered. That’s the advantage of Tatra of course.” Looking at the growth, you had that growth last year and you expect quite considerable growth this year, how difficult is it keeping that momentum and finding the workers and training them? Apparently in some areas of production you are now looking to employ women because they cannot find men to do the work… “Yes, the truth is that we have the advantage that we are a traditional Czech company and we are the third oldest car maker in the world. It is a big advantage that the Tatra brand is attractive for young people and also those that are experienced workers. We are still looking for skilled and clever workers that can work in technical departments. The rate of unemployment in the Czech Republic is now very low so it is even difficult to find people for us, but I think we are quite successful. In the last year we have been able to hire 350 new workers here in Tatra, which is some kind of proof that the Tatra brand is quite strong on the HR market. And, as you said, we are also looking for women because some idea that the automotive producers only have to hire men is gone already. We know that the women are very skilled as well and that there is no need to make any difference between men and women.” And how about increased sub-contracting, is that something you have looked at? If you can’t do the work yourself is that an option or do you prefer to keep most of the work in house because in that way you can be sure of the quality and what’s happening? “Sub-contracting is an option, but it is an option that it is very difficult to use. The problem is not only the quality but also the price because we are starting to be highly productive and our internal prices are lower than the prices of companies around us. We have invested a lot in machinery and so on and that equipment has helped us to be highly productive.” And the divide between civil and military sales, how is that looking now and how do you expect that to develop? “In my opinion, military sales are already high, we are at around 60 percent military sales. We would like to lower that, but not as regards the total amount but the proportion by growing the civil market. We are now focusing on developing our dealer network and expanding on new markets like Germany, Poland, and Norway.” The military market is probably slightly more problematic in that many national markets in Europe and the rest of the world are still in some ways protected or there are some national champions. How difficult is it to get into some new military markets? “It takes a lot of time to persuade foreign governments to buy your trucks but we have a big advantage that the unique capacities of Tatra are well known and the military sector is able to pay for this because they really need a solid truck for off-road conditions and that’s the advantage of Tatra. We are quite skilled in the military field and we know how to handle military orders. That’s our advantage. It is difficult, but I think we are doing our best here. But we are looking at more focus on the civil market because I think the Tatra Phoenix is a great product for the civil sector and we want to grow more here than the military sector.” More generally, you have mentioned your strength in off-road vehicles but the world is getting more developed and inter-connected and maybe some of those countries that are less developed or underdeveloped, however you like to put it, or developed and have roads and other transport. Is that working against you or is there a still market for off-road trucks? You mentioned Norway, of course, but maybe looking a bit broader… “Yes, this is quite difficult to answer. I think that the market or the development in the world is slightly against us. On the other hand, we are working quite hard on our product and looking for higher and higher profitability and not only in the rough terrain and off-road trucks but also in mixed terrain. For example, forestry is a typical customer of ours. If you are active in the forest you may have to go off-road for a few kilometres but then back on the road to some mill or something like that. These customers are, let’s say, very satisfied with our product because they have the first examples of the Tatra Phoenix and see that the economy is very good and those trucks are quite profitable for them.” Turning to your promotion and the Dakar rally and you are always associated with that. How important is that as a showcase for your trucks? “First of all, it is important for us from a marketing point of view. Everyone can see our trucks. This year we were able to win the first part of Dakar but then came some technical problems but next year I think we will be back even stronger. But what is even more important for us as a company is that we can test there, it is a testing ground for us. If we have some new innovations we are testing them on the Dakar trucks. If they are able to survive in Dakar then we know they will be able to survive under commercial conditions.” Finally, back to your history. Tatra was known in the past not just for trucks but also for cars, some very revolutionary cars actually in the 1940s and 1950s. Is there any likelihood that you would go back to car production, maybe even one off models for promotional purposes or specific customers? “I am afraid that Tatra will not change its core business which is now in trucks. Serial production of cars is a little bit a non sense for us. Also in the past Tatra cars were very technologically advanced and it was a very beautiful car. We are proud of our tradition but we want to move forward and trucks are now our core business. We are not looking at personal or passenger cars. But in the long term you can never say never.” I was thinking not of mass production, that’s out of the question, but one off models for customers who say can you remake this model from the past. That’s not really possible? “The renovation of old cars is possible. It’s something we have in our mind, but restarting production of new cars is a closed chapter. “ .

Scania Group Press Release / February 22, 2017 The new generation of Scania trucks has won an Italian Sustainable Truck of the Year 2017 award. The award was announced at Transpotec, Italy’s leading transport and logistics event, on Wednesday 22 February 2017. The Italian Sustainable Truck of the Year award is organized by Vado e Torno, one of the main trucking magazines in Italy. The competition has three categories: Tractor, Distribution and Van. Scania’s new generation won the Sustainable Truck of the Year award in the Tractor category. When announcing the winners, the jury, which is comprised of Vado e Torno’s editorial staff, emphasized how impressed they were with the fuel economy of the Scania new generation and the ride comfort and higher levels of security. Scania’s new generation provides overall fuel savings of 5 percent due to the innovations made to the powertrain and aerodynamics. The ability to use alternative fuels provides opportunities for further fuel savings. The jury was also impressed with Scania’s new Opticruise system, advanced braking systems, the greater visibility for the driver and the first side-curtain airbags to be produced in the vehicle industry. “There are many qualities that make Scania’s next generation sustainable,” said Maurizio Cervetto, Director of Vado e Torno magazine. “It has obtained fuel savings of 5 percent and its engines can also be used with alternative fuels such as hydrotreated vegetable oil (HVO). The comfort reaches levels of excellence too, while work on the brakes and front axle has reduced the braking distance by 5 percent.” Franco Fenoglio, Italscania President and CEO, who accepted the award at Transpotec, said: “This award is further confirmation of the ongoing commitment of Scania in providing cutting-edge transportation solutions both in terms of safety and sustainability. The new generation of Scania trucks and services represents one more step in guiding the entire transport sector towards a more sustainable future.” .

Volvo Trucks Press Release / February 22, 2017 New technology is enabling increasingly sophisticated active safety systems to be installed in heavy trucks. By helping drivers to prevent accidents, these systems are saving lives and making our roads safer for everyone. .

International Trucks Press Release / February 22, 2017 .

Give the folks at Watts Mack (provider of the BMT website) a call at 1-888-304-6225. 84QS51 and 84QS52

Heavy Duty Trucking / February 22, 2017 International Truck has been awarded a contract by the National Joint Powers Alliance that will offer new International Class 6, 7, and 8 chassis to more than 50,000 NJPA members in the U.S. and Canada. NJPA is a public agency that establishes alliances between buyers and suppliers for use by education, government, and non-profit entities. Through NJPA, members have access to pre-negotiated pricing and terms that streamline the purchasing process to save on costs and time. NJPA members will be able to use the program to shop for Class 6, 7, and 8 trucks at International Dealer locations in the U.S. The International Truck contract (081716-NVS) with NJPA is in effect until Nov. 15, 2020. “Through this program, municipalities and government agencies in search of solutions to meet their business needs can order International trucks without having to spend time and money to go through a bid process,” said Jeff Sass, senior vice president, sales and marketing, Navistar. “This joint enterprise with NJPA represents an exceptional opportunity for these customers to purchase our lineup of severe- and medium-duty trucks, including International’s flagship HX Series and the reliable and versatile WorkStar and DuraStar models," he added. .

I can see this both ways. -------------------------------------------------------------------- Reuters / February 22, 2017 Mexico reacted with anger on Wednesday to the U.S. Department of Homeland Security’s plan to deport almost all illegal immigrants to Mexico, if they entered the United States from there, regardless of nationality. Mexican Foreign Minister Luis Videgaray said the United States plan to deport non-Mexicans to Mexico is “unacceptable”.

FYI: In April 1967, Oliver Stone enlisted in the United States Army and requested combat duty in Vietnam. From September 16, 1967 to April 1968, he served in Vietnam with 2nd Platoon, B Company, 3rd Battalion, 25th Infantry Division and was twice wounded in action. He was then transferred to the First Cavalry Division participating in long range patrols before being transferred again to drive for a motorized infantry unit of the division until November 1968. For his service, his military awards include the Bronze Star with "V" Device for heroism, the Purple Heart with Bronze Oak Leaf Cluster to denote two awards, the Air Medal, the Army Commendation Medal, the National Defense Service Medal, the Vietnam Service Medal, the Vietnam Campaign Medal and the Combat Infantryman Badge. https://en.wikipedia.org/wiki/Oliver_Stone

Paul, Oliver Stone did NOT say that. Rather, someone named Michael Stone did. https://townhall.com/columnists/calebparke/2017/02/21/liberals-wage-unholy-war-against-mrs-trump-n2288632 Self-proclaimed “progressive secular humanist” Michael Stone wrote on Patheos that Mrs. Trump committed an act of “Christofascism,” adding the “mail-order bride paid lip service to a God that does not exist.”

Sold in South America during the 1990s. Note the low-mounted paddle door handles on the first truck. .

The question is, was it a Fleetstar A or D (2000, 2070). The D type, similar in many respects to the GMC Brigadier, was available with NTCs and Detroits.

TEAM PENSKE RESTORES ICONIC TRANSPORTER Team Penske Press Release / February 20, 2017 After an exhaustive restoration process, Team Penske has unveiled one of the most unique pieces of its history, a customized 1972 International Fleetstar truck known in the racing circles as “The Blue Hilton.” The truck was one of the first known enclosed transporters used for racing purposes. It served the team in various capacities from 1972-1983. The restoration is complete down to the smallest detail, including authentic PPG paint and hand lettering just in time for Roger Penske’s 80th birthday. An iconic part of team history, the Blue Hilton transported the No. 66 McLaren that Mark Donohue drove to victory in the 1972 Indianapolis 500 – the first of Team Penske’s record 16 wins in the “Greatest Spectacle in Racing.” In conjunction with its sister transporter, “The White Hilton,” it was used to transport the powerful, championship-winning Porsche 917s that dominated the landscape of the Can-Am Series in the early 1970s with George Follmer and Donohue before it was sold in 1983. “After we confirmed that it was, in fact, the Blue Hilton that was for sale, I called Brian Hard (president of Penske Truck Leasing) and we agreed that we had to find a way to bring her back to life,” said Team Penske President Tim Cindric. “This transporter was there when the foundation was laid for Team Penske and it is symbolic of the way in which we operate today. Everyone at PTL did an unbelievable job restoring this vehicle. I can’t wait for Roger to see it in person, as it is something he will cherish.” The Blue Hilton helped change the landscape of auto racing, as it was the precursor to today’s impressive closed transporters that carry cars, parts and equipment to race tracks all over the globe. With his keen engineering mind, Donohue – a 2016 inaugural Team Penske Hall of Fame inductee and the organization’s first champion driver – designed the payload area of the truck based on efficiency and functionality. It was aptly named the Blue Hilton based on its royal blue exterior and the sleeper area above the cab, which is a standard feature in today’s transporters. With assistance from Morgan Corporation and a dedicated group led by Penske Truck Leasing’s James Svaasand, Michael Klotz, and David Hall - along with Team Penske Historian Bernie King - it took over 8,000 man-hours to complete the Blue Hilton restoration process. Until Jerry Breon, a long-time Penske team member, located the sales listing in an automotive trade magazine in the fall of 2015, this historic vehicle was thought to have been scrapped. The truck was purchased from George Boyd of Urbana, Illinois, who had utilized it while competing in various racing series until retiring it to a spot on his property. He was the only owner of the truck after its days at Team Penske. After verification and removal from the Boyd property, the Blue Hilton was towed to the Penske Truck Leasing (PTL) Collision Center in Ft. Wayne, Indiana where the restoration began with the help of Donohue’s original blueprints. “When you talk with the crew members that drove and worked out of this transporter over those years, and you look at the photos from the many cars it carried, you see how the Blue Hilton was an integral part of our history,” said Bernie King. “It’s certainly very much a part of the Team Penske heritage. Everyone at Penske Truck Leasing that was involved did a fantastic job of restoring this truck to how it was when it ran and carried many of the team’s winning cars.” Initially, the Blue Hilton will be on display at the Team Penske headquarters in Mooresville, NC, where fans can view it from the Fan Walk that runs the length of the massive shop floor.

C'mon, no girl can compare with the looks of a Value-Liner.