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Commercial Motor / August 22, 1996 As predicted in Commercial Motor, Renault will fit the 12-litre Mack E7 engine in its European product range (CM 6-12 July 1995). The four-valve-per-cylinder E7 will make its debut at the Hanover Show next month in a Magnum and will replace the 12-litre Renault engine offered in 385 and 420 ratings. This will mean the Magnum is powered exclusively by Mack engines— the 520 and 560 Magnums use the Mack E9 16-litre vee-eight. The electronically controlled E7 is available in the US with a range of power outputs between 250hp (187kW) and 454hp (339kW). The most likely ratings for the E7-powered Mili,.111.1111S would be 4 0 0 hp (298kW) and 427hp (319kW) or 454hp (339kW). Both the higher-rated variants produce identical torque, 1,5601bft (2,115Nm) at 1,250rpm, while the 400 variant produces 1,4601bft (1,980Nm) also at 1,250rpm. The E7 weighs in at 975kg. All variants use the Mack V-MAC electronic engine management system. In addition to the listed E7 variants, the V-MAC system enables Mack to offer a range of lower-powered E7 models with enhanced torque outputs tagged the Maxidyne and Maxicruise series. These engines in the 250-350hp range are unlikely to be used this side of the Atlantic. V-MAC (Vehicle management and control system) also offers a range of engine, vehicle and fleet management functions. These include speed limiter, cruise control, self diagnostics and fault logging plus engine protection shutdown. In addition, vehicles can be fitted with V-MAC Co. Pilot, a dash-mounted data display system similar to Cummins RoadRelay. CoPilot can display a range of information including fuel consumption data, trip information, data monitored by engine sensors and faults recorded. Vehicle data can be downloaded to a PC for further analysis. .

Transport Engineer / October 19, 2016 New Horizon Logistics says its new Fuso Canter Eco Hybrid diesel-electric 7.5-tonner is returning up to 24 mpg – double that of equivalent diesel vehicles. The Warwick-based same- and next-day parcel deliveries and palletised distribution operator says it has also achieved “significant” productivity gains, thanks to the Canter 7C15’s high payload capacity. And director Craig Hutchings says his company has also won praise from some of its most important customers for its emission-busting stance. The Canter Eco Hybrid is powered by a 150bhp diesel engine working in parallel with a 40 kW (54bhp) electric motor, and has Canter’s Duonic dual-clutch automated transmission. From stationary it uses electric power only, then switches to a combination of diesel and electric once reaching 6mph. Depending on the power demand, the electric motor also supports the diesel at higher speeds, while an idle start-stop system also reduces fuel consumption. Hutchings concedes that there is some payload penalty, but adds that, because of the low weight electric motor and lithium-ion batteries (covered by a 10-year, unlimited mileage warranty), it’s just 160kg more than the diesel-powered Canter. The result is a 5.0 tonne body and payload allowance – in this case optimised by a curtainside body from JC Payne, of Walsall, fitted with a roller shutter rear door and a 1,000 kg DEL column tail-lift. “The Canter can carry cargo up to 3.3 tonnes,” states Hutchings. “That’s a major improvement on our traditional 7.5-tonners, which offer a payload of around 2.5 tonnes.” And he adds: “If the driver stays in auto we can get anything up to 24 mpg, while in manual the returns drop to around 18 or 19 mpg. By contrast, our other vehicles of the same size are doing about 12 mpg.” New Horizon Logistics’ vehicle is the subject of a CharterWay contract hire agreement from Mercedes-Benz Financial Services, and is being maintained at Midlands Truck & Van’s Coventry workshop. .

SPEED LIMITERS: OOIDA Call-To-Action urges members to contact THUD committee Land Line Magazine (OOIDA) / October 19, 2016 The Owner-Operator Independent Drivers Association is sending out a Call To Action urging members who oppose a proposed speed limiter mandate to contact members of the Transportation, Housing, Urban Development subcommittee of the House Appropriations Committee. Committee members include Republicans: Mario Diaz-Balart, Florida, chairman David Joyce, Ohio John Culberson, Texas Kevin Yoder, Kansas, vice chair David Jolly, Florida David Young, Iowa Evan Jenkins, West Virginia And Democrats: David Price, North Carolina, ranking member Mike Quigley, Illinois Tim Ryan, Ohio Henry Cuellar, Texas The Call To Action was sent out to OOIDA members who live in the subcommittee members’ Congressional districts. “On Sept. 7, the Federal Motor Carrier Safety Administration and the National Highway Traffic Safety Administration released a Notice of Proposed Rulemaking that would mandate speed limiters on heavy-duty trucks. The proposed regulation seeks to require that truck manufacturers activate speed limiters at the time of manufacture and all trucks already on the road with engine control modules (ECUs) capable of restricting speed have the devices activated. “In the coming weeks, Congress will be deciding whether to include a Senate amendment passed earlier this year requiring the Secretary of Transportation to issue a final rule mandating speed limiting devices on trucks in a bill funding the Department of Transportation. At this time, OOIDA is urging our members to call their lawmakers and educate them about the real dangers of speed limiters.” OOIDA’s website, FightingForTruckers.com, has more information about the Association’s opposition to the proposal, as well as ways for truckers to contact their lawmakers via letter and oppose a mandate. The FightingForTruckers website also includes a link to a list of talking points members can reference when filing comments for NHTSA and FMCSA to consider during the rulemaking process. Drivers who currently drive or have driven speed-limited trucks are encouraged to share their personal experiences and real-world, on-the-road problems they’ve faced when using such devices. OOIDA encourages its members to submit comments via Regulations.gov at Docket FMCSA-2014-0083 or Docket NHTSA-2016-0087 (All comments received will be duly considered by the joint NHTSA and FMCSA team; comments only need to be posted to one docket). The public comment period will be open until Monday, Nov. 7. Before you start through the electronic process on the internet, be sure you have the correct Docket ID. This is how the docket management system knows what you are specifically addressing in your comments. The Docket ID identifies a regulatory action the agency is putting in the record for public view and possible comment. It contains a series of letters and numbers separated by dashes; for example, FMCSA-2014-0083 and NHTSA-2016-0087 are the dockets related to speed limiters. You can comment on one or the other. It is not necessary to submit comments to both. The dashes are critical when looking up a particular rulemaking. When you’re searching for a specific document to comment on, if you use the dashes incorrectly, or not at all, you won’t find the document you’re looking for. The following steps will walk you through finding the docket that is open for comments and into the comment process. Go to Regulations.gov: Fill in the “Search” field with the Docket ID and either hit enter or click on “Search.” On the search results page, you will see the title of the docket you want to comment on and there will be a comment icon below it. Click on the icon. The comment page will load, and all you need to do is scroll down until you see the form for you to fill in and submit your comments to the agency. You only have to fill out the field with the red asterisk beside it. All other fields are optional – so you can file comments anonymously if you want to. Once you have filled out all fields with the personal information, if you choose to provide it, and have typed your comments in the “General Comments” box, you simply scroll down and hit the “Next step” button. You will then be able to scroll down, preview your comments and either click on the “Cancel/Exit,” “Edit,” “Print” or “Submit” button. Of course, submitting comments electronically via the internet isn’t your only option. You can still: Fax comments with the Docket ID number, not the Document ID, to 202-493-2251; Mail comments with the Docket ID number, not the Document ID, to: Docket Management Facility U.S. Department of Transportation Room W12-140, 1200 New Jersey Ave. SE Washington, DC 20590-0001 Or hand deliver comments between 9 a.m. and 5 p.m. Monday through Friday except on federal holidays to the ground floor of the U.S. Department of Transportation building, Room W12-140, 1200 New Jersey Ave. SE, Washington, D.C. The Association opposes mandatory speed limiters because they are dangerous for all highway users. The federal proposal is based on unfounded data that will likely detract from highway safety. In actuality, highways are safest when all vehicles travel at the same relative speed. If you still have questions after you’ve reviewed the info at FightingForTruckers.com, feel free to call OOIDA at 800-444-5791 if you need additional assistance.

Editorial: The Speed Limiter Debate Transport Topics / October 17, 2016 It looks as if the comments on the speed-limiter proposal for heavy trucks will give the federal government plenty of reading material this winter. Nearly [a mere] 3,000 comments have already been sent in to the Federal Motor Carrier Safety Administration and National Highway Traffic Safety Administration. And that does not include comments from many larger groups, such as American Trucking Associations, which have said they will respond prior to next month’s deadline. The proposal, published Sept. 7, does not specify a speed that could be adopted in a final rule but suggests that setting limiters at 60 mph, 65 mph or 68 mph would save lives and reduce fuel use. It also comes about a decade after ATA and other groups initially called for a mandate. When factoring the combination of the delay in issuing a proposal — and the confusion of a proposal with three separate speeds mentioned — it should be no surprise that people have not shied from sharing their opinions. “I already drive a governed company truck. It is hard to try to stay out of the way of the flow of traffic,” Christopher Rickbrodt of Riverview, Florida, wrote. “In the Western states, where some speed limits are as high as 85 mph, running at 65 mph is really dangerous to other drivers who can’t judge the closing rate. I hate to say it, but either slow everyone down or leave it alone.” Said Robert Jewett, a retired truck driver and chairman of the New Hampshire Professional Drivers Association: “I have over 42 years of commercial driving, and from what I hear and have seen is trucks at a lower speeds will be in the way of motorists, therefore causing more accidents making motorists at times take more chances.” These are not people looking for ways to cut safety corners and make a few more bucks by putting the “pedal to the metal.” The majority are truly concerned with the unintended consequences of having trucks and cars traveling at different speeds, especially when the limit on a highway is above 70 mph. All of this comes a week after ATA President Chris Spear expressed similar concerns about what he called a “flawed” proposal. It unfortunately sounds like it still will be a while before there is a final mandate. We can only hope trucking’s voice will be heard and a final mandate will reflect their serious safety concerns.

Anger Over Speed Limiters Voiced in Comments to DOT Transport Topics / October 17, 2016 Some motorists said they favor the idea of slowing trucks down on the highway, but the overwhelming majority of the nearly 3,000 comments filed thus far on a federal heavy-truck speed limiter proposal came from truckers calling it a recipe for disaster. In written comments to federal regulators, truck drivers also said the proposed requirement would cut their productivity, cause “rolling road blocks,” increase instances of road rage, create an uneven economic playing field and keep them from their families longer. The proposal, published Sept. 7 jointly by the Federal Motor Carrier Safety Administration and National Highway Traffic Safety Administration, does not specify a speed that could be adopted in a final rule but suggests that setting limiters at 60 mph, 65 mph or 68 mph would save lives and reduce fuel use. The comment period closes Nov. 7, but the agencies are pondering extending the deadline, according to FMCSA Administrator Scott Darling. “I already drive a governed company truck. It is hard to try to stay out of the way of the flow of traffic,” wrote Christopher Rickbrodt of Riverview, Florida. “In the Western states, where some speed limits are as high as 85 mph, running at 65 mph is really dangerous to other drivers who can’t judge the closing rate. I hate to say it, but either slow everyone down or leave it alone.” The proposal requires the devices eventually would need to be capable of verification by regulators or law enforcement via onboard diagnostics. It does not require that the limiters be tamper­-proof. Earlier this month, American Trucking Associations President Chris Spear sharply criticized the proposal as “flawed,” largely because it would create differential speeds on the nation’s highways. ATA and other large associations are expected to file comments before the deadline. John Boyle of Marlton, New Jersey, said he owns and operates a fleet of about 40 Class 8 trucks and has been using speed limiters for more than 10 years. “I applaud your efforts to make the roadways safer,” Boyle wrote. “However, your selective approach to enforcement is curious. Why selectively legislate speed-reducing devices for trucks but not for cars? … Why are you only looking to limit speed on trucks when your own data clearly indicated that speeding in passenger vehicles is the more significant problem?” While there were many comments in favor of speed limiters, primarily from noncommercial motorists, most of the strong opposition came from independent operators and drivers for small companies. Robert Jewett, of Weare, New Hampshire, a retired truck driver and current chairman of the New Hampshire Professional Drivers Association, said, “I have over 42 years of commercial driving, and from what I hear and have seen is trucks at lower speeds will be in the way of motorists, therefore causing more accidents making motorists at times take more chances.” “If you’ve ever driven in Canada, where their trucks are limited to 65, you’ve seen how long it takes for one semi to pass another,” wrote Thomas Stoddard, who did not list his address. “You will have traffic backups for miles.” “I have been driving CMV’s for 44 years with 4.4 million safe miles behind me,” wrote Bob Ciaccia of Conshohocken, Pennsylvania. “When two or more speed-regulated trucks are trying to pass each other, you get a moving road block! This causes cars that are stuck in this road block to get impatient, and once the block is ended, the cars will speed up past the trucks sometimes cutting us off like they are upset.” Valerie Heinonen, of New York City, who supports the speed limiter rule, said that as a noncommercial driver she often observes speeding trucks when she travels the New England Thruway and Long Island Expressway. “Truckers, forced to speed by their customers looking for profit and cost-cutting, are at more risk when the speed limit is over 65,” Heinonen wrote. “Everyone suffers. There is no need for such high speed on public roads — people can speed at raceways!” Marc McComb, address not listed, said truck crashes cause more damage than most car crashes simply due to the mass of trucks, and that adding speed only makes things worse. “While the technology is available to prevent trucks from excess speed, it should be required on all trucks,” McComb wrote. “Truckers are trying to make a living by getting their loads to their destinations as quick as possible, making speeding abuse more likely. The chance of speeding should be taken out of the equation for the good and safety of everyone.” Eric Robertson of Olympia, Kentucky, asked why aren’t cars’ speed restricted? “A significant percentage of accidents involving commercial motor vehicles are caused by the illegal and dangerous driving of people in private, noncommercial vehicles,” Robertson wrote. “Speeding needs to be addressed in the industry, but not by governing vehicles. This will be a business killer for smaller companies and independent drivers.” An array of safety groups including Road Safe America, the Advocates for Highway and Auto Safety, and the Truck Safety Coalition, said they opposed the proposed rule. “It is critical that this rule apply to all trucks on the roads, not just new trucks. Implementing a heavy-vehicle speed limiter rule that applies to all trucks equipped with the technology, including those that have it now, will enhance public safety now,” the groups wrote.

From the white star on the front and what looks to be registration numbers on the side of the hood, it appears to be Army surplus.

Cummins is warming up to reducing the depth of Cummins' U.S. engine production and bringing in product from China (TPP) and other overseas locations. NAFTA (the North American Free Trade Agreement) was signed in 1994 between the US, Canada and Mexico. Post-Nafta, the US lost nearly 700,000 jobs, and over 60% of the lost jobs were in manufacturing. The sales pitch for NAFTA to the gullible masses was a complete fabrication, a brilliantly played out distraction from the truth. NAFTA was the idea of big business (the Bilderberg Group), a way for them to produce in low-labor-cost Mexico, and then import to the US without tariffs (which would otherwise evaporate the labor savings). I can appreciate US companies searching for a solution to rising US labor costs. But the government should craft a solution that keeps production in America. Obama feels we need an agreement like TPP, before China creates a similar agreement (first man there wins). What's the point of the WTO (World Trade Organization) membership if countries are allowed to, at the same time, bypass it and create FTAs (free trade agreements). We can only do one OR the other.......we can't have both because one short-circuits the other. If America once more has broad-based industry, again becoming the global industrial leader, the benchmark for innovation and technology, the world will once more come to purchase our goods (not just iphones).

Cummins Chairman & CEO Tom Linebarger on the benefits of the Trans-Pacific Partnership to the U.S. economy and American businesses of all sizes. .

Trade Agreements Offer Benefits for U.S. Employers and Employees The following op-ed was authored by Tom Linebarger, Chairman and CEO of Cummins Inc. and Chair of the Business Roundtable International Engagement Committee; and Mike Bertsche, the President & CEO of Camcraft. After years of negotiations, the 12-nation trade deal known as the Trans-Pacific Partnership is facing its toughest challenge yet: election-year politics. The fact is, TPP and U.S. trade agreements overall, offer tremendous benefits for U.S. employers and employees alike. Consider a few numbers: trade-related jobs grew 3.1 times faster than overall employment between 2004 and 2014, and nearly half of all U.S. goods exports to the world in 2014 went to just the 20 countries that the United States has free trade agreements with. Unfortunately, the facts are being distorted by rhetoric on the presidential campaign trail, with candidates alleging that U.S. trade agreements like NAFTA have suppressed wages and cost American jobs. In fact, U.S. trade with NAFTA partners Canada and Mexico supports nearly 14 million U.S. jobs, according to a U.S. Chamber of Commerce study. Moreover, contrary to the campaign rhetoric, U.S. jobs tied to trade also pay more than other jobs. According to a report by the Commerce Department, manufacturing jobs pay 18% more on average when tied to exports. The report also notes that foreign tariffs — like those TPP will eliminate — reduce the earnings of U.S. workers by as much as 12%. We have to put politics aside and recognize TPP as an opportunity to support U.S. economic growth and high-quality American jobs. The agreement will create opportunities to sell more U.S. goods and services to 11 Asia-Pacific countries. This region is already critical to America’s exports: TPP nations accounted for some 45% of all U.S. exported goods in 2014. All told, TPP will eliminate more than 18,000 foreign tariffs on U.S. goods, opening markets to U.S. export growth. And because five TPP countries currently lack trade agreements with the United States, the deal will also open entirely new markets for American firms. Just as important, the trade pact will put in place strong, enforceable rules for fair trade that actually improve on NAFTA and other past U.S. trade agreements. TPP is the first modern trade agreement that addresses the realities of our interconnected global marketplace. For example, it will establish intellectual property protections for American companies and inventors and raise foreign labor and environmental standards. It also will discourage other countries from using government procurement and state-owned companies to put American firms and workers at a disadvantage. In short, TPP will open access to millions of customers for U.S. goods and services while boosting foreign investment throughout the United States. The resulting U.S. exports and international investment here will expand U.S. economic growth and jobs. To understand how trade supports companies of all sizes, consider the relationship between our two companies. Headquartered in Columbus, Indiana, Cummins’ 25,000 U.S. employees design, manufacture and distribute engines and related products that are powered by diesel and natural gas. In 2014, we exported approximately $3 billion in U.S.-made products. These foreign sales don’t just benefit Cummins and its U.S. employees; they also help our 2,500 domestic suppliers, such as Camcraft. Camcraft is a small company based in Illinois. Its 330 employees manufacture high-precision components used in Cummins engines. As leaders of manufacturing companies large and small, we know how important trade and U.S. trade agreements like TPP are to the success of our companies and to businesses and farms across the United States. The relationship between our two companies shows how exports ripple through the U.S. economy in a supply chain generating billions of dollars in revenue and thousands of jobs. Previous U.S. trade pacts offer evidence: America’s current trade partners purchase 13 times as many U.S. goods per capita than countries with which we don’t have trade agreements. Those purchases support U.S. jobs. When Congress takes up TPP, members should look beyond the divisive campaign rhetoric and seize the opportunity to support growth and jobs in their home states. By approving TPP this year, Congress will enable American workers, businesses and farmers to sell more in international markets — reaping the benefits before our foreign competitors do. Editor’s Note: The op-ed above also appeared in the following publications The Indianapolis Star – Trans-Pacific Partnership is good for U.S. workers The New York Daily News – TPP is good for American manufacturers and the people they employ The Post and Courier – Election Rehtoric Sells Trade Agreements Short

Navistar Extends Engine Supply Agreement with Power Solutions International School Bus Fleet / October 19, 2016 Navistar has extended its engine supply agreement with alternative-fuel power systems supplier Power Solutions International Inc. (PSI) to run through 2021. The agreement, originally set to run through 2018, covers PSI's supply of 8.8-liter propane and gasoline engines for Navistar's subsidiary, IC Bus. "We're very excited that Navistar has chosen to extend our supply agreement well into the future," said Gary Winemaster, PSI's chairman and CEO. "We look forward to a long and successful partnership as bus fleets and local school districts continue to embrace the growing market trend towards alternatives to diesel engines." Navistar began partnering with PSI in 2014 in an effort to expand its IC Bus product line with alternative-fuel offerings to meet growing market demand. In November 2014, IC Bus launched its PSI-powered, CE Series Type C propane school bus at the National Association for Pupil Transportation (NAPT) Summit in Kansas City, Missouri. Since production started, IC Bus has over 450 in-service units powered by PSI's propane engine, according to PSI. Deliveries of note include 149 buses to Waterbury (Conn.) Public Schools and 100 buses to Indianapolis Public Schools. Additionally, 63 buses have been operating in Tuscaloosa (Ala.) City Schools since early 2016. "We are mindful of the many operational needs of our school bus customers and we take pride in offering them powertrain options that meet those needs while delivering on our promise to build reliable, safe, and efficient buses," said Persio Lisboa, president of operations at Navistar. "We are excited to continue our partnership with PSI in providing high-performance, alternative-fuel engines in our buses." In July, IC Bus showcased a PSI-powered, CE Series Type C gasoline school bus at the School Transportation News (STN) Expo in Reno, Nevada. The gasoline-powered CE will also be on display at the upcoming NAPT trade show in Kansas City, Missouri, on Nov. 8. Full-scale production of the CE gasoline school bus will be announced at a later date. Both school bus models are powered by customized PSI 8.8-liter engines, designed to deliver diesel-like performance and drivability with savings on fuel and maintenance, according to PSI.

Chicago Daily Herald / October 19, 2016 Navistar has extended its engine supply agreement with Power Solutions International to run through 2021. The agreement, originally set to run through 2018, covers PSI's supply of 8.8-liter propane and gasoline engines for Navistar's subsidiary, IC Bus. "We're very excited that Navistar has chosen to extend our supply agreement well into the future," said Gary Winemaster, PSI's Chairman and Chief Executive Officer. "The decision not only demonstrates the strength of our relationship, but also the satisfaction and confidence Navistar has in our ability to deliver high-performance products that help them achieve their strategic goals. "We look forward to a long and successful partnership as bus fleets and local school districts continue to embrace the growing market trend towards alternatives to diesel engines," he added. Lisle-based Navistar began partnering with PSI in 2014 in order to expand its IC Bus product line with alternative-fuel offerings to meet growing market demand. In November of that year, IC Bus launched its PSI-powered, CE Series Type C propane school bus at the National Association for Pupil Transportation Summit in Kansas City, MO. Since production started, IC Bus has over 450 in service units powered by PSI's propane engine. Significant deliveries include 149 buses to Waterbury Public Schools in Waterbury, CT, 100 buses to Indianapolis Public Schools in Indianapolis and 63 have been operating in Tuscaloosa City Schools since early 2016. "We are mindful of the many operational needs of our school bus customers and we take pride in offering them powertrain options that meet those needs while delivering on our promise to build reliable, safe and efficient buses," said Persio Lisboa, Navistar president of operations. "We are excited to continue our partnership with PSI in providing high-performance, alternative fuel engines in our buses."

Medium-Duty Orders Rise 19% in September Heavy Duty Trucking / October 18, 2016 Customers ordered 20,400 medium-duty vehicles in Classes 5 to 7 in September, which represents a 19% increase from August. Medium-duty ordering strength continues in contrast with a softening Class 8 market, which booked 13,900 units during the same period. Analyst say that because of its limited exposure to the freight economy, the Classes 5-7 market continues to distinguish itself from the Class 8 market. Rising 2% year-to-date, medium duty net orders are exemplifying the solid, sustainable growth that has been typical of the consumer during this economic cycle. .

Fleet Owner / October 19, 2016 Meritor announced an expansion of its wheel-end portfolio to include Opti-Lite brake drums. The Opti-Lite drum is designed for linehaul and weight-sensitive applications such as tanker/trailer and freight. “Developed on the same platform as our established STEELite X30 brake drums, the Opti-Lite drum maintains the high quality associated with its genuine product heritage and offers similar weight and fuel savings,” said David Reid, senior product manager, aftermarket for Meritor. “The lower price of the Opti-Lite will appeal to customers in search of an economical drum option produced in the United States.” “Opti-Lite drums do not require welded-on weights and offer an optimized balance spec for smoother performance on the road,” Reid added. For ease of identification and ordering, the Opti-Lite brake drums will carry the same base nomenclature as the genuine STEELite X30 offering with the number 50 included as a prefix for product clarification. The prefix 50 is associated with all Opti-Lite series part numbers. Opti-Lite brake drums are covered by Meritor’s standard aftermarket warranty. For more information about the drums and specification details, visit Literature on Demand on meritor.com and search for publication number SP-16169. .

Transport Topics / October 19, 2016 Josh Switkes, President and CEO of Mountain View, California-based truck platooning system designer Peleton Technology, talks about the concept. . .

Navistar Simplifies Core Exchange Process Management Heavy Duty Trucking / October 19, 2016 Navistar has launched the Core Advantage Program, which is designed to help fleet owners reduce costs by helping them manage their core and remanufacturing activity. Through new tools like the Navistar Core Management System software, fleets can streamline the process of tracking the turning in of used cores, such as engine blocks. “Core [return] is a key part of the business and the Core Advantage Program demonstrates our commitment to provide the best tools in the industry for our fleet customers and help them reduce their operating costs,” said Joel Larsen, vice president, parts product management, Navistar. “The program will increase our product and service offerings, including Navistar’s private label brand Fleetrite parts and our OnCommand suite of value-added services. A good ‘core return’ program is key to a successful ‘reman’ program.” Cores are employed to remanufacture a returned part and restore it to a “like new” condition. Remanufactured parts have the features and functionality of a new part and come with a warranty. Navistar said that with its Core Advantage Program, fleets can have an account number and location codes within CMS, allowing it to see and run reports on purchases, return history, core eligibility, and core fallout rates across multiple locations. Fleet owners can use the system to answer questions that include: Which locations have the most fallout? Are we buying the correct part? Which core eligibility will expire soon? “The Core Advantage Program was built and designed by Eddie Wessler and his team, who run Navistar’s core operations and have over 100 years of combined experience in remanufacturing and core,” said Chintan Sopariwala, general manager of core and remanufacturing operations, Navistar. “The whole idea is to reduce the burden of managing cores for our customers." To learn more about this program, fleets can contact Navistar Core Operations at 1-800-758-3771 or email corecustomerservice@navistar.com.

Fleet Owner / October 19, 2016 Navistar announced the launch of the Core Advantage Program, a new approach for core life cycle management. The Core Advantage Program helps fleet owners reduce their overall costs by helping them to manage their core and remanufacturing activity through new tools like the Navistar proprietary software Core Management System (CMS), Navistar said. Cores are used or failed parts that have been returned by the customer at the end of its product life. “Core is a key part of the business and the Core Advantage Program demonstrates our commitment to provide the best tools in the industry for our fleet customers and help them reduce their operating costs,” said Joel Larsen, vice president, Parts Product Management, Navistar. “The program will increase our product and service offerings, including Navistar’s private label brand Fleetrite parts and our OnCommand suite of value-added services. A good ‘core return’ program is key to a successful ‘reman’ program.” Cores are employed to remanufacture a returned part and restore it to “like new” condition. Remanufactured parts carry the same features and functionality as new parts and come with the same warranty. “Remanufacturing is great for the environment and great for business,” said Chintan Sopariwala, general manager of Core and Remanufacturing Operations, Navistar. “Remanufactured parts offer a low cost alternative to new parts without sacrificing on product quality or warranty. Last year alone, Navistar recycled over 70 million pounds of used truck components and we have even more aggressive plans to increase this number.” With the new Core Advantage Program, fleets can now have their own account number and location codes within CMS, which streamlines their ability to see and run reports on purchases, return history, core eligibility and core fallout rates across multiple locations, according to Navistar. Estes Express Lines Parts Manager Jim Cliborne, who was part of the pilot program, added, “The new program from Navistar has worked well for us. It’s been instrumental in increasing recovery on end-of-life trucks and reducing our maintenance costs.” Sopariwala added, “The Core Advantage Program was built and designed by Eddie Wessler and his team, who run Navistar’s core operations and have over 100 years of combined experience in remanufacturing and core. The whole idea is to reduce the burden of managing cores for our customers and the Core Advantage Program does just that.” Under this new program, Navistar will also work with fleets and end customers to help manage end of life, wrecked trucks, buses and surplus components. To learn more about this program, fleets can contact Navistar Core Operations at 1-800-758-3771 or email corecustomerservice@navistar.com. .

I agree, if it's a glider kit. Do you have the MH's model and serial number?

Merriam-Webster defines the word arrogance as the "the demeanor of people at Caterpillar, Allison and Paccar".

When you called Watt's Mack (provider of the BMT website) at 1-888-304-6225 with your truck's model and serial number located on the vehicle identification plate attached to the driver's door, what did they say ?

Understood. I'm sorry that my information ended up not being of any help.

New Caterpillar CEO Faces Tough Decisions as Company Digs Out The Wall Street Journal / October 19, 2016 Jim Umpleby’s first months at the helm could require difficult calls as he cleans up after a bad bet on mining Among Jim Umpleby’s first tasks as Caterpillar Inc. ’s chief executive will be cleaning up the fallout from his predecessor’s expansion plans. Doug Oberhelman, who is leaving the top job at the end of this year after big money investments ran afoul of the global commodities bust, has embarked on a cost cuts aiming to pare 10,000 jobs, $1.5 billion in annual expenses, and up to 20 plants through 2018. Mr. Umpleby will preside in his first months as CEO over a downsizing expected to last through next year. The 58-year-old Caterpillar veteran also faces contract negotiations ahead of a March 1 deadline with the equipment maker’s United Auto Workers union. Those cutbacks and negotiations will set the stage for decisions on how aggressively Caterpillar will chase the next boom in construction and mining, or whether it will narrow the equipment giant’s focus to less-risky projects and higher-profit business lines. Caterpillar’s sales of bulldozers, excavators, mining shovels and huge dump trucks have declined for four consecutive years. Many analysts expect them to fall again in 2017. Caterpillar faces a tougher set of competitors in China and Japan that are ratcheting up product lines and quality in expectation of a market rebound. Since 2013, Mr. Umpleby presided over Caterpillar’s engines business: a low-profile division that recently has been Caterpillar’s most profitable. Engines have accounted for up to two-thirds of the company’s annual operating profit in recent years and 40% of its equipment sales. Identifying pockets of strength in Caterpillar’s cyclical markets likely will define Mr. Umpleby’s tenure, particularly if demand for Caterpillar’s earth-moving and mining equipment remains soft. In its engine business, “they could identify opportunities that are not immediately obvious now,” said Joe O’Dea, an analyst for Vertical Research Partners LLC. Despite 35 years at Caterpillar, Mr. Umpleby isn’t well known at the company’s Peoria, Ill., headquarters because he spent most of his time in San Diego and overseas. His ascent was a surprise to some. Mr. Umpleby wasn’t available for comment. A Caterpillar spokeswoman declined to say whether he would speak with analysts next week after the company releases its third-quarter results. The spokeswoman said Mr. Umpleby will be reviewing the company’s strategy with Caterpillar’s leadership team in coming weeks. “You should expect to hear more about the strategy in early 2017,” she said in an email, noting Messrs. Oberhelman and Umpleby will remain in their current positions through the end of the year. “We’re all focused on finishing the year strong.” Colleagues described Mr. Umpleby, son of a steel mill foreman in Highland, Ind., as a methodical manager and careful listener. Don Ings, a former Caterpillar executive who has known Mr. Umpleby for more than 30 years, said the company’s fortunes may turn up during his tenure. “Doug was dealt a deck of cards,” Mr. Ings said of Mr. Oberhelman. “Jim’s going to be lucky enough that his deck of cards is going to include the upcycle [for machinery] and Caterpillar is very, very-well positioned to achieve greatness during that cycle.” Mr. Umpleby joined Caterpillar in 1981 through its acquisition of Solar Turbines, a subsidiary prized for its high margins. He later served as the San Diego-based business unit’s president. The oil-price decline has damped Solar’s sales recently, but the division hasn’t slipped as much as other units. “Those gas turbines continue to operate on offshore facilities, oil and gas pipelines,” Mr. Umpleby told investors at a conference in August. “We’re pleased with where we are at this point in the year.” Mr. Umpleby will report to Dave Calhoun, an executive at private-equity firm Blackstone Group LP who will replace Mr. Oberhelman as board chairman at the end of March. It is the first time Caterpillar will have a separate chairman and CEO in 26 years. “If I had to pick a chairman of any company that needed turning around, I’d pick Dave,” said Jim Kilts, former Nielsen Holdings chairman when Mr. Calhoun was its CEO.

Timmy, did you look for the Mack 4QK part number stamped on the top of the "T" on the main leaf?

Cat Trucks spearhead grain operation CAT Trucks Australia / Navistar Auspac Press Release / October 21, 2016 CAT Trucks' biggest prime mover, the heavy duty CT630HD, has been chosen to spearhead a large grain operation in Western Australia. As the western harvesting season begins, the 130 tonne road train spec Cat Truck is hauling large payloads of bulk grain in the Nicoletti Group of Company's operations, mostly centred in the heart of the WA wheat belt. Eight Cat Trucks in the combined fleets are meeting the demands of the Nicoletti operation. Principal John Nicoletti says today his family-owned operation is farming around 300,000 acres in the central wheat belt. "We have 40,000 hectares of crop and run 12 harvesters. We have to shift the grain in a hurry because if it gets down-graded it costs us money. You can't get contract trucks at harvest time so we run our own fleet,” Mr Nicoletti says. The Nicoletti business model is vertically integrated, giving full control of the production and marketing process to the Nicolettis, from planting seed stock to marketing on a global scale. Transport is an important link in that complete integration. However Julie Nicoletti says successful vertical integration is not for everybody. "You've got to be big to make it work. To own big trucks you have to have the capability of having (grain) storage so that trucks can work all year round,” Mrs Nicoletti says. The Nicolettis also own and run a chain of agricultural implement dealerships selling and supporting tractor, harvester and the farming machinery required in the wheat belt. Two Cat Trucks run in the dealership operation, including a brand new, second CT630HD that is used on heavy lifts of machinery the length and breadth of Australia. John Nicoletti has been running Cat Trucks for six years. "We bought a couple of the first ones and they have been performing really well. All I can say to you is that if you are happy with something you stick with it. And we are happy with them and they are reasonably priced. They are reliable,” Mr Nicoletti says. Part of the reason for investing in Cat Trucks, John Nicolettis says, is the support fromWestern Australian distributors, WesTrac, and in particular truck salesman Peter Calligaro. "We've been dealing with Peter for a long time, WesTrac does a great job, the trucks are reliable and for what we do, they work well,” he says. The Nicolettis were among the first to embrace the payload advantage of the heavy duty Cat Truck, the CT630HD. "Ninety tonne just doesn't do it any more,” says Mr Nicoletti, "our furthest haul is 150 kilometres. If you're going to haul grain that far, it pays to have three trailers rather than two. So we need a 130 tonne rated truck. It's going really well, we've got no complaints.” WesTrak's Peter Calligaro is excited about the advantages that the heavy duty truck offers operators. "The CT630HD gives us the tonnage we've never been able to claim before with its 131 tonne rating. This truck gives the grain guys the opportunity to be able to utilise the C Train. With the previous 90 tonne ratings, we couldn't get into that field. This truck has been a big asset to us in the West,” says Peter Calligaro. John and Julie Nicoletti started married life in Merredin a generation ago with, as Julie puts it, "Two hundred dollars in our pockets and a dream. John had a dream to have 100 thousand acres and 20 thousand sheep.” The Nicolettis were to go on and quadruple that seemingly unattainable dream to become the biggest grain growers in Australia. In spite of recent 'down sizing' of their property interests, the Nicolettis are still major players in grain growing. As part of the complete integration of the operation, the Nicolettis have invested heavily in grain storage allowing flexibility in working the market and keeping trucks busy throughout most of the year rather than just at harvest time, a period measured in weeks. "We've had good truck drivers over the years and to keep them we need to keep them busy all year round. Grain storage and our trucks work vertically together and we have been delivering grain down to various flour mills around Perth, keeping the whole operation ticketty boo!” .

Power Torque Magazine / October 2016 Heavy Vehicle Industry Australia (HVIA) has today launched the 50 year anniversary Brisbane Truck Show, to be held at the Brisbane Convention and Exhibition Centre (BCEC) from Thursday 25 to Sunday 28 May 2017. HVIA Chief Executive Brett Wright said the major milestone is a great reflection on the innovation and resilience of the Australian heavy vehicle industry. “The show has come a long way from its humble beginnings when twenty-one truck, trailer and component manufacturers and suppliers came together at Haulmark Trailers’ premises in Rocklea in 1968.” Brett said. “The 2017 Brisbane Truck Show is the fourth that will be held at BCEC, and will feature up to 300 exhibitors displaying the latest trucks, trailers, components, equipment, accessories and technology.” Mr Wright announced a series of new features and improvements for the 50 year anniversary show. “As part of the celebration HVIA will be featuring an innovation, manufacturing and workforce development display on the Plaza level,” Brett said. “Our focus is always on making the event a great experience for visitors and exhibitors. The improvements we’ve made for the 2017 Brisbane Truck Show range from online ticketing to the exhibition layout.” “As previously, visitors can enter BCEC from any of three points however the main foyer entry will no longer interfere with visitors moving between the main halls and the upper floors.” Other innovations and reforms include: VIP ticket holders will gain exclusive show access from 10:00am on Thursday 25th May 2017 with the show opening to the general public from midday. Exhibitors and HVIA members will be able to purchase VIP tickets through the Brisbane Truck Show Exhibitor Portal. The Brisbane Truck Show opening breakfast will commence at 7:30am and run to 9:00am. The breakfast now precedes the official truck manufacturers’ media tour which will run from 9:30am until midday. This will streamline both events and ensure their timing does not conflict. The show awards have been reformed to recognise and reward excellence in innovation, safety and productivity. Attendee registration will be introduced creating opportunities for exhibitors and attendees to more effectively interact during and after the show. Introducing online ticketing for purchase directly from the Brisbane Truck Show website. The popular Apprentice Challenge will now be a truly national event with competitors being represented from each of the HVIA regions including the Eastern Region of Queensland, NSW and ACT; the Southern Region of Victoria, South Australia and Tasmania; and North-western Region of Western Australia and NT. HVIA looks forward to welcoming you to celebrate our 50 year anniversary Brisbane Truck Show, Australia’s premier event, run by industry for industry” Mr Wright said. Exhibitors should contact National Events Manager Noelene Bradley (07) 3376 6266 or visit the show website for further show information. www.brisbanetruckshow.com.au About the Brisbane Truck Show Organised by HVIA, formerly the Commercial Vehicle Industry Association of Queensland, since its inception in 1968, the Brisbane Truck Show is recognised as the premier event for the Australasian transport industry. Originally known as the Queensland Truck Show, the 1968 and 1969 shows were held at Haulmark Trailer’s premises, Ipswich Road, Rocklea and featured twenty-one industry exhibitors. The Show moved to the Rocklea Wool Stores in 1970 and was an annual event until 1979 when the industry decided that the show should run every two years. In 1983 the show relocated to the Royal National Association Showgrounds (RNA) where it remained for almost thirty years before its move to our current home at the world class Brisbane Convention and Exhibition Centre (BCEC). The BCEC was voted 2016 World’s Best Convention Centre by the International Association of Congress Centres (AIPC). The Brisbane Truck Show also plays an important role supporting the Queensland economy. Over its duration, the 2015 Brisbane Truck Show attracted 56.5% of its visitors from outside of Brisbane, whilst 28% of those transited from interstate and 14.5% internationally. Even more impressive is the huge impact the show contributed to the local and State economy, generating: The equivalent of 269 full time employment positions or 18.7 million in paid wages and salaries. Adding an additional expenditure of over 70.1 million dollars in output into the Queensland economy Contributed a boost in the Gross State Product (GSP) of 34.5 million dollars The 2017 show will host up to 300 exhibitors and attracts upwards of 35,000 visitors over the four show days. *About HVIA: Heavy Vehicle Industry Australia (HVIA) represents and advances the interests of the entire industry involved in the design, manufacture, importation, distribution, modification, sale service and repair of on-road vehicles with a gross vehicle mass or aggregate trailer mass over 3.5 tonnes as well as their components equipment and technology. HVIA seeks to work with government and industry stakeholders to promote an innovative and prosperous industry that supports a safe and productive heavy vehicle fleet operating for the benefit of all Australians. .