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The new DAF CF and XF - Pure Excellence DAF Trucks Press Release / April 25, 2017 DAF is introducing the new generation CF and XF trucks, which set a new standard in transport efficiency and driver comfort. Engine innovations, new drivelines and aerodynamic optimizations result in an up to 7% lower fuel consumption. The new DAF Connect fleet management system will drive even larger efficiency gains. The new generation CF and XF also feature lower weight for increased payload and an updated interior and exterior design for the highest driver comfort and greatest appeal. These excellent new trucks provide our customers with the lowest operating cost and the highest uptime. “Building on the excellent reputation for fuel efficiency, reliability and driver comfort the current Euro 6 product range has earned in Europe, DAF has developed a new generation of CF and XF trucks offering the best possible solutions for both the customer and the driver”, shared Preston Feight, DAF Trucks president. “Backed by industry leading services and a highly professional dealer organization, the new CF and XF trucks - entering production in summer 2017- embody an owner’s delight and the driver’s dream.” The new CF and XF: Owner’s delight 7% lower fuel consumption - PACCAR MX-11 and MX-13 engine innovations - New efficient TraXon automated gearbox - New high efficiency rear axles with new faster ratios - Advanced powertrain software features - Aerodynamic optimizations New PACCAR Engine Brake Up to 100 kilogram higher payload - New compact Exhaust After-treatment System Maximum uptime - Service-intervals up to 200,000 km - First class body builder-friendliness DAF Connect fleet management system for the highest transport efficiency Improved fuel efficiency, along with more power and torque at lower revs. Class-leading fuel efficiency is the result of the fully integrated and innovative driveline that achieves optimum interaction between engine, after-treatment system, transmission and rear axles, for lowest total cost of ownership, fully aligned with the DAF Transport Efficiency philosophy. The air management of the PACCAR MX engines has been further improved by applying a new and even more efficient turbocharger, a new EGR system and a new valve actuation design. Thermal efficiency has been enhanced by developing a new combustion system, including new pistons, injectors and injection strategies, while higher compression ratios are employed. New highly efficient variable speed cooling-, steering- and oil pumps are used to achieve the lowest fuel consumption. A key principle when developing the new drivelines was to reduce engine revs for best-in-class fuel efficiency. Maximum torque of the PACCAR MX-11 and MX-13 engines has been increased significantly and is already available from 900 rpm to allow down speeding of the engine. The top-of-the range PACCAR MX-13 engine produces 390 kW/530 hp and 2,600 Nm of torque at 1,000 rpm. Highly-efficient rear axle designs Rear axle designs have been further developed and reductions of down to 2.05:1 can be specified for driving at cruising speeds of 85 km/h at only 1,000 – 1,040 rpm, depending on driveline choice. The new generation of rear axle differentials features a completely new design of crown wheel and pinion, aimed at highest durability and efficiency as well as extremely low noise levels. Application of low viscosity oils, lower oil levels in the rear axles and low friction wheel end bearings also enhance fuel efficiency. Efficient TraXon gearbox as standard The latest generation of TraXon automated gearboxes are standard on the new CF and XF series with the 12 speed being standard and a 16 speed optional. Less friction losses, even faster upshifts and the extended use of EcoRoll contribute to lowest fuel consumption. Driver comfort is enhanced thanks to its quiet and smooth operation and precise clutch control. The increased ratio spread allows excellent maneuverability, even when faster drivelines are applied. Advanced powertrain software features The new CF and XF feature a completely new electric and electronic architecture. It introduces a new vehicle control unit for dedicated driveline integration, featuring enhanced EcoRoll and Cruise Control functionalities, such as Dynamic Cruise. Dynamic Cruise adapts the character of the cruise control to the different driving circumstances. Thanks to a further integration of Predictive Cruise Control (PCC) and EcoRoll, PCC can now activate EcoRoll sooner, when both technologies have calculated that vehicle momentum is sufficient to carry the vehicle in neutral gear over the top of the hill within a set speed bandwidth. Industry-leading PACCAR Engine Brake performance Next to engine performance, the performance of the PACCAR Engine Brake has been enhanced. Maximum braking power of the PACCAR MX-11 engine has grown from 320 to 340 kW. Braking power has increased 20% between 1,000 to 1,500 rpm. Maximum braking power of the MX-13 is no less than 360 kW and in the important 1,200 to 1,500 rpm range, braking power has increased up to 30%. Aerodynamic Optimizations In order to achieve lowest possible fuel consumption, vehicle aerodynamics have been improved thanks to a new sun visor design for the CF and XF. In addition, the new XF features wheel bay extensions and flow guides behind the grille for optimal aerodynamics around the truck and through to the engine bay. New grille closures reduce drag, and new gap closures between the headlight and corner deflector realize the best possible aerodynamics. Up to 100 kilogram higher pay load For the new CF and XF, DAF has developed a completely new and compact Exhaust After-treatment System (EAS), which results in more chassis space for components such as larger fuel tank, compressors, tool boxes or crane legs. An advanced substrate technology allows for a 40% reduction in overall volume in the EAS unit. This is done without compromising backpressure, ash cleaning intervals or DeNOx efficiency. In fact, the compact box heats up faster allowing the engine to operate quicker and even more frequently in its most efficient fuel map. The compactness of the EAS units also means that for special applications, DeNOx catalytic converter and Diesel Particulate Filter don’t need to be split anymore, which contributes to excellent overall efficiency. Another advantage of the new ultra-compact EAS unit is that it is some 50 kilograms lighter. Thanks to additional measures like engine and chassis weight optimisation, the new CF and XF offer 100 kilogram more payload. Maximum uptime Service intervals of the new DAF CF and XF can be extended from 150,000 to 200,000 kilometer. Despite the compact dimensions of the new EAS unit, its capabilities are unmatched, resulting in ash cleaning intervals of up to 500,000 kilometer, which contributes to maximum customer uptime. The enhanced Body Attachment Method supports the shortest configuration time, as the new design at the rear end of the chassis allows easy fitment of, for instance, tail lifts and dedicated prepared installation plates for boxed bodies and cranes. DAF Connect fleet management system DAF Connect is an innovative fleet management system, offering the operator real-time information on the performance of his vehicles and drivers. Information on vehicle location, fuel consumption, mileage, fleet utilization and idle time are clearly presented in an on-line dashboard, which can be tailored to customer requirements. The user-friendly dashboard can be configured to provide comprehensive fuel reports with current and historical data that compares the fleet’s vehicles and drivers. The Live Fleet View feature provides all the information needed about the location of the fleet in order to enable optimal planning including distances, routes and driving time for the vehicle and driver. Operators receive self-defined alerts when deviations occur in areas like speed, route, location and fuel consumption so they can immediately improve fleet performance. DAF Connect optimizes vehicle availability, reduces operational cost and enhances logistical efficiency. DAF Connect also allows the transport operator to effectively plan repair & maintenance and take advantage of tailor-made advice by DAF when using DAF Connect. The new CF and XF: Drivers Dream The new CF and XF remain the industry leader in driver comfort, thanks to their great accessibility, excellent interior space and many innovations that enhance comfort, user-friendliness, attractiveness and safety. New interior trim New Temperature and Climate Control (HVAC) New Exclusive Line Upgraded instrument panel and dashboard lay-out Plug and play driver preference switches From the moment you step inside, the new DAF CF and XF deliver the highest level of quality and driver comfort. New warm and tasteful colors on the dashboard, seats, curtains, mattresses, side and back walls give the interior a beautiful appearance in which every driver can appreciate the luxury and richness. The XF piano black decoration on dashboard and rear wall gives the interior extra appeal. The XF Super Space Cab remains the most spacious cab on the market with a total volume of more than 12.6 m3. New temperature and climate control The new DAF CF and XF feature a completely new automatic HVAC system which is very easy to operate. The system also contributes to the best fuel efficiency as the new smart controlled air-conditioning system consumes less energy by cooling the air down only as much as is needed to reach the desired temperature. Intelligent control of the evaporator is also used to avoid unnecessary air cooling. The new fully automated HVAC system uses residual heat from the engine for heating the cab during shorts breaks, which adds to fuel efficiency. The new temperature and climate control systems can also be operated using the new rear wall panel with temperature display for highest driver comfort. New Exclusive Line The summit of luxury and comfort is the new Exclusive Line, available for both the new CF and XF. The top-of-the range Exclusive Line is distinguished by the cognac colored dashboard, door panels (XF) and leather seats, as well as the stylish bright vents (CF). A leather steering wheel is standard on the luxurious CF and XF versions. Enhanced Driver Information and user-friendliness The instrument panel has been redesigned with new characters for a more modern and attractive appearance and enhanced clarity. The enhanced Driver Information Panel includes a tachograph countdown, displaying remaining driving and resting times. This contributes to enhanced comfort and efficiency, as do the driver configurable switches (MUX), which allow the driver to position dashboard switches according to his/her preference. MUX-switches also allow optimal positioning of controls and switches for the operation of the superstructure or components like aggregates and crane leg supports. Drivers will also benefit from the new interior light switch, positioned in the central part of the dashboard, while DAF’s great sliding table and unmatched storage space remain untouched. The new interior light switch stands out in user-friendliness with possibilities of dimming for ‘night drive’ and ‘relax’ modes. All speed related functions, including cruise control, predictive cruise control and adaptive cruise control are perfectly and logically grouped at the right side of the steering wheel. Great looks DAF has enriched the exterior styling with subtle and stylish elements, like the identity plate in the doorstep which welcomes the driver to the luxurious interior (XF). A new DAF nameplate with a redesigned DAF logo featuring chrome letters symbolize the trucks’ quality. Accents in the bumper and sun visor give the exterior an extra touch of richness, as do the decorative strips in the grille and the new grill mesh for the XF. Start of Production The new CF and XF will enter production in the summer of 2017 in 4x2 tractor (FT) and rigid (FA) configurations, the 6x2 tractor FTG and FTP with pusher axles, and the 6x2 rigid with single mounted trailing axle (FAR). Other excellent versions will follow in autumn. “We have made the best trucks on the market even better”, commented Preston Feight, DAF Trucks president. “The new CF and XF further extend the current trucks excellent reliability, fuel efficiency and driver comfort. As part of our DAF Transport Efficiency philosophy we have again made major steps to further enhance vehicle efficiency by providing the lowest operating cost and the higher uptime for our customers. The new CF and XF represent Pure Excellence.” . .

Paccar Revenue Dips in 1Q but Profits Return Transport Topics / April 25, 2017 First-quarter sales for Paccar Inc. dipped 1.9%, year-over-year, but the company returned to profitability as it did not have a large, one-time charge as it did in early 2016. The Bellevue, Wash.-based parent of Kenworth Trucks and Peterbilt Motors earned $310.3 million, or 88 cents a share, on revenue of $3.94 billion during the quarter just ended. A year earlier the company lost $594.6 million, or $1.69, on sales of $4.01 billion. The company’s three major segments — new trucks, part sales and financial services — all remained profitable. New truck deliveries dropped in the United States and Canada, and for the company as a whole, although they gained in Europe and the rest of the world. The year-ago charge for $942.6 million was a settlement paid to the European Commission regarding Paccar’s DAF Trucks unit based in the Netherlands. The charge reduced net income by $2.68 a share, the company said in its April 25 earnings report. “Paccar benefited from increasing truck production in North America and Europe, as well as record quarterly Paccar Parts pretax profits,” said CEO Ron Armstrong. The company maintained its January estimate for U.S. and Canadian Class 8 retail truck sales at 190,000 to 220,000 units, about the same as 216,000 vehicles in 2016. Among Paccar’s divisions, quarterly new truck sales dipped to $3.13 billion from $3.27 billion, while global operating profit for the division declined to $241.7 million from $304.1 million. If businesses weren’t buying as many trucks, they were at least buying parts for the equipment they kept. Sales rose to $786.7 million from $719.5 million, and profits to $151.7 million from $134.6 million. The company also has a financial services unit where revenue increased but profitability declined. By geography, quarterly truck deliveries outside the U.S. and Canada — mainly Europe — were 18,000 units, up from 16,800 in the 2016 period. For the U.S. and Canada, deliveries declined to 17,000 vehicles from 18,500. Despite the volume decline, the U.S. and Canada still produce a majority of quarterly sales, $2.52 billion, versus $1.72 billion from the rest of the world.

Jason Cannon, Commercial Carrier Journal (CCJ) / April 25. 2017 Paccar posted first quarter 2017 net sales and financial services revenues of $4.24 billion Tuesday morning, down slightly from the $4.3 billion during the first quarter of 2016. Net income jumped from a loss of $594.6 million last year to a surplus of $310.3 million in the quarter. “Paccar benefited from increasing truck production in North America and Europe, as well as record quarterly Paccar Parts pretax profits,” says Ron Armstrong, the company’s chief executive. U.S. and Canada Class 8 truck orders rose 40 percent in the first quarter of 2017 compared to the same period last year. “The truck market reflects the good economy and steady freight demand,” says Darrin Siver, Paccar senior vice president. “Peterbilt and Kenworth achieved 32 percent share of U.S. and Canada Class 8 truck industry orders in the first quarter this year.” Siver adds he expects Class 8 truck industry retail sales for the U.S. and Canada in 2017 in a range of 190,000-220,000 vehicles.

Volvo posts improved sales, Volvo & Mack gain marketshare Jason Cannon, Commercial Carrier Journal (CCJ) / April 25. 2017 Volvo Group posted improved sales and profitability for the first quarter Tuesday. Global volumes of heavy-duty and medium-duty trucks fell 4 percent, led by a North American market that Volvo Group President and CEO Martin Lundstedt says “seems to be bottoming out.” “We see positive signs of increased order activity,” he adds. Volvo Group’s net sales increased by 8 percent to $8.7 billion in the first quarter. Vehicle sales increased by 3 percent, primarily on good demand for products in Europe and Asia. North American heavy-duty truck industry orders increased during the quarter (from 8,892 to 11,334), and “dealer inventories of new trucks are at healthy levels,” Volvo said through its earnings release. “However, inventories for used long- haulage trucks remain elevated. This continues to dampen demand for new trucks in this segment despite indications of an improving freight environment. Demand in the refuse and construction segments remains good. Retail sales for the industry are forecasted to be lower 2017 compared to 2016.” In North America, deliveries were down 34 percent compared to the same quarter last year. Both Volvo Trucks and Mack gained market shares, with Volvo Trucks reaching 9.4 percent and Mack reaching 8.9 percent. “An order intake increase of 27 percent was driven by both Volvo Trucks and Mack activity within the construction segment and a somewhat improved freight environment combined with low dealer inventories,” the company says. Earlier this month, Volvo launched its new Volvo VNR regional haul tractor – the company’s first step in the renewal of the Volvo lineup in North America. “With its modern, ergonomic and more aerodynamic cab, the new vehicle will significantly improve Volvo’s position in the regional haul market,” Lundstedt says. “Product features are focused on delivering the maneuverability, productivity and safety that are so important to customers in this segment.”

Transport Topics / April 25, 2017 Volvo AB posted first-quarter gains in earnings and profitability, most of which was generated by its construction equipment division, as the larger truck division was fairly static compared with the same time in 2016. While construction equipment profits surged 374%, in part due to a stronger global mining industry, the truck unit encountered a varied market. The Gothenburg, Sweden-based corporation said Asia is expanding in terms of truck sales, Europe is stable and North America still falling, although net orders for new North American trucks are rising. Corporate-wide, Volvo earned the equivalent of $539.9 million, or 26.1 cents a share, on global revenue of $8.67 billion. In the 2016 first quarter, the company had net income of $447.9 million, or 21.9 cents, on sales of $8.48 billion. At the global truck division, including North American brands Volvo and Mack, operating profit rose 31%, as measured in Swedish kronor, to the equivalent of $550.4 million from $442.2 million during the first three months of last year. Quarterly sales moved to $5.55 billion from $5.68 billion. The strengthening U.S. dollar turned the krona-denominated increase into a dollar decrease. Worldwide deliveries of new Volvo Group trucks dipped 5% for the quarter to 43,927 vehicles. Pricing improved, though, and the smaller number of vehicles sold turned into a revenue increase of 0.15%, year-over-year. The big source of quarterly improvement at the truck division came from maintenance, technology and other services, which rose by 11%. “After the downward correction in the long-haulage segment in 2016, the North American market seems to be bottoming out. We see positive signs of increased order activity,” Volvo CEO Martin Lundstedt said in the company’s April 25 report. He also mentioned the introduction of the company’s new North American regional-haul tractor. Quarterly deliveries fell most severely in North America, by 34%, to 7,065 from 10,740. The best geographies for the group’s truck deliveries were Asia, up 8% and Africa/Oceania, up 7%. Among net new-truck orders, four areas had year-over-year growth of 20% or more: Asia, up 31%; South America, up 29%; and Africa/Oceania, up 21%. North American growth was 27%, to 11,334 from 8,982 in the 2016 quarter. Bloomberg News reported that Volvo has canceled planned North American stop days, which will operate without the planned changes during the second quarter because of the stronger demand. The wire service said Lundstedt told this to stock analysts. Volvo Trucks North America spokesman Brandon Borgna offered confirmation. “We had originally planned to take some downtime at our New River Valley [Va.] assembly plant but have canceled those plans as a result of strengthened order support,” he said. A Mack spokesman was not immediately available for comment.

The Morning Call / April 25, 2017 Mack Trucks delivered a mixed load of numbers in its first quarter, dragged down by lower output totals but propelled forward by a surge in orders logged during the first three months of 2017. First, the bad: Mack delivered 3,925 trucks worldwide during the first quarter, a 24 percent decrease from 5,176 in the year-earlier period, according to a report released Tuesday by Mack's parent company, Sweden's Volvo Group. While deliveries declined as expected, both the Mack and Volvo truck brands experienced a sizable increase in net order intake in North America, driven by "higher activity within the construction segment and a somewhat improved freight environment combined with low dealer inventories," Volvo wrote in the report. Mack received 5,703 orders in North America during the first quarter, up 39 percent from 4,117 a year earlier. Meanwhile, Volvo received 5,596 orders in the quarter, up 19 percent from 4,687 in the year-earlier period. In addition, Volvo wrote in the report, Mack and Volvo both gained market share in North America during the quarter. The Volvo Trucks brand now has 9.4 percent of the North American market, while Mack reached 8.9 percent. Mack employs about 1,480 people at its Lehigh Valley Operations, which includes its 1-million-square-foot Lower Macungie Township facility, where all Mack trucks built for the North American market and export are assembled. While heavy-duty truck orders ticked up in North America, Volvo noted that dealer inventories for used long-haulage trucks remain elevated, which "continues to dampen demand for new trucks in this segment despite indications of an improving freight environment." Improving freight fundamentals and continued strength in orders were two factors analysts from Stifel considered when they, in March, increased the firm's heavy-duty truck production outlook for 2017 and 2018. Stifel now expects North American heavy-duty truck production to total 215,000 units in 2017, up from its previous estimate of 200,000. Similarly, Stifel also boosted its 2018 outlook by 15,000 to 245,000 units. But despite the better-than-expected order data, Stifel in a March 22 note said a "certain amount of caution is warranted as retail sales, freight rates, and truckers' profitability levels point to a scenario where orders slow during the coming months." Stifel cited data from Americas Commercial Transportation Research that showed the industry is still oversupplied and has 6 to 7 percent too many trucks, primarily because of the strong production volumes seen in 2014 and 2015. In addition, Stifel wrote, freight rates have remained "flattish" and spot rates, or what shippers pay for individually booked freight loads rather than those under a long-term contract, are still below contract rates. "Therefore," the analysts wrote, "the recent uptick in orders have come more in anticipation of a recovery in the freight markets rather than reacting to an improvement in the freight markets. "That gives us concern regarding whether the recent order pattern is sustainable."

BC, the C-130 Hercules always got all the press. Few remember the Fairchild C119 "Flying Boxcar" and the C130-like Fairchild C123 "Provider". Paul, the F8 was a real "hot rod", alike the Hawker "Sea Fury". . .

C'mon friend, doesn't everyone have a right to their opinion? You don't have to agree with it but should respect it. You're welcome to think they're completely wrong. And of course you can/should share your own opinion. Step out of the box for a moment, relax and take a deep breath, and think about it. Your one life is far too short to get high blood pressure and a heart attack over this matter.

Geez-a-wizz everyone, how this dynamic discussion was born from a news post about GM and Venezuela is beyond me. Truth be told, everyone has put forth valid points.

Car & Driver / April 2017 Like a black-and-white cookie, the full-size van market is clearly divided. On one side sits a trio of old-school body-on-frame vans from Chevrolet, GMC, and Nissan; on the other rests a triad of modern unibody haulers. Leading this progressive pack is the 2017 Ford Transit, a model that beat out its two compatriots, the Mercedes-Benz Sprinter and the Ram ProMaster, in our most recent comparison test of big vans. Despite more than half a century of sales in Europe, the full-size Transit remains a relative newcomer to the U.S. market, having been formally introduced for the 2015 model year as a replacement for the long-in-the-tooth, body-on-frame Ford E-series (née Econoline). Compared to its ill-handling predecessor, the surprisingly docile Transit is a revelation. Its massive windshield, strut-type front suspension, and well-tuned rack-and-pinion steering provide the big van with a wave of civility no E-series could claim. Turn-in is sharp, the chassis is composed, and an expansive forward view makes it remarkably easy to pilot the big beast through city traffic. Van Enough to Be Your Van Don’t think for one second that Ford has wussified the full-size van—our Transit 350 test vehicle’s claimed 4230-pound payload is greater than the Ford F-250 Super Duty pickup truck’s. No doubt, the Transit 350 is designed primarily for hauling heavy loads. And Ford offers innumerable ways to do just that, as the model is available with two distinct wheelbases, three body lengths, three roof heights, and as either a “Passenger Wagon” or a cargo “Van.” Also, the Transit offers a choice among three engines. Our Transit 350 cargo van came to us wearing a coat of $150 Caribou brown paint and sitting on the longer, 147.6-inch wheelbase. With the ’tweener body length and topped off with the medium-height roof, the Transit 350 cast a shadow some 19.6 feet long while standing 8.4 feet tall. Opening the split tailgate reveals 357 cubic feet of cargo space, with enough room available for a six-footer to stand upright. There are studio apartments in New York City with fewer square feet of floor area. A passenger-side sliding door provided easy access into the two-seat Transit 350’s cargo space. While buyers can opt out of windows aft of the B-pillars, our test van came equipped with a piece of privacy glass for the sliding door and the rear doors, as well as rear window defoggers, for a total of $650. A $940 power running board that exposed itself upon opening the sliding passenger-side door, and tucked itself away upon closing the door, was a feature that seemed superfluous given the Transit 350’s low step-in height. A fixed running board is available for $160. Van, That’s Quick If money is to be spent augmenting the Transit 350, we’d recommend dropping the $1865 needed to replace the Transit 350’s standard 275-hp 3.7-liter V-6 with the 310-hp twin-turbocharged 3.5-liter V-6 fitted to our test vehicle. Dubbed EcoBoost in Ford parlance, the forced-induction engine pulled the 5423-pound cargo van to 60 mph in just 6.8 seconds, and the big brown box jumped past the quarter-mile pole after 15.3 seconds at 90 mph. Of more importance to cargo-van consumers, though, is the engine’s 400 lb-ft of torque that comes on at 2500 rpm and works with the standard six-speed automatic transmission to blast the Transit 350 from 30 to 50 mph and from 50 to 70 mph in just 3.8 and 4.8 seconds. Coming to a halt from 70 mph took only 171 feet. Impressively, the Transit 350’s acceleration and braking figures compare favorably with those of the last Kia Optima SX 2.0T we tested. Mind you, we tested this Transit 350 cargo van completely unloaded. Throw a few hundred (or thousand) pounds of junk in this box, and expect the Transit’s acceleration and braking figures to take a hit. Still, with so much torque on tap, we can’t imagine the Transit 350 EcoBoost ever feeling completely overwhelmed. With or without a payload, though, don’t expect much of the cargo van’s ability to tackle turns. Around our 300-foot skidpad, the empty van’s Hankook Dynapro HT LT tires pulled just 0.60 g before the stability-control system declared enough fun had been had. Fuel economy was similarly unimpressive; we averaged 14 mpg during the Transit 350’s stay with us. Although the EPA does not rate the Transit 350’s fuel economy, a 1028-pound-heavier Transit 150 passenger van fitted with the same EcoBoost engine managed a more satisfying 22 mpg when we tested it roughly two years ago. That people-hauling van sported a taller 3.31:1 rear axle ratio, though, while our cargo van came equipped with a shorter 3.73:1 rear end, a $325 option that also includes a limited-slip differential. Coupled with the $485 Heavy-Duty Trailer Tow package, our test van was rated to tow as much as 6800 pounds, which is 1400 more than a Transit 350 EcoBoost cargo van equipped with the standard 3.31:1 rear gear. Vantastic Voyage Without any cargo onboard, the Transit 350 cargo van’s rear end bounced around on the less-than-ideal roads near C/D headquarters like a basketball being dribbled by a Harlem Globetrotter. On at least two occasions, our morning coffee leaped out of its cup as we drove to work. Nevertheless, those who commute on smoother byways are bound to appreciate that there are five cupholders carved into the Transit 350’s hard-plastic dashboard—plus one in each front door pocket—even though there are only two seats. Although the Transit 350 cargo van is far from luxurious, the full-size van can still be equipped with its share of frills. Our test van’s $1495 Interior Upgrade package added items such as a 4.0-inch color display screen in the gauge cluster, a leather-wrapped steering wheel with audio controls, cruise control, Bluetooth phone connectivity, and vinyl flooring front and rear. An additional $1270 brought lane-departure warning and a 6.5-inch touchscreen multimedia system with navigation running Ford’s latest Sync 3 software. Although menu structures were logical and the system quick to respond to inputs, the screen’s faraway location at the top of the dashboard made it necessary to stretch to physically enter commands. Fortunately, available voice commands helped to mitigate that flaw somewhat. Other items tacked on to our Transit 350 included a set of front wheel-well liners for $295, a trailer-brake controller for $230, a pair of massive heated side mirrors for $220, automatic headlamps and rain-sensing windshield wipers for $195, an entry keypad for $95, backup sensors for $295, and an annoyingly loud backup alarm for $125. Unless you enjoy angering your neighbors or have a circular driveway at your home, the backup alarm is an option best left unchecked. All told, our wannabe UPS truck wore a price tag of $45,670—pricey, but not far off the fare charged to get into a Mercedes-Benz Sprinter with similar equipment. Compared with similarly spec’d body-on-frame alternatives such as the Chevrolet Express 3500 and Nissan NV3500 cargo vans, though, the Ford costs at least $5000 more. Still, we’d argue that the Transit 350’s mature on-road manners, low load height, and torque-rich twin-turbo V-6 justify the higher cost of entry over its less advanced peers. Progress, much like a good black-and-white cookie, is worth paying a bit extra for. Photo gallery - http://www.caranddriver.com/photo-gallery/2017-ford-transit-350-cargo-van-ecoboost-v-6-instrumented-test-gallery

I was mistaken to not mention two important twin-engined bombers manufactured by the once famous Glenn L. Martin Company. He was one of the pioneers of American aviation. The two aircraft being the A22 Maryland and A23 Baltimore. Though initially targeted at the U.S. Army Air Corps, they were generally flown by British and Free French forces. They had the "A" designation (Attack) as they were expected, like the later Douglas A26 Invader, to drop their bombs at low altitudes. Though the B-25G and B-25H were specifically designed for low level attacks, they still carried the high altitude "B" (bomber) designation. https://en.wikipedia.org/wiki/Martin_Maryland https://en.wikipedia.org/wiki/Martin_Baltimore https://en.wikipedia.org/wiki/North_American_B-25_Mitchell#Use_as_a_gunship From 1929, Martin produced aircraft at a massive Middle River, Maryland facility. Another worthy mention is the Douglas DC-2 based B18, which was an absolutely horrible replacement for the Martin B-10 bomber (Martin was really a big name in Air Corps aviation). The B-10 was the Army's first all-metal monoplane bomber......which was a big deal at the time. https://en.wikipedia.org/wiki/Douglas_B-18_Bolo https://en.wikipedia.org/wiki/Martin_B-10 . . . .

In a perfect world, you're 100 percent right. But ours is not a perfect world. In some countries, it is the cars and trucks on the toll roads that bear the full burden of the road's construction and maintenance costs. But, Americans wouldn't accept $20-$30 tolls in place of the current $1-$5.

Do you believe it? The Obama Administration agreed to take thousands of illegal immigrants from Australia. Why? I will study this dumb deal! — Donald J. Trump (@realDonaldTrump) February 2, 2017 It is a dumb "deal". Why is Trump flip-flopping and now allowing these "illegal immigrants" to bypass our immigration process and enter the US??? In February, Trump accused Australia of seeking to export the “next Boston bombers.” “I don’t want these people,” Trump told Turnbull on the phone. Now two months later, Trump suddenly decides these same illegal immigrants [to Australia] will make acceptable US residents. They elected to attempt to illegally immigrate into Australia. Oz doesn't want criminals.........do we? If Australia doesn't want them, for known reasons, why do we? Send them back to Iran, Syria, Sri Lanka, Sudan, Somalia, Pakistan, Bangladesh and Iraq. As Jeff Sessions said last week: " Come lawfully. Wait your turn, make your application and it will be evaluated. And if you're accepted, come. But don't come illegally." ------------------------------------------------------------------------------------------------------------------------------------------------ US to honor 'dumb' Australia migrant deal BBC / April 22, 2017 US President Donald Trump once called the deal, which was agreed under his predecessor, "dumb". The agreement allows for 1,250 asylum seekers to Australia to resettle in the US. In return, Mr Turnbull's administration has agreed to resettle people from Guatemala, Honduras and El Salvador who have sought asylum in the US. The deal would be honored, visiting Vice-President Mike Pence said after talks with Australian PM Malcolm Turnbull. Australia has refused to accept the asylum seekers, most of whom are men from Iran, Afghanistan and Iraq, and instead holds them in offshore detention centres on the Pacific nations of Nauru and Papua New Guinea.

VW diesel whistleblower identified in book Automotive News / April 21, 2017 As Volkswagen’s criminal case closed on Friday, a nagging question persists: Who blew the whistle and first admitted to regulators that VW was lying about its dirty diesels? Volkswagen AG was sentenced in a Detroit courtroom after pleading guilty last month to three federal felonies for diesel emissions violations, which were brought to light based on information given to federal law enforcement from an internal whistleblower. A new book on the VW diesel emissions scandal by a New York Times reporter asserts that it was an American VW executive who first disclosed VW’s criminal acts to regulators. The whistleblower named in the book: Stuart Johnson, head of VW’s Engineering and Environmental Office in the Detroit suburb of Auburn Hills, which has responsibility for VW’s interaction with U.S. regulators. The book, due out in May, is Faster, Higher, Farther: The Volkswagen Scandal by Jack Ewing. Automotive News received a review copy of the book from its publisher, W. W. Norton & Co. “You get the feeling from reading the documents that Johnson always felt queasy about the whole situation,” Ewing told Automotive News. A spokeswoman for VW Group of America said the automaker declined to comment. The cost of Volkswagen’s diesel emissions scandal, which involves about 11 million vehicles worldwide, is now about $25 billion and continues to grow. The scandal, which became public in September 2015, led to the automaker buying back a half million cars in the U.S. and settling a lawsuit with the government for $14.7 billion. It is also responsible for the automaker admitting its guilt to three felonies under U.S. law -- a distinction that sets its actions apart from previous industry scandals. In the book, Ewing quotes an interview with Alberto Ayala, the deputy executive director of the California Air Resources Board, naming Johnson as the first person to reveal to CARB the existence of VW’s “defeat device” software. Key meeting The book quotes Ayala as saying the revelation happened just prior to a key meeting between CARB and VW on Aug. 19, 2015, in El Monte, Calif., and that Johnson in making the disclosure was violating orders he had been given by his superiors. That same meeting is spelled out in the federal indictment of Oliver Schmidt, a former U.S.-based VW executive facing 11 felony charges related to the diesel scandal. That meeting came after weeks of executive discussions concerning how to keep regulators from discovering that VW had installed a device that would make its diesels meet federal regulations only while running on the dynamometer test. The scandal became public Sept. 18, 2015, a month after Johnson met with Ayala, when the EPA announced that VW had violated portions of the Clean Air Act. In the January indictments of six German VW executives -- including that of Schmidt, Johnson’s immediate predecessor in his current job -- the government’s main whistleblower is identified only as “Cooperating Witness 1.” Witness cooperation The indictments say that CW1 “is a VW employee who works in VW’s engine development department.” It’s unclear whether that characterization of CW1’s job was deliberately vague to hide the witness’s identity. The indictment says the witness “has agreed to cooperate with the government’s investigation in exchange for an agreement that the government will not prosecute CW1 in the United States.” A second cooperating witness, CW2, whose identity remains unknown, also agreed to cooperate in exchange for an agreement not to be prosecuted, the indictments say. Johnson was deeply involved in attempting to certify the diesel vehicles equipped with illegal defeat devices. Yet he has not been charged, unlike six German executives also involved in that attempt to certify the diesel engines. FOIA request Automotive News submitted a public records request to CARB on Jan. 19 seeking records from the Aug. 19 meeting. The agency’s response, issued Feb. 24, was largely redacted “as part of an investigation or settlement discussions.” However, among the unredacted portions is an internal email among CARB employees from prior to the Aug. 19 meeting. It reads, in part: “VW has requested a meeting on the diesel issue. Stuart Johnson plans to be in El Monte with 4 staff from Germany.” It also says: “Hopefully, VW will provide the full details on how the controls really work on the in use vehicles and the 2016 vehicles that have cert(ification) pending.” Ewing verified to Automotive News his conversation with Ayala. A spokeswoman for former U.S. Attorney Barbara McQuade, whose office prosecuted the VW scandal and continues to pursue VW executives, declined to comment, citing the ongoing investigation. .

Yet another black eye for the TSA --------------------------------------------------------------------- CNN / April 21, 2017 A federal air marshal on a transatlantic flight left her loaded service weapon in the airplane's bathroom, where it was discovered by a passenger who gave it to a crew member before it was returned to the federal agent. The incident happened aboard Delta flight 221, which was traveling from Manchester, United Kingdom, to New York's JohnF.KennedyInternationalAirport on April 6, and was reported to the air marshal's management days later. The Federal Air Marshal Service said the agent in question is a relatively new hire who should have been placed on leave for leaving her gun. Instead, the agent remains on active flight duty. A former federal air marshal said newly hired air marshals do not currently receive on-the-job training. "Air marshals work in punishing conditions, labor under poor leadership and have seen their law enforcement functions curtailed by an administration that lacks vision. The problem is not the air marshals, it's the TSA," said John Casaretti, president of the Air Marshal Association and a former air marshal. CNN has been unable to find a single incident in which a federal air marshal deterred or intervened in a terrorist plot since the organization was ramped up after the September 11, 2001, attacks. Although it has an $835 million budget, agents cover less than 1% of US domestic and international flights. A CNN report in 2015 exposed the long hours, chaotic schedules and use of drugs and alcohol among federal air marshals, which has led to suicides and suicide attempts by the agents. In that report, CNN obtained a now-classified study commissioned by the TSA that revealed 75% of air marshals flying domestic missions were sleep-deficient. The percentage was even higher on air marshals assigned to international assignments, where 84% of agents were identified as sleep-deficient. According to the 2012 study conducted by HarvardMedicalSchool's division of sleep medicine, "the acute and chronic lack of sleep substantially degrades a federal air marshal's ability to react and think quickly." TSA officials insisted at the time that air marshals' schedules ensure appropriate rest periods and that agents have access to a "robust health, fitness and wellness program."

FYI - Roy Horton was a marketing (advertising) manager at Volvo 3P* for alternative fuel and driveline marketing from 2010. In 2014, he was reassigned to the Mack brand as powertrain product marketing manager. In 2016, he became the Mack brand director of product strategy. * Volvo 3P was a business unit formed by ousted Volvo CEO Olof Persson to manage the centralized product development for the truckmaker’s four truck brands (Volvo Trucks , Renault Trucks , UD Trucks and Mack Trucks). 3P stand for Product planning, Product development and Purchasing. Under current ex-Scania CEO Martin Lundstedt, the 3P structure was terminated and the brands once more separated.

Natural Gas Truck Sales Strong, but Market Stagnates Overall Heavy Duty Trucking / April 21, 2017 North American natural gas heavy duty retail sales were strong to start 2017, bolstered by refuse fleets, transit, and school bus operators. Most of the activity seems to be coming from fleets replacing older vehicles or adding more vehicles, helping the natural gas truck industry to record its best January in three years and a positive year-to-date total through February. Compared to the entire market, however, natural gas truck sales have stalled somewhat, caused by low diesel prices and increased competition from electric and hybrid-electric vehicle options. It’s estimated that natural gas vehicles made up only 3% of the market in 2016. “Given relatively low diesel fuel prices and the subsequent price narrower spread between CNG and diesel, payback times remain longer than most truckers’ trade cycles,” said one market analyst. “With the recent news coverage of Nikola Motor Company, Tesla, Toyota, and others, it is important to keep a finger on the pulse of the entire alternative fuels market," he continued. "Whether it is natural gas or hybrid electric, companies need to be well informed of the market options when considering alternatives for their current vehicles.”

Transport Topics / April 21, 2017 While sales of Class 8 trucks powered by natural gas remain low, U.S. and Canadian natural gas heavy-duty retail sales overall had a healthy start to 2017, boosted mostly from refuse fleets, transit and school bus operators. For 2016, the natural gas share of the Class 8 truck market was estimated at 3% due to higher new-truck sales and lower natural gas penetration. “Given relatively low diesel fuel prices and the subsequent price narrower spread between CNG and diesel, payback times remain longer than most truckers’ trade cycles,” said one market analyst. Nonetheless, “The best January in the past three years set up the positive year-to-date February performance. Among truckers, it appears as though the majority of incremental volume came from those who currently have natural gas vehicles and are replacing units or increasing their number."

Fleet Owner / April 21, 2017 At Walmart's annual Milestone Summit today, the company launched a sustainability platform inviting suppliers to join in committing to reduce greenhouse gas emissions resulting from their operations and supply chains. Dubbed "Project Gigaton," Walmart says the initiative will provide an emissions reduction toolkit to a broad network of suppliers seeking to eliminate one gigaton of emissions focusing on things like manufacturing, materials and use of products by 2030. One gigaton, or one billion tons, of emissions is the equivalent of taking more than 211 million passenger vehicles off of U.S. roads and highways for a year, the company points out. Walmart claims it is the first retailer with a verified science-based target emissions-reduction plan. The company has set targets to reduce emissions significantly by 2025. The retailer will also work to reduce CO2e, or carbon dioxide equivalent, emissions from upstream and downstream sources by a gigaton between 2015 and 2030. Project Gigaton is part of a series of Walmart sustainability initiatives focused on addressing social and environmental issues in ways that help communities while also strengthening business. For example, by investing in solar energy, Walmart notes it has helped to support jobs for American solar companies. Walmart is now one of America's leading commercial solar and on-site renewable energy users, the company says, and gets about 25 percent of its global energy from renewable sources. In another example, by doubling the efficiency of its U.S. fleet from 2005 to 2015, Walmart says it saved nearly $1 billion compared to a 2005 baseline. "We are proud of the improvements we've made in reducing our own emissions, but we aim to do more. That's why we're working with our suppliers and others on Project Gigaton," said Kathleen McLaughlin, senior vice president and chief sustainability officer for Walmart. Support from environmental advocates Walmart's summit and new initiatives met with praise from environmental groups. "Today, business stepped up to the plate to lead on climate in a way that supports both people and the planet. Business leadership and innovation have always been an American hallmark, and that's never been clearer than right now," stated Fred Krupp, president of the Environmental Defense Fund. "A challenge like Project Gigaton catalyzes innovative solutions around the globe. "And it makes clear that companies won't wait — nor should they," he added. "Smart companies like Walmart and the suppliers that will join them on this journey have moved far beyond the false either/or choice of a healthy economy or a healthy environment. We need both, and these businesses are leading the way." .

Mack brings burly front axle to Canada Fleet Owner / April 20, 2017 OEM will make its FXL 16,000-lb. front axle available on Pinnacle Axle Back and Axle Forward models. Mack Trucks is now making its proprietary FXL 16,000-lb. front axle available for order on its Pinnacle Axle Back and Axle Forward models. Announced during the ExpoCam truck show in Montréal, Quebec, Canada, the FXL 16,000-lb. front axle option is designed for motor carriers hauling heavier loads. Mack noted that its 16,000-lb. front axle is also an available option in the U.S. as well. “Our 16,000-lb. front axle improves performance with the same legendary durability and reliability that Mack pioneered,” noted Roy Horton, Mack’s director of product strategy, in a statement. “It’s designed significantly heavier so that our customers can improve their efficiency by transporting more payload at one time,” he said. Developed to provide a stable and smooth ride under demanding loads, the 16,000-lb. Mack FXL axle also simplifies maintenance, improving uptime for customers, Horton pointed out.

Ford Executive Chairman Bill Ford Returns to Family’s Ancestral Home Town to Mark Centenary of Ford in Ireland William Clay Ford Jr, Executive Chairman of Ford Motor Company, celebrates 100 years of Ford in Ireland by unveiling plaque in Ford family’s ancestral home town of Ballinascarthy Great-grandson of Ford Motor Company founder, Henry Ford, to participate in civic reception hosted by the Lord Mayor of CorkCity, attended by 300 current and former Ford employees Ford factory founded in Cork, Ireland, was established in April 1917 – the first purpose-built Ford Motor Company factory outside of North America CORK, Ireland, Apr. 20, 2017 – William Clay Ford, Jr., Executive Chairman of Ford Motor Company and great-grandson of the company’s founder, Henry Ford, today unveiled a plaque and bench in Ballinascarthy, Ireland, to commemorate 100 years of Ford in the country. The unveiling took place in the centre of Ballinascarthy, a small village 40 kilometres (25 miles) from Cork city, Ireland, from where Henry Ford’s father, William Ford, and his family emigrated to the U.S. in 1847. The family settled in Michigan, where Henry Ford was born in 1863. “I am excited and honoured to be coming home to Cork to celebrate 100 years of Ford in Ireland,” said Bill Ford. “Ford has deep roots in Cork, not only through my family’s historical connection, but also through the impact that the Ford factory has had as an engine for prosperity for the area over many decades.” During his visit Bill Ford will also participate in a civic reception at CorkCity Hall, hosted by the Lord Mayor of CorkCity, at which the contribution of employees of Henry Ford & Son Limited during the past 100 years will be recognised. The event will be attended by 300 current and former employees. Henry Ford remained conscious of his family’s heritage throughout his lifetime, choosing his ancestral home city of Cork as the site for the first purpose-built Ford Motor Company factory outside of North America. The Ford factory in Cork was established in April 1917. As Henry Ford said in his own words: “My ancestors came from Cork, and that city, with its wonderful harbour, had an abundance of fine industrial sites. There was, it is true, some sentiment in it (the decision to establish the factory in Cork).” The company that Henry Ford legally established in 1917 was entitled Henry Ford & Son Ltd., and that continues to be the legal name of Ford in Ireland to this day – the only Ford entity in the world to include the full name of the company’s founder in its title. The Fordson tractor was initially the main product of the Cork plant, which by 1929 had become the largest tractor factory in the world. The factory also produced passenger cars including the iconic Model T. The last Model T ever produced by Ford anywhere in the world rolled off the Cork factory production line in December 1928. The Model A, Model BF, Model Y, Prefect, Anglia, Escort, Cortina and Sierra models also were manufactured in Cork until the plant’s closure in 1984. Ford today has the widest network of dealers of any automotive manufacturer in Ireland, with 52 dealerships providing direct and indirect employment to 1,000 people across the country. .

Yes, it is an AB.

Styled under the Buick theme, the Volt is arguably more attractive. Not allowing Americans to buy it is puzzling.

Autoweek / April 20, 2017 Buick rolled out its version of the Chevrolet Volt for the Chinese market this week, with the upscale hybrid dubbed Velite 5 in the Middle Kingdom. Buick offers far more models in China than it does in the U.S., and analysts predicted a Buick version of the Volt would be offered there before the second-generation model even debuted. Just like the Volt, the Buick Velite 5 will be powered by two electric motors drawing juice from a lithium ion battery and a 1.5-liter inline-four range extender. In contrast with the 53-mile pure-electric rating in the U.S., the Velite 5 has been rated at 72 miles for the Chinese market, reflecting a different testing methodology. "Equipped with GM’s latest intelligent electric drive system, the Velite 5 offers up to 768 kilometers of range in extended-range mode," Buick says. "Its prioritized pure electric driving mode provides 116 kilometers of range, fulfilling consumers’ demand to commute with zero petroleum consumption and zero emissions." Seven hundred sixty-eight kilometers is 477 miles -- significantly higher than the 420-mile rating of the Volt, but in terms of engineering, the powertrains are nearly identical. Aside from a mildly restyled exterior, the Velite 5 will offer a more upscale interior along with an upgraded air-filtration system geared for China's high-smog cities -- placed where cars sometimes need a weekly cabin filter replacement. It will also be built in China. How big of a premium will buyers in China pay for the Buick badge? Not a whole lot, it turns out. The Velite 5 GL trim level will be offered starting at the equivalent of $33,300, while the upscale GS model will start at around $37,700. That's before the application of a $5,233 New Energy Vehicle government subsidy, which will bring the starting price down to the high-$20,000 range. The price points are nearly identical to the LT and Premier trim levels of the 2017 Chevrolet Volt, before any federal and state rebates. The Velite 5 will be the second Chinese-market vehicle to get the Buick Blue badging -- to distinguish "new energy vehicles," as hybrids and electrics are referred to in China. The first Buick hybrid offered in China was the LaCrosse. For now, GM does not plan to offer a Buick version of the Volt in the U.S., still smarting from the fallout from the pricey Cadillac ELR, which went of out of production in the U.S. in 2016 after tepid sales and massive price cuts. A Buick version of the Volt makes far more sense in China, where Buick continues to enjoy wild success still not replicated by any other American marque, Cadillac included. Photo gallery - http://www.autonews.com/apps/pbcs.dll/gallery?Site=CA&Date=20170420&Category=SHANGHAI_AUTO_SHOW&ArtNo=420009998&Ref=PH&Profile=1505 .