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As of 6 March, the global death toll was 3,404, while more than 100,000 people have been infected in more than 80 countries, according to the Johns Hopkins University Center for Systems Science and Engineering. The death toll has passed 3,000 in China, where there have been over 80,000 cases. South Korea, the nation worst hit by the outbreak outside China, has had 6,593 cases. More than 55,000 people in China have recovered from Covid-19. The mortality rate is around 2% in the epicentre of the outbreak, Hubei province, and less than that elsewhere. For comparison, seasonal flu typically has a mortality rate below 1% and is thought to cause about 400,000 deaths each year globally. SARS had a death rate of more than 10%. Severe acute respiratory syndrome (SARS) and Middle Eastern respiratory syndrome (MERS) are both caused by coronaviruses that came from animals. In 2002, SARS spread virtually unchecked to 37 countries, causing global panic, infecting more than 8,000 people and killing more than 750. MERS appears to be less easily passed from human to human, but has greater lethality, killing 35% of about 2,500 people who have been infected.

Volvo Shows Off New Mack Medium-Duty Line at Work Truck Show Heavy Duty Trucking (HDT) / March 4, 2020 Rolled out to the media in late January, the new medium-duty MD Series of trucks was publicly revealed for the first time on March 4 in Indianapolis at the NTEA’s 2020 Work Truck Show. The MD Series consists of the MD6, a Class 6 model, with a GVWR of 25,995 pounds, and the MD7, a Class 7 model, with a GVWR of 33,000 pounds. “Mack is extremely proud to reach even more customers through our medium-duty Mack MD6 and MD7 models,” said Jonathan Randall, Mack Trucks’ senior vice president of North American sales and marketing, at a media briefing on the show floor. “With these trucks, Mack now offers a complete lineup of Class 6 to 8 vehicles,” he continued. “The Mack MD Series will enable us to meet the needs of those customers desiring Mack’s legendary durability in a lighter-weight GVWR configuration.” HDT’s full report on the recent introduction of the MD Series can be read here. Also in conjunction with the show, Allison Transmission announced that its 2500 transmission will be the standard transmission. At the WTS briefing, Randall said that while full production of the medium-duties will begin at Mack’s new assembly plant near Roanoke, Virginia, in July, the truck maker started accepting orders two weeks ago. Turning to the overall commercial truck market, Randall gave his forecast of North American truck sales for 2020: 240,000 units. “Historically,” he pointed out, “that’s still a pretty strong market; it’s a reversion to the mean. “We’re still bullish on this market,” Randall continued. “For us, it’s just a shift in the product mix [that will raise sales figures].” He explained that while last year, 48% to 49% of new truck registrations were for linehaul models vs. work trucks, this year that percentage is down around 42% or $43%, which is “in favor of work trucks,” historically Mack’s bread-and-butter product. “We’ve got the best-looking iron on the road,” he added, “and we’ll continue to do things to benefit our customers’ bottom line, including keeping our focus on application excellence and bringing out new products.”

Heavy Duty Trucking (HDT) / March 5, 2020 Cummins anounced at The Work Truck Show in Indianapolis that its commitment to deliver sustainable products and lower NOx emissions continues with certification of the Cummins Westport B6.7N natural gas engine. It recently received certifications from both the U.S. Environmental Protection Agency and the California Air Resources Board. The B6.7N meets the optional Low NOx standard of 0.02 g/bhp-hr, a 90% reduction from engines operating at the current EPA NOx limit of 0.2 g/bhp-hr. "All three platforms of our natural gas product line are now 'near-zero' certified," said Tom Hodek, director sales and marketing and new product development, Cummins Westport. "We certified the ISL G back in 2016 to 0.02. In 2018, we certified the ISX12N to 0.02, and the last piece of the puzzle, the 6.7N, is now at 0.02 also. "On top of that, we are also 2027 GHG compliant. From an emissions perspective, you are not going to find a cleaner engine on the market today." Next-Generation Medium-Duty Engines Cummins introduced its next generation of medium-duty on-highway diesel and natural gas engines on Tuesday at the Work Truck Show in Indianapolis, as well as enhancements to the 2021 B6.7 and L9 diesel engines. "We focused on making the engines even more reliable, and more efficient," said Rob Neitzke, Cummins’ executive director for North American truck OEM business. Enhancements to the next generation of B6.7 and L9 engines were made with customers’ total cost of ownership in mind, Cummins said. Both engines feature extended oil drain and fuel filter replacement intervals, and a redesigned breather that is now maintenance-free. "Oil drain intervals on the B6.7 can get you up to 30,000 miles or 1,000 hours," Neitzke said. "On the L9, you can get up to 50,000 miles or 1,500 hours. Fuel filter intervals on the L9 are up to three times linger than the current product while the B6.7 interval is up to four times linger than the current product.We are also excited about the improved connectivity of the products coming into 2021," he added. Cummins’ suite of Connected Solutions is built on an open digital platform that is interconnectable with diverse environments. The portfolio offers fleet management tools and cost-saving technologies that include a suite of remote-monitoring, reporting, calibrating and servicing solutions designed to enhance the customer experience across product lifecycles. In the future, prognostics will help detect and diagnose issues early and be paired with preemptive parts procurement to streamline service experiences. "The L9, coming into 2021 still has the best power density in the industry, but we have also reduced frictional losses in the engine, further optimized combustion and now we are able to deliver fuel efficiency improvements up to 5% across the board," said Neitzke. For truck applications, the 2021 L9 base warranty is now three years / unlimited miles.

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https://www.bloomberg.com/news/articles/2020-03-07/saudi-aramco-slashes-crude-prices-kicking-off-price-war?srnd=markets-vp https://www.bloomberg.com/news/articles/2020-03-07/putin-dumps-mbs-to-start-a-war-on-america-s-shale-oil-industry

As of Friday, the United States is engaged in an economic war over oil. And stakes are extremely high.

Russia breaks Opec oil alliance as it takes on US shale Financial Times / March 7, 2020 Just as the coronavirus outbreak wreaks havoc on the oil market, Russia has spotted an opportunity to hurt rivals in the US shale patch. Moscow’s partners in OPEC now are collateral damage, and a price-sapping war for market share may follow. The three-year partnership that joined geopolitical rivals and halted the biggest crude price crash in a generation hit the buffers on Friday when Saudi Arabia-led Opec and Russia failed to agree on deeper production cuts in response to the spread of the coronavirus that has hit the global economy and its demand for oil. Russia’s view that rival North American producers would gain most from new efforts to prop up prices killed the deal. Saudi Arabia, unwilling to take on more cuts without Russia as a partner, may also now be dragged into another stand-off with US shale. Brent crude, down about 30 per cent since January, slumped a further 9 per cent to $45 a barrel on Friday after Russian energy minister Alexander Novak said producers would soon be able to pump at will, ending three years of supply cuts designed to support prices. “Of course, if there is no agreement, Saudi Arabia will produce whatever the customer asks for,” said one OPEC delegate. When asked if countries were entering into a fight over market share, he said: “It could be.” The impact on the oil price from the collapse of the Vienna negotiations could be severe, with some predicting a drop to below $30 a barrel. “This has all the hallmarks of a price war, the only thing missing is the smell of gunpowder,” said Jamie Webster, senior director at BCG’s Center for Energy Impact. Russia is not a member of Opec but now holds huge sway over oil policy after joining the cartel in making production cuts three years ago. But Moscow’s refusal to agree to deeper cuts was a deal-breaker this week, demolishing a Saudi plan to increase their size and prolong the curbs until the year-end. The kingdom’s plan was conditional on all players taking part: Russia baulked. Russia wanted more time to assess the impact of the virus on demand, said officials in Vienna. But Moscow also eyed an opportunity to damage rival US shale producers and the wider American economy. “Russia has had enough of the shale guys living off Opec-plus,” said one person familiar with negotiations, referring to the cartel and allied non-members. The Kremlin has also been riled by recent US sanctions on the trading arm of Russian energy major Rosneft and Nord Stream 2, the proposed new gas pipeline between Russia and Europe. A steeper drop in crude prices will cause widespread pain in the American oil industry. “At a time when shale producers face much tighter capital constraints to keep up output, a price war will push US oil companies already at risk of bankruptcy over the edge,” said Jason Bordoff, head of Columbia University’s Center for Global Energy Policy. The collapse of the negotiations in Vienna underscored the extent to which Russia has taken charge over OPEC decision-making despite a new push by Abdulaziz bin Salman, Saudi Arabia’s oil minister, to reassert the kingdom’s authority over the group. Privately, government officials and oil executives in Saudi Arabia see the benefits — as a low-cost producer — of taking on US shale companies which require higher oil prices to stay profitable. While that indirectly might appease president Donald Trump, who wants to keep gasoline prices in check, Saudi Arabia primarily seeks to protect its own economy. The sharp price fall after the meeting will trigger memories of the Thanksgiving Day oil crash of 2014 which wrought turmoil across international financial markets, battered the budgets of producer economies and crippled the balance sheets of some energy companies. Prices collapsed to below $30 a barrel in January 2016, prompting the kingdom to do what was once unthinkable and form a production-cutting alliance with Russia and its OPEC peers later that year. Riyadh and Moscow’s collaboration, backed by the countries’ highest authorities, was more far-reaching. They engaged in talks about corporate tie-ups and cross-border investments. They also became closer on foreign policy despite backing opposing groups in Syria. It was cemented by the visible personal bond between Mr Novak and his then-counterpart in Saudi Arabia, Khalid al-Falih, who was ousted from his post as energy minister last year in favour of the king’s son. “They don’t hate each other,” said one OPEC official of current relations between Prince Abdulaziz and Mr Novak. “But it’s not the same relationship as with Falih. There was a bromance and chemistry. There’s no chemistry now.” In January 2018, Mr Falih said the alliance would last for “decades and generations”. But in recent months, it has seemed as if two of the world’s biggest oil producers were not working from the same playbook. When Saudi Arabia wanted a rapid response to the coronavirus outbreak last month, King Salman himself made a call to President Vladimir Putin to gain his endorsement — to no avail. As forecasts for oil demand growth this year weakened, an advisory committee to OPEC and Russia initially signaled that additional cuts of 600,000 b/d would be necessary to stem oil price declines. That figure steadily increased to 1.5m b/d this week, reflecting the worsening global coronavirus conditions. This would have taken total cuts to 3.6m b/d. “The Russians had a very strange view of the market,” said a person familiar with the negotiations. “All through the meeting they said, ‘let’s wait and see, let’s wait and see’ — and said prices had already declined as far as they would decline.” Then it became clear that Russia had the US in its sights. As frustration mounted, it was left to the Azerbaijani energy minister to make the final efforts late on Friday to broker some kind of deal between Mr Novak and Prince Abdulaziz. He failed. OPEC officials maintain that the group of producers ultimately has a responsibility to stabilise the oil market. “The point is to not allow commercial stockpiles to build”, said the Opec delegate. “But this was not everyone’s opinion,” he said of Russia’s reluctance. The end of the meeting, said one official who was present, “felt like a wake”.

Around 3:00.... Another.......... From 14:10..........

3D printer ?

Will warm weather stop the spread of coronavirus? CBS News / March 5, 2020 Every year, people across America cheer the start of spring, not only because it ushers in warmer weather, but because it most often marks the end of flu season. So it stands to reason that Americans are now wondering whether spring will also serve to blunt the current coronavirus outbreak. Dr. Gregory Gray, of Duke University's Global Health Institute Division of Infectious Diseases, says the summer months may lead to a small decrease in transmission, but likely won't stop the spread of coronavirus completely. "It is hard to know," Dr. Gray said. "Routinely seen coronaviruses often wane during summer months as buildings have more air circulation, people tend to congregate less, and people are more exposed to UV light which can kill viruses." However, he said this particular coronavirus, known as SARS-CoV2, "is pretty infectious — meaning it has a high basic reproduction number — and virtually 100% of people are susceptible. My hunch is we may see a 10% to 20% slowdown in transmission, but I doubt the virus will cease infecting people during summer months." It is also important to remember that just because it starts getting warmer in the U.S. doesn't mean it's warm elsewhere. "The virus will soon be very active in both the Southern and Northern Hemispheres, which have opposing summers and winters," Gray explains. "Hence, a summer slowdown in the Northern Hemisphere may be offset with a concomitant winter increase in the Southern Hemisphere." The CDC's website says it is not yet known whether weather and temperature will impact the spread of coronavirus. It also points out that even though you are statistically less likely to get sick with cold or flu viruses during the summer, it's still possible to come down with them any time of the year. "Some other viruses, like the common cold and flu, spread more during cold weather months but that does not mean it is impossible to become sick with these viruses during other months," the CDC says. "At this time, it is not known whether the spread of COVID-19 will decrease when weather becomes warmer. There is much more to learn about the transmissibility, severity, and other features associated with COVID-19 and investigations are ongoing."

There are stock market opportunities fast approaching that only occur every 15-20 years. We're on the edge of ridiculously cheap stock prices. WTI is down to $42, and Brent is down to $45.

Does it have a "300" Maxidyne engine?

https://www.bobcat.com/tractors/features .

Yes. https://www.bigmacktrucks.com/topic/30186-macks-powered-by-other-engine-manufacturers/

This is a major Volvo North American market product launch. You all should be excited and supportive.

Cummins Press Release / March 4, 2020 F2.8 & F3.8 Engines Introduced For Euro VI Phase-D With EGR-Free Design Istanbul, Turkey - The latest Euro VI Phase-D design evolution of the Cummins 2.8-litre and 3.8-litre F Series engines introduced a new compact power capability for touring, intercity and shuttle mini-coaches at the Busworld Turkey show in Istanbul. With ratings extending from 129 to 188 hp (96-140 kW) and with up to 700 Nm peak torque, the F2.8 and F3.8 are ready to redefine the compact engine class by delivering exceptional levels of on-road performance and improved vehicle sociability. The upgraded F Series comes with significantly more torque, more fuel-efficiency and quieter, more refined operation for 5 to 8-metre length light passenger vehicles. While retaining all the high-strength credentials of the proven four-cylinder F base platform used worldwide, the Euro VI engines also feature premium technology including smart electronic management, telematics ready capability and an integral Stop/Start system to eliminate almost all engine idling. A cleaner, more efficient combustion formula combined with the Single ModuleTM exhaust aftertreatment enable the F Series engines to meet stringent Euro VI Phase-D regulations without the need for an exhaust gas recirculation (EGR) system on the engine. As a result, cooling demands are lower, architecture is simpler, and the engine is able to realize its full power potential with relaxed ease. “The F Series engines arrive at an opportune time for the Turkish market, as we see an increasing demand for higher performance, cleaner and quieter engines to align with premium mini-coach and shuttle vehicles for small group tourism and transport,” said Cenk Yavuz, Cummins Manager – On-highway Business, Turkey. “The F2.8 and F3.8 are a smaller, but stronger power solution as they come with the inherent robustness associated with the larger Cummins B Series engine. Commonality also extends to a state-of-the-art high-pressure common rail fuel system, providing smoother and more rapid engine response to increasing engine load demands. Smarter electronics also means that engine diagnostics and trip data can be quickly accessed with Cummins digital service tools,” added Yavuz. The two F Series engines offer an ideal step-up in displacement and performance options to cover a wider range of coach applications and duty cycles. The F2.8 extends from 129 to 174 hp (96-130 kW) with peak torque up to 450 Nm, while the F3.8 covers a 141 to 188 hp (105-140 kW) range with a peak torque of 700 Nm. The engine duo come with space efficient packaging and an engine management system that seamlessly integrates with the vehicle controls and powertrain. Constant Torque The F Series engines provide a rapid torque rise from low rpm engine speed up to peak torque and then maintain that right across the key operating range. For the vehicle driveline this access to constant peak torque results in far less gear change shifts and instant engine response to vehicle demands during acceleration, gradient climbing or with full passenger loading. On the road, the impressive torque profile enables the F engines to perform as if they were higher displacement engines. More Compact Aftertreatment The integration of Cummins Single ModuleTM aftertreatment system with the F Series addresses the need for a more compact, simplified solution for exhaust emissions control. The smaller packaging of the Single Module is achieved with a higher conversion efficiency for Nitrogen Oxide (NOx) emissions and ultra-clean filtration removing over 99 percent of Particulate Matter (PM) emissions. Sensors and precision controls ensure that optimal thermal and pressure conditions are maintained under all conditions. Higher Strength The high strength cast-iron block of the F Series is a sculpted design allowing unnecessary weight to be removed while retaining maximum rigidity. The use of composite material for the valve cover and oil pan brings a further weight reduction. The piston and cylinder assembly minimizes friction losses and provides more effective heat control, helping to improve fuel efficiency and durability. The engine is protected with oil and fuel filters featuring Cummins unique NanoNet® fully synthetic media to capture and retain particles much more effectively than standard filters. Crankcase oil drips and aerosol emissions are eliminated with EnviroguardTM crankcase ventilation filter system, designed to last the life of the engine and requires no maintenance. Efficient Air Handling The high-efficiency Cummins wastegate turbocharger utilized on the F2.8 and F3.8 work in conjunction with air throttle valves in a closed loop system to precisely manage the engine air flow. Additionally, the 174 hp (130 kW) rated F2.8 features a variable geometry turbocharger with throttle valve to deliver more horsepower faster, suited to the higher road speed of van-chassis based vehicles. The air-handling system also brings the benefit of more powerful exhaust braking, reducing service brake wear and improving vehicle safety. Additionally, the IntebrakeTM brake option for the F3.8 offers a compression braking capability of up to 113 hp (84 kW).

Volvo Trucks North America (VTNA) / March 4, 2020 Our toughest truck yet arrives March 10. Get ready to experience every innovative feature. More details: https://www.volvotrucks.us/trucks/heavy-duty/?utm_source=youtube&utm_medium=organic&utm_campaign=Heavy Duty&utm_content=teaser .

Heavy Duty Trucking (HDT) / March 4, 2020 Crane Carrier Company unveiled its newest Signature Chassis, the Low Narrow Tilt (LNT), March 4 during NTEA’s The Work Tuck Show in Indianapolis. “The LNT design is driven by customer and industry demand for a safer work truck chassis in multi-stop, last mile and metro area operations where the driver/operator climbs in and out of the cab hundreds of times per day," said Mark Hampshire, senior vice president, sales and marketing, during the press conference. With its 82-inch cab width, the LNT heavy‐duty work truck chassis is a full 12 inches narrower than the company’s longtime bestseller, the Low Entry Tilt 2 (LET2). Despite its slimmed-down footprint, the LNT supports a three‐man work crew and maintains Crane Carrier’s low 18-inch step-in height on both sides of the cab. “The LNT was specifically engineered for Class 7 and Class 8 vocational work trucks required to navigate narrow spaces, like tight alleyways, side streets and winding corridors, as part of their daily duties,” Hampshire added. “And it can maneuver these narrow routes carrying a three‐man crew – all comfortably facing forward with seatbelts.” Like the rest of CCC’s lineup, the LNT features an all-steel, American-produced, fabricated severe‐service cab shell for increased durability, as well as cast steel, tubular crossmembers to provide consistent strength fore and aft, and side‐to‐side. The LNT’s initial GVW ranges from 26,000 to 35,000 single axle, with tandem axle and single axle city tractor models to follow. Powered by the Cummins B6.7 engine in both diesel and CNG, the chassis features left hand, right hand or dual steering configurations, a flat floor, pass-through cab design, and EMP electric fans. “The LNT fills a long‐standing need for a narrow width low-entry truck that can safely and successfully traverse the tight streets of complex city environments,” Hampshire explained. “The LNT’s inherent maneuverability, coupled with CCC’s low entry cab design, positions the chassis as an ideal fit for a multitude of work truck applications, including refuse collection, beverage, multi‐stop and last mile distribution, street sweeping, utilities, and more,” he said. CCC is now taking pre‐orders for the LNT and expects full production of the chassis to begin this fall.

Heavy Duty Trucking (HDT) / March 4, 2020 Isuzu Commercial Truck of America revealed two new [General Motors] gasoline engines for its N-Series trucks at The Work Truck Show 2020. The engines include a 6.6L V-8 that will be available in the Class 3 NPR and Class 4 NPR-HD, and a 6.0L V-8 that will be offered in both the Class 5 17,950-pound GVWR NQR and the Class 5 19,500-pound GVWR NRR. The NRR will be the first 19,500-pound GVWR low cab forward truck on the market to offer a gasoline engine option, according to Isuzu. “Some of the major challenges our industry will face in the coming decade are the result of emissions regulations, some that have been defined and some that are still a work in progress,” said Shaun Skinner, president, Isuzu Commercial Truck of America and Isuzu Commercial Truck of Canada. “At the same time, we see an increasing demand for gasoline engines in Classes 3, 4 and 5. These engines will allow us to meet new and stringent emissions requirements and meet the needs of our dealers and customers as the market grows and evolves.” Production of NPR Gas (12,000-pound GVWR) and NPR-HD Gas (14,500-pound GVWR) models equipped with the new 6.6L V-8 gasoline engine will begin this July. "The past six years have been the highest volume years for Isuzu. The population of working-age adults is growing, and every indication shows they will be living in urban areas. And our trucks are uniquely suited for urban environments," Skinner said during Isuzu's press conference at The Work Truck Show. To develop the new powerplant, engineers began with a proven small-block design and incorporated advanced Gen V technology to meet heavy-duty powertrain requirements. This technology reduces emissions and provides improved output and efficiency without compromising capability and durability. Among the highlights: Direct injection provides precise fuel control and more complete combustion for greater efficiency Variable valve timing improves performance, economy and emissions Variable displacement oil pump varies the oil pressure based on engine demand Power output of 350 horsepower and 425 lbs.-ft. of torque at 3,800 rpm 200,000-mile design life The engine will be mated to a 6L90 6-speed automatic transmission with double overdrive and a lock-up torque converter. Both NPR and NPR-HD models will offer a 38.6-gallon stainless-steel fuel tank for extended driving ranges. Both Standard Cab and Crew Cab models will be available with wheelbases ranging from 109 to 176 inches. The trucks will be assembled by Spartan Motors in Charlotte, Michigan, starting in July 2020. The new 6.0L V-8 engine that will debut in the upcoming NQR and NRR Gas models represents the first time Isuzu has offered a gasoline engine in a Class 5 truck — and the NRR Gas will be the first gas-powered Class 5 low cab forward truck with a 19,500-pound GVWR in the industry, according to Isuzu. The engine will be certified and supplied by Power Solutions International and built from a Vortec V8 block that has been customized to Isuzu specifications. The powerplant will produce 311 horsepower and generate 353 lbs.-ft. of torque at 4,150 rpm. The engine will be mated to a 6-speed Allison 1000 RDS transmission with power takeoff. This will be the first time Isuzu has offered PTO in a gas-powered truck, which will be especially useful for vocations that require that kind of capability. Like Isuzu’s new Class 3 and 4 gas trucks, both the NQR and NRR will offer a 38.6-gallon stainless-steel fuel tank. Customers can choose between a Standard Cab with seating for three or the Crew Cab with seating for up to seven, and wheelbases ranging from 132.5 to 176 inches. Spartan Motors will be assembling these trucks starting later this year, and availability is anticipated in the fourth quarter of 2020 or early first quarter of 2021.

This is a set-up, an engineered excuse to sell out to the Germans.

Tomi Kilgore, MarketWatch / March 4, 2020 Shares of Navistar International Corp. (NAV) were indicated down a little over 1% in pre-market trading Wednesday, after the commercial truck maker reported a bigger-than-expected fiscal first-quarter loss, but said it had received an unsolicited buyout bid during the quarter. Navistar said the bid was from alliance partner TRATON, and the board of directors is "carefully reviewing and evaluating the proposal." For the quarter to January 31, Navistar swung to a net loss of $36 million, or 36 cents a share, from net income of $11 million, or 11 cents a share, in the year-ago period. The FactSet consensus for net loss per share was 31 cents. Revenue fell to $1.84 billion from $2.43 billion, citing declines in sales of Class 6-8 trucks and buses, but topped the FactSet consensus of $1.78 billion. Navistar reiterated its 2020 revenue outlook of $9.25 billion to $9.75 billion. Navistar stock has rallied 12.2% over the past three months through Tuesday, while the S&P 500 has lost 3.5%.