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http://media.navistar.com/index.php?s=43&item=813 https://www.internationaltrucks.com/lt-series

Navistar names SAF-Holland fifth wheel partner for International LT truck Fleet Owner / October 3, 2016 SAF-Holland, a global manufacturer of fifth wheels, trailer suspension and axle systems, truck suspensions, landing gear, and coupling products, announced that Navistar has named it as its standard position fifth wheel partner. And the FW17 has been awarded the position as the standard fifth wheel on Navistar’s International LT Series truck. The Holland FW17, manufactured from cast-steel, is the lowest weight steel fifth wheel available; designed as a durable, yet weight reduced choice for on-highway fleets, according to the company. “SAF-Holland is honored that Navistar chose Holland as its standard fifth wheel on International trucks,’” said Jeff Talaga, vice president of sales & strategic development, Americas. “This is another milestone that strengthens our relationship with Navistar and allows us to expand our fifth wheel product offering to International dealers and their customers.” An optional air release feature allows in-cab air release of the fifth wheel locking mechanism. The FW17 is backed by the company’s 5-year/500,000 Mile Performance Guarantee. “The FW35, with a NoLube option, is the most versatile and proven fifth wheel. Its strong and durable Twin-Lock mechanism design immediately captures the kingpin for a quick, reliable couple. Saving up to 100 pounds over competitive fifth wheels, the FWAL is made with ALCOA forged aluminum, making it the world’s lightest weight and only aluminum standard-duty fifth wheel,” the company said. .

DTNA chief sees slow U.S. truck sales through mid 2017 Fleet Owner / October 3, 2016 Overall U.S. retail Class 8 sales will end the year 26% below 2015. Calling the current downturn in U.S. Class 8 truck sales “a bit unexpected,” Martin Daum, president and CEO of Daimler Trucks North America, now expects those slow sales to continue through the first half of 2017. And while he believes sales will pick up in the second half, “they won’t be enough to offset the first half, so we’re seeing 2017 as off slightly from this year,” he said at a press conference during the American Trucking Assns.’ annual management conference. Overall Class 6 to 8 retail sales in the U.S. will end the year down 16% from 2015, with almost all of the loss coming in Class 8, according to Daum. Heavy truck sales will be off 26% from 2015 levels, he said. With expectations that interest rates will remain relatively low and the economy will continue to register growth, Daum now sees a return to stronger Class 8 sales finally coming in 2018. Those sales will be driven by fleets beginning to refresh aging equipment, he said. Analysts forecasts U.S. retail Class 8 sales ending the year at 210,000 trucks, down from 253,000 in 2015. Recent calculations put 2017 sales in the range of 150,000 to 154,000 units, with a fairly strong resurgence following in 2018. “We might have forgotten a bit about [cyclical truck-sales downturns] during the strong markets the last two years,” Daum said. One of his goals for DTNA in the coming year is to successfully manage the market cycles no matter where the final numbers end up. Turning to other topics, Daum called the recently release Greenhouse Gas (GHG) Phase 2 reduction proposal “challenging but achievable” by fine-tuning existing technology. He praised federal regulators for working with industry to develop a plan that gives truck manufacturers “flexibility, lead time and certainty… without surprises or disruptions.” While Daum doesn’t rule out any new technologies, “we definitely won’t need waste heat recovery, battery power or natural gas” to reach the 2020 to 2027 Phase 2 requirements. The required reductions in GHG emissions “are huge steps, but I’m confident we can reach them,” he said. By comparison, the future of autonomous driving technologies is “still too blurry” for any type of definitive government regulation. “We don’t even know yet what is possible, and we have to work our way though exploring those possibilities,” Daum said.

Heavy Duty Trucking / October 2, 2016 Despite a challenging truck sales environment and not hitting a few goals laid out last year, Daimler Trucks North America is still confident it can remain the industry leader in this “new normal” environment, president and CEO Martin Daum told reporters at the American Trucking Associations Management Conference & Exhibition Monday. In DTNA’s annual roundtable, Daum said the company’s projections a year ago for growth in 2016 “were much more optimistic” than reality, but the company, which sells Freightliner and Western Star trucks, is looking for a turnaround in truck sales in mid-2017. “We are facing some headwind,” Daum said in a bit of understatement, noting that the company is now projecting that 2016 Class 8 sales in the U.S. will be around 184,000, down 26% from 2015’s 249,000. Looking at Class 6-8, that number is projected to be down 16% to 304,000, reflecting a stronger Class 6 and 7 market. “The big question is, how will it go into next year,” Daum noted. “We think by mid year (next year) the speed will pick up again but not enough to compensate what we lose in the first half. We see next year at the same level or a little lower but with a positive outlook into 2018.” Nevertheless, Daum said, DTNA continues to hold the lion’s share of the market, with 42% of the U.S. Class 8 sales as of August, up 1.7% from last year. One of the reasons for Daum’s optimism is the next-generation Freightliner Cascadia unveiled last month. “A lot of times you announce something as a new truck and it’s just a facelift. But here we really, from the ride to the electronics to the cab, we really really changed a lot. The truck really is awesome, it’s better than we expected.” The roundtable covered a wide range of topics: GHG Phase 2 regulations Daum called the new Phase 2 greenhouse gas/fuel economy regulations unveiled by the EPA and NHTSA this summer “challenging but achievable” and “a tough but management compromise.” “When I summarize why we are so positive about the rule, it gives us the flexibility how to achieve the targets — we didn’t want mandated technology. And we have the lead time. It’s not that you have to do something tomorrow. so you have time to really study, plan, test, push. Long term planning gets rewarded. And it gives us certainty, with clear targets between now and 2030 for each vehicle and engine category.” This should help avoid the disruptive pre-buy cycles that plagued the emissions regulations of the 2000s, he said, noting that we are still seeing the “aftershocks” fro the huge oscillation after the 2006 prebuy. Connectivity game-changer While a lot of the buzz in the industry and outside of it is focusing on autonomous vehicles, Daum said connectivity and analytics are what are truly the game-changer for fleets. He pointed to Detroit Virtual Technician, noting that customers now say they can’t live without it. “Welcome to real connectivity,” he said, pointing to enhancements to Detroit Connect suite of connected vehicle services. DTNA announced that AT&T will provide Internet of Things connectivity for the new Detroit Connect Truck Data Center platform. Exclusive to the new Freightliner Cascadia, the platform features communications hardware that will deliver new capabilities for Detroit Connect, including Detroit Connect Remote Updates, which enables over-the-air engine programming and powertrain electronic firmware update capabilities for customers, as well as the ability to integrate third-party telematics applications. Daum noted that Detroit Connect is now a five-year standard base package, and predicted that even second owners will be using it beyond that. For the next year, Daum said he is going to challenge his team to launch “unexpected killer apps.” As for autonomous vehicles, even though DTNA has been a leader in demonstrating these technologies, he noted that what will happen with the regulatory framework is not very clear. While government and industry worked together to come up with a compromise on the greenhouse gas rules, he said, that’s easier because we’ve been dealing with emissions regulations since the late 1990s, and because there are concrete goals as far as reductions in C02 and improvements in fuel efficiency. “But autonomous is far more elusive. A, we don’t know yet what all is possible. … then you have the passenger car industry big time in it, we are coming from a completely different mindset than the passenger car guys.” Even the ambitious startups, he said, don’t seem to be thinking in terms of heavy trucks driving autonomously in cities, unlike some of the automotive technologies. “We think of going from the outskirts of Las Vegas to the outskirts of Chicago, potentially having the driver sleeping. “With GHG we have clear targets, but with autonomous i would say it’s too blurry…. at the moment we are still in the exploratory phase.” Some things need work Daum candidly acknowledged that a couple of areas need more work, including its customer service initiative, and the fact that the uptake so far on the new DD5 medium duty engine has not been as high as hoped. It’s one thing to talk about improving the turnaround of truck repairs at dealerships, Daum said, and another to meet concrete metrics set forth in its Express Assessment and Elite Support programs. “As a technology-driven company it’s important to me we have true metrics to measure.… for us it’s every single truck has to be back on the road in less than 72 hours and the customer knows what’s going on with his truck in the first two hours.” The programs have seen success, moving from about 65% of trucks out in 72 hours in the fourth quarter of 2014 to 71% in the second quarter of 2016, but that’s not good enough, Daum said. The current goal is to be at 85% by the end of 2017. One way they’re addressing that, he said, is by focusing its certification process more on attitude and continual improvement rather than “just checking the box.” He compared it to students taking an exam and getting an A on the test, but promptly forgetting what they’d learned. “I got an A+ in chemistry, but I’m not a chemist,” he noted. “That is not what we would allow for our dealers. It has to be a regular, day to day attitude.” At the same time, DTNA is expanding its parts distribution center network to get replacement parts closer to where they are needed. A new PDC recently opened in Dallas and Daum said more network tweaks are in the works. Moving forward, he said, the goal is to “use service as a differentiator — not just a marketing slogan. To really push the needle farther.” As for the Detroit DD5 medium-duty engine launched this summer, Daum said there will be 500 units sold this year. “I thought we would be a little further down the road,” he said, “but it seems it takes a little longer to accustom the market to a new engine. That should be a warning sign to whoever wants to enter the North American market with a new engine — it’s not that easy.” While the DD5 is built on a global engine platform, Daum emphasized that it is truly a Detroit engine, designed for North America. Staying ahead of the competition In looking at goals for the coming year, Daum took aim at both established and new-entry competitors when discussing the goal to “stay far ahead of the competition.” “Market share is one thing, but it is more than market share,” he said. “We want to be the leading brand, the leader in technology.” He noted that prototypes are one thing, but “between prototype and mass production and hitting the road, there are years in between and thousands of questions to be answered. We want to be the answer.” He noted that it applies to any competition, “not just established, but any newcomer.”

Daimler and Trailer Maker Partner on European Fuel-Efficient Rig Heavy Duty Trucking / September 30, 2016 Daimler’s Mercedes-Benz Truck unit along with Germany-based trailer maker Krone have teamed up to put together a linehaul tractor-trailer they say delivers up to a 20% cut in fuel consumption compared to existing combinations. The rig, rolled out at the IAA Truck Show in Frankfurt, Germany, consists of the latest generation Mercedes-Benz Actros over-the-road cabover mated to Krone’s new Profi Liner Efficiency, an aerodynamically enhanced curtain-side trailer fitted with low-rolling-resistance tires. According to Daimler, the specific Mercedes-Benz Actros unveiled at IAA features an efficiency package that includes the latest generation OM 471 six-cylinder in-line diesel engine as well as the OEM’s Predictive Powertrain Control (described as an “anticipatory cruise control system”) and “A-label” low-rolling-resistance tires. When combined with the new Krone Profi Liner Efficiency trailer, Daimler said, “it promises a reduction in fuel consumption, and therefore CO2 emissions, of up to 20% compared to existing combinations.” A standard semitrailer-tractor combination from 2014 is the basis of the comparison. The manufacturers said that their second yearly “Efficiency Run” involved five fleet customers that tested the fuel efficiency of the rigs and verified the results. Daimler and Krone laid out the various contributions that added up to the 20% efficiency gain: - Krone Profi Liner Efficiency: over 5% - Mercedes-Benz Actors tractor unit: up to 6% - Daimler Predictive Powertrain Control: up to 5% - “A-label” low-rolling-resistance tires on tractor: 2 to 4% The trailer’s aerodynamics were improved with new self-engineered Krone side panels made of impact-resistant plastic that cover all the sides, including those of the three trailer axles and a four-part folding “rear wing,” also made of robust plastic. "In 2015, the first Efficiency Run proved that the integrated approach works,” said Wolfgang Bernhard, head of Daimler Truck and Buses, speaking at an IAA press briefing. “Now, just one year later, we are putting products that are fit for series production onto the roads. "Our optimized semitrailer-tractor combination pays off for the environment and our customers," he continued. "It lowers CO2 emissions and fuel consumption by up to 20%– and the cost can be amortized in about 18 months." Gero Schulze Isfort, managing director of Krone Commercial Vehicle Group, pointed out that since the inaugural Efficiency Run in 2015, the company further optimized its trailer “particularly with regard to everyday practicality. Thus, this year we were able to launch another field trial, now ended, which has resulted in a semitrailer that is fit for series production and is now going on the market-- the Profi Liner Efficiency." The manufacturers noted that the Efficiency Run test did not look solely at fuel savings but also assessed the new trailer's everyday usability. That involved reviewing handling, noise emission, robustness, loading options, and access. During the three months of testing, the five combinations covered more than 150,000 km (93,200 miles) on German roads. They transported car engines, steel, paper, timber products and building materials over short and long distances. According to the drivers on the run, the new trailer proved its worth in day-to-day operation. Loading is possible from all sides and from the top and it was reported that using a forklift to load from the side works as smoothly as with a conventional trailer, despite the side panels. No damage to the side panels was noticed during the testing. Reverse docking to a loading ramp was also completed without difficulty as long as the four-part rear wing is folded before opening the rear-doors. Based on feedback from drivers, this takes just a few seconds. The manufacturers also said the structural system for the side panels was “singled out for high praise.” It comprises five individual elements that can be removed easily by hand at the height of the trailer axles, “an important consideration when a wheel needs to be changed.” It was also noted that the lightweight plastic side panels (a proprietary Krone design) are “so stable that they do not cause any wind noise.”

ZF Emphasizes Safety with Newest Innovation Concept Truck Heavy Duty Trucking / September 30, 2016 ZF rolled out its Innovation Truck 2016 concept vehicle at the IAA show in Hannover, Germany, to demonstrate its capabilities for developing autonomous-driving technologies. Noting that it is keeping at the forefront its “Vison Zero” goal of attaining accident-free driving, the Germany-based component supplier said it’s “working on enhancing current assist systems for practical use on the road.” The company said those efforts have led to developing a Highway Driving Assist (HDA) that helps to keep the vehicle in its lane and an Evasive Maneuver Assist (EMA) system that allows a truck to independently evade obstacles and brake. ZF noted that EMA was developed in cooperation with Wabco. ZF said its Innovation Truck 2016 also “boasts a highly efficient solution with its autonomous maneuvering function,” dubbed SafeRange. “Its intelligently networked systems allow the concept vehicle to autonomously maneuver to the loading bay in a precise and efficient manner, and if needed, with zero local emissions,” the company stated. By applying its expertise in sensor technology, control electronics and mechatronic systems, ZF said it has enabled the Innovation Truck 2016 “to see, think and act” for safer and more efficient driving. According to ZF, here is how each of the three new systems function: - EMA detects whether advanced emergency braking or driver-initiated braking is sufficient to stop the vehicle before hitting an obstacle. If braking alone is insufficient to avoid a rear-end collision, EMA directs the truck with its trailer independently (activated by the steering motion of the driver to the right or left) and safely toward the desired free lane or hard shoulder. ZF developed the system in cooperation with Wabco in early 2016. It analyzes information from cameras and laser sensors, and then activates the ReAX active electric power steering as well as the service brakes. “A multi-stage warning ‘cascade’ keeps the driver involved so that the system can be overridden at any time.” - HDA keeps the vehicle in its lane and effectively helps protect drivers from not paying attention, being distracted or being overtaken by a few seconds of microsleep. The system not only warns the driver that the truck is unintentionally moving out of its lane, it also actively and independently keeps the truck in the lane. At the same time, it automatically maintains a safe distance from the vehicles in front at any speed, also including stop-and-go functionality. - The SafeRange autonomous maneuvering function networks the truck to systems in the truck terminal. The truck that’s to be maneuvered only needs a “target” on its trailer for the stationary cameras on the loading bay to detect it. A computer inside the terminal calculates the trajectory and transmits the data via WiFi to the ZF Openmatics telematics system in the truck. Then the vehicle control system takes over, using ZF's active electric power steering, ReAX, and the TraXon Hybrid automatic transmission to steer the truck to the loading bay electrically and emissions-free. A tablet doubles as an HMI control system that can be used to maneuver the truck from outside the driver’s cab.

Heavy Duty Trucking / September 30, 2016 The Jost Group introduced a new fifth wheel coupling and trailer steering system at the IAA Commercial Vehicle Show in Hannover, Germany. The JSK 34 sensor coupling version of the ultralight JSK 34 fifth wheel coupling was shown at the show. The ultralight JSK 34 cast fifth-wheel coupling is designed for 2-inch kingpins and can reduce the system weight by up to 88 pounds in some series. It is suitable for all weight-sensitive transports, such as tanker and silo transports. Jost has equipped the JSK 34 with a hybrid bearing to increase driving comfort and service life while also reducing the dynamic load on the vehicle’s frame. This type of bearing combines the robustness and shock absorbing performance of a rubber bearing with the frame-friendly properties of a plastic bearing. Tridec, Jost’s brand for trailer axle steering systems and single-wheel suspensions, presented the EF-S steering system for trailers, which provides more options for driving, maneuvering and safety with its sensor technology and remote control. EF-S enables trailers with an extremely low trailer neck, such as milk and bulk tankers or trailers with monocoque constructions, to be equipped with a steering system for kingpin axles. The kingpin steering system can steer a maximum of three kingpin-steered axles. It allows the trailer to turn more than usual in tight bends or minimize the swing-out radius of the rear in confined space conditions. Manual steering by wireless remote control makes the axles steer in ratio or at equal steering angles (“crab steering”). EF-S can deliver extra maneuverability leading to time savings, lower fuel consumption and less tire wear. The EF-S steering system is designed to be simple and easy to install without enormous adapting to the frame, allowing the steering angle to adapt to the mounting space.

Kenworth rolls out a variety of enhancements Fleet Owner / October 2, 2016 Its “Advantage” configuration will become the standard powertrain package for the T680 model in 2017. Mike Dozier, general manager for Kenworth Truck Co., detailed a long list of enhancements and new offerings being introduced by the OEM this year and on into 2017 at the at the annual American Trucking Associations (ATA) conference. First up: a new 52-in. mid-roof sleeper package for Kenworth T680 models in Advantage powertrain configurations, aimed at regional haul and LTL customers, that should help deliver up to a 6% improvement in fuel economy. New aerodynamic elements on the 52-in. mid-roof sleeper help redirect airflow around the chassis and sleeper include a front air dam to redirect around versus under the tractor, mini “kickout” fairings to force air around the trailer and drive tires, and lower fairing extenders, Dozier said. He added that the OEM is also going to start offering the FlowBelow Tractor AeroKit as an option for its T680 models starting in the first quarter of 2017. That “Aerokit” features fairings fitted on each side of the truck between the T680’s tandem axles, a fairing directly behind the rear drive axle, and quick-release aerodynamic wheel covers that reduce turbulence within the wheel itself, according to Kenworth, with the fairings constructed of a durable yet flexible thermoplastic polyolefin (TPO) for long life. Dozier added that Kenworth is also going to make its “Advantage” configuration the standard package for its T680 line. That configuration includes a PACCAR MX-13 or MX-11 engine mated to an Eaton Fuller Advantage series 10-speed automated mechanical transmission (AMT) plus Meritor MT40-14X drive axles rated at 40,000 lbs. Dozier added that Kenworth is going to add the Bendix Wingman Advanced radar-based collision mitigation system as an option for its medium duty T270 and T370 models, noting that the Wingman system is “already popular with our Class 8 customers” and should be ideal in the heavy start/stop traffic flows experienced by medium-duty fleets. Other new offerings and enhancements introduced by Kenworth include: - Beginning in 2017, Kenworth will expand its onboard TruckTech+ diagnostic package and PACCAR Solutions portal to include a service management system powered by Decisiv that will allow fleets to monitor the service status for their individual trucks in real-time. - The Kenworth power management system, available on its T680 and T880 models, will be upgraded to add cab temperature monitoring to the system’s auto start and stop capability. - The addition of the Espar Airtronic D4 fuel-fired bunk heater that produces nearly double the BTUs [British Thermal Units] of Espar’s previous generation heater. The Airtronic D4 heater has a BTU rating up to 13,650, and is available for the Kenworth T680 and T880 specified with either the 76-in. or 52-in. sleepers - The 8.9-liter Cummins Westport ISL G Near Zero NOx [oxides of nitrogen] emissions natural gas engine, rated at 320 hp and 1,000 lb.-ft. of torque, will become available as an option for the Kenworth T680 and T880 models in early 2017. NOx emissions from the ISL G are 90% lower than the current NOx limit of 0.2 gram per brake horsepower-hour, and meet the 2017 EPA greenhouse gas emission (GHG) requirements, Kenworth said.

2017 Peterbilt Model 579 preview Fleet Owner / October 2, 2016 Ahead of the official announcements of the improved performance of the 2017 Paccar MX-11 and MX-13 engines, along with a new proprietary tandem axle that is designed to be the industry’s lightest and most efficient axle in its class, Peterbilt Motors. Co. invited Fleet Owner to its Denton, Texas, assembly plant for a preview and test drive of the powertrain combo in a fully equipped 2017 Model 579 EPIQ marketing vehicle. Photo gallery - http://m.fleetowner.com/equipment/2017-peterbilt-model-579-preview#slide-0-field_images-202121

Peterbilt Adds Fuel-Efficient Day Cab Heavy Duty Trucking / October 2, 2016 Peterbilt has added a day cab version of its aerodynamic, fuel efficient Model 579 Epiq day cab, officials announced during the ATA Management Conference & Exhibition. It’s aimed at fuel-conscious day-cab fleet customers in regional, tanker and bulk haul applications. “Fuel-efficient day cabs have been an underserved market up till now,” said Darrin Siver, Peterbilt general manager. The Model 579 Epiq day cab offers up to 14% improved fuel economy compared to the predecessor Model 386 day cab, Siver said, and that number can be enhanced further by using a drivetrain featuring the Paccar MX engine and Eaton Fuller Advantage automated transmission. Among the aerodynamic enhancements on the Model 579 Epiq day cab are: - Multi-piece aerodynamic hood available in both 117- and 123-inch lengths; - A three-piece collapsible roof fairing; - Chassis fairings with rubber skirts from the quarter fender to the back of the cab and aerodynamic rubber closeouts under the sides of the cab; - A three-piece aerodynamic bumper; - A bumper air dam and bumper-to-hood seals; - Front wheel closeouts and fender liners; and - Chassis fairing kickouts. Customers can specify the full aero package through Peterbilt dealerships for simplified ordering or customize it for specific needs, such as an aero bumper-to-back-of-cab package or an aero bumper-to-front-tandem package. The aerodynamic components and packages are also available through Peterbilt dealerships for aftermarket installation. Peterbilt’s Model 579 Epiq day cab is available with the fuel-efficient Paccar MX-13 or MX-11 engine in a wide range of horsepower and torque ratings. The three-piece collapsible roof fairing is an industry-unique design that in a few minutes allows the roof fairing to be lowered, according to Peterbilt. This allows the truck to be transported without the need to completely remove the roof fairing, as is common with most day cabs. Other features of Peterbilt’s Model 579 Epiq package include low rolling resistance tires, the SmarTire Tire Pressure Monitoring System and a single horizontal exhaust configuration.

PACCAR preaches engines, axles and integration Fleet Owner / October 2, 2016 Company may factory-fill MX engines with new FA-4 oil but won’t decide until tests are completed by year’s end. Enhancements to the MX-11 and MX-13 engines, a new proprietary tandem axle, and how integrating those components together with the trucks built by Kenworth Truck Co. and Peterbilt Motors Co. will drive efficiency improvements were the high points of a press event held here by PACCAR at the American Trucking Associations ATA) annual conference. Landon Sproull, vice president of powertrain for PACCAR and formerly chief engineer for Peterbilt, noted to reporters the company expects some 135,000 MX engines to be in operation in commercial trucks by year’s end, with the mix of MX displacements within Kenworth and Peterbilt orders at 50% or higher. Sproull noted that 2017 model MX engines are getting several enhancements not only to comply with greenhouse gas (GHG) regulations but to deliver better “optimization” for Kenworth and Peterbilt truck customers: The MX-13 engine rating will increase to 510 hp and 1,850 lb.-ft. of torque, with a weight trim of 50 lbs. due to the use of a higher performance turbocharger; The rating for the MX-11 engine – introduced almost one year ago this week – jumps to 430 hp and 1,650 lb.-ft. of torque. The MX-11 also gets a new rating for the lower end of its power range: 335 hp and 1,150 lb.-ft. torque. A majority of the MX engine line’s ratings will deliver peak torque at 900 RPMs starting in January 2017, making them a better fit for downspeeding applications, said Sproull. Other design enhancements to the 2017 model MX-13 and MX-11 engines include a new single cylinder air compressor, variable displacement oil pump, and variable speed coolant pump. The MX engines will also come equipped with a new “single canister” aftertreatment system that reduces weight by 100 lbs. Oil and fuel filter change intervals for the MX-13 and MX-11 engines will be extended from 60,000 miles to 75,000 miles for the 2017 model year; an extension PACCAR believes will save up to $1,000 per truck over 600,000 miles of operation. Sproull added that PACCAR conducted 2 million miles of testing with its enhanced 2017 model MX engines and based on oil analysis is “confident” in the new extended oil change intervals. “We’ve seen less soot in the oil and less degradation; that’s why we’re confident in the extended interval,” he said. Though the new 2017-compliant engines are expected to deliver better fuel economy compared to current products, Sproull would not say by how much. “I don’t want to commit to a percentage just yet,” he said. Sproull added that PACCAR is also currently testing the new FA-4 engine oil blend in its MX products and may decide to factory-fill with it once tests are completed by year’s end. “I believe we’ll recommend both oils [CK-4 and FA-4] for 2013 model year engines and beyond but we need to finish our tests first,” he noted. Sproull also provided insight into a new proprietary tandem axle PACCAR will begin offering on its Kenworth and Peterbilt branded trucks in January primarily for line haul, regional haul and pick-up and delivery customers. The new axle is rated at 40,000 pounds, supporting a gross combination weight of 80,000 lbs., and is expected to shave 150 lbs. off of total vehicle weight. Sproull noted that his new PACCAR axle features a pinion-through-shaft design that simplifies “power flow” and reduces weight by eliminating a gearing and attendant fasteners. “Fewer gears means less loss of energy from the engine to the axle; that’s the tick to efficiency,” he explained. Thus integrating the new tandem axle with PACCAR’s MX engines will help drive further fuel efficiency improvements for Kenworth and Peterbilt customers, he said. PACCAR’s new tandem also axle comes with a five year/750,000 mile warranty and offers ratios from 2.47 to 3.70 with engine torque compatibility up to 1,650 ft.-lb. and multi-torque rating compatibility up to 1,750 ft.-lb.

Paccar Adds Drive Axle, Updates Engines Heavy Duty Trucking / October 2, 2016 In a step toward more integrated drivetrains in Kenworth and Peterbilt trucks, Paccar announced a new 40,000-pound tandem axle that saves weight and improves fuel economy. This axle is “really helping us make steps toward an integrated powertrain,” Landon Sproull, Paccar vice president, told reporters at the American Trucking Associations Management Conference & Exhibition. The new axle is designed for line haul, regional haul and pick-up and delivery customers, rated at 40,000 pounds and supporting a gross combination weight of 80,000 pounds. It offers ratios from 2.47 to 3.70 with engine torque compatibility up to 1,650 lb-ft and multi-torque rating compatibility up to 1,750 lb-ft. The Paccar axle features a pinion-through-shaft design that simplifies power flow in the axle for maximum efficiency. A laser-welded carrier design eliminates internal fasteners, and reduces oil churn and weight. Overall the axle offers up to 150 pounds of weight savings, according to the company. Sproull did not specify the fuel economy improvements, noting that it would vary by application. Kenworth and Peterbilt will begin offering the axle to customers in January 2017. It carries a warranty of five years or 750,000 miles. Also available in Kenworth and Peterbilt trucks in January will be new power, torque and fuel efficiency enhancements to Paccar MX-13 and MX-11 engines for North America. Nearly 50% of Peterbilt and Kenworth heavy-duty trucks currently are produced with Paccar MX engines, according to Sproull. Paccar increased the MX-13 engine’s output to 510 hp and 1,850 lb-ft of torque and increased the MX-11 engine’s output to 430 hp and 1,650 lb-ft of torque. The enhanced Paccar MX-11 engine also adds a new 335 hp and 1,150 lb-ft torque rating in the lower end of the power range. Paccar’s MX engines now deliver peak torque at 900 rpm for the majority of engine ratings, supporting increased performance and driving flexibility and supporting downspeeding strategies for fuel economy. Font Size AAA Paccar says its new drive axle is the lightest in its class. LAS VEGAS — In a step toward more integrated drivetrains in Kenworth and Peterbilt trucks, Paccar announced a new 40,000-pound tandem axle that saves weight and improves fuel economy. This axle is “really helping us make steps toward an integrated powertrain,” Landon Sproull, Paccar vice president, told reporters at the American Trucking Associations Management Conference & Exhibition. The new axle is designed for line haul, regional haul and pick-up and delivery customers, rated at 40,000 pounds and supporting a gross combination weight of 80,000 pounds. It offers ratios from 2.47 to 3.70 with engine torque compatibility up to 1,650 lb-ft and multi-torque rating compatibility up to 1,750 lb-ft. The Paccar axle features a pinion-through-shaft design that simplifies power flow in the axle for maximum efficiency. A laser-welded carrier design eliminates internal fasteners, and reduces oil churn and weight. Overall the axle offers up to 150 pounds of weight savings, according to the company. Sproull did not specify the fuel economy improvements, noting that it would vary by application. Kenworth and Peterbilt will begin offering the axle to customers in January 2017. It carries a warranty of five years or 750,000 miles. The MX-13 has dropped 50 pounds and now offers up to 510 hp and 1,850 lb-ft of torque. Also available in Kenworth and Peterbilt trucks in January will be new power, torque and fuel efficiency enhancements to Paccar MX-13 and MX-11 engines for North America. Nearly 50% of Peterbilt and Kenworth heavy-duty trucks currently are produced with Paccar MX engines, according to Sproull. Paccar increased the MX-13 engine’s output to 510 hp and 1,850 lb-ft of torque and increased the MX-11 engine’s output to 430 hp and 1,650 lb-ft of torque. The enhanced Paccar MX-11 engine also adds a new 335 hp and 1,150 lb-ft torque rating in the lower end of the power range. Paccar’s MX engines now deliver peak torque at 900 rpm for the majority of engine ratings, supporting increased performance and driving flexibility and supporting downspeeding strategies for fuel economy. The MX-11 adds a new 335 hp and 1,150 lb-ft torque rating in the lower end of the power range. The 2017 MX-13 and MX-11 engines include a new single cylinder air compressor, variable displacement oil pump, and variable speed coolant pump for better fuel economy than the previous engine design. The MX-13 is also 50 pounds lighter. The weight savings primarily came through changes in the accessories, Sproull explained, including a new high-performing turbocharger, with a different turbo for engines up to 485 hp and a different one for 485 hp and beyond. The new MX-13 and MX-11 engines extend oil and fuel filter change intervals from 60,000 miles to 75,000 miles.Also new is a single canister aftertreatment system that reduces weight by 100 pounds, improves the performance of the aftertreatment system, improves serviceability and lengthens service intervals.

International Launches Flagship LT Series Trucks Heavy Duty Trucking / September 30, 2016 International Trucks has launched the International LT Series, a new flagship line of Class 8 over-the-road trucks developed with a driver-centric design that features new technologies and better fuel economy than previous models. “The new International LT Series reflects our vision for the future of the trucking industry, with a host of advancements that support improved driver safety and productivity as well as fuel efficiency and uptime,” said Bill Kozek, president, truck and parts, Navistar. “This new vehicle reflects our strong belief that integrating the best technology will provide customers with a significant operating advantage.” In keeping with the company’s DriverFirst product design focus, International undertook extensive research with truck drivers, including clinics that gathered input from hundreds of drivers. International used this research to design the LT Series’ interior and identifiy multiple new and improved features to enhance driver appeal. The LT Series' cab design offers increased elbow, hip, and leg room and features a mix of high-tech and traditional features to emphasize driver ease of use. The gauge cluster includes a digital driver display that provides real-time monitoring of fuel economy and other important alerts. Another design goal was keeping the truck running on the road and facilitating quick service when needed. Features to improve reliability and serviceability include: - A new single-canister aftertreatment system that is 60% smaller and 40% lighter and is simplified for quicker servicing. - LED headlamps and fog lamps to deliver brighter light and intensity with polycarbonate headlight lenses that protect from breakage. - The cab wiring includes all-new harnessing and an in-cab power distribution module that is inside the truck, away from the elements. - All key service points under the hood, inside the cab, and around the vehicle are ergonomically designed for easy access and servicing. Also, many components have been engineered with longer required service intervals. “We pored over reliability data to evaluate nearly every single system on our on-highway platform to look for ways to get better,” said Denny Mooney, senior vice president, Global Product Development, Navistar. “In some cases, we completely redesigned the entire system to reach our goals. We are proud of the integrated, data-driven approach we used to assure improved reliability, serviceability, and productivity.” The LT Series also boasts improved aerodynamics and fuel efficiency that Navistar said is 7% better than the company’s most recent fuel economy leader, a 2017 ProStar powered by the Cummins ISX15 engine. The LT Series delivers 3% improvement in fuel economy due to its aerodynamic benefits alone, according to Navistar. Upgraded aerodynamic features on the International LT Series include an aero-contoured hood, fender, and wheel opening along with chassis skirts and an aero-enhanced three-piece front bumper, while longer side extenders shorten the trailer gap. Several advanced driver assistance systems are available standard and there are additional customer-selected options. The Bendix Wingman Advanced Collision Mitigation system comes standard on every model in the LT Series. The trucks are also available with the optional Bendix Wingman Fusion and Meritor Wabco OnGuardActive systems. International’s own predictive cruise control looks ahead of the vehicle and recognizes the terrain and continuously calculates the most efficient speed and gear for optimal fuel economy in real time. The system uses preinstalled GPS maps and the latest commercial route data to make adjustments to cruising speed without the need to pre-drive the route. The truck’s electronic control systems also use programmable parameters to optimize efficiency. Driver controls and instrumentation are based on industry-standard SAE J1939 electrical architecture, with a new cluster and switches designed to keep drivers focused and to maximize uptime. The LT Series will be offered in multiple configurations, including day cab, 56-inch low roof sleeper, 56-inch hi-rise sleeper, 73-inch hi-rise sleeper, and 73-inch sky-rise sleeper. It will offer customers a choice of engines that provide the preferred performance for the application. The LT Series is being launched with the new 2017 Cummins X15 engine, which offers horsepower ratings of up to 500 horsepower in the Efficiency series and up to 565 horsepower in the Performance series. It is also being launched with the new 2017 Navistar N13 engine, which will be available in the spring. Navistar said this engine has an advanced fuel-efficient 13L design that produces up to 475 horsepower and 1,750 lb.-ft. of torque yet is 500 to 600 pounds lighter than traditional big bore engines. The company is taking orders today and will begin production in late November. For more information, click here.

International LT Launched Loudly, Described Enthusiastically Heavy Duty Trucking / September 30, 2016 Navistar unveiled its new International LT series in Las Vegas on Sept. 30 with speeches, videos, hard rock music, and fire-and-smoke effects – a launch befitting a "Vegas" production and a vehicle range that will become the company’s flagship model and, executives hope, the most popular highway tractor on the market. At the event at the World Market Center, dealers and customers applauded and some trade press reporters nodded approvingly as three tractors drove onto a platform from which top executives had previously spoken. All emphasized the customer research and meticulous design and engineering work that had gone into the new model. It will begin replacing the nine-year-old ProStar series when it enters production in November. The initial version has Cummins power, and several Navistar execs remarked that their company's strong relationship with Cummins will continue, notwithstanding the recently announced alliance with Volkswagen Truck & Bus of Germany. The Internationl LT (for Linehaul Transport) was publicly announced Friday morning. It is the first model that stems from Navistar’s Project Horizon, a three-year effort to update and improve the ProStar. Horizon affects steel-cab models, and the WorkStar and DuraStar trucks are now being worked on for introduction in 2017. The HX premium vocational truck, introduced eight months ago and now in production, uses an aluminum cab, so was not part of Horizon. During development, several Navistar executives rode with fleet drivers to learn what they want in a highway tractor. Drivers' comments and the execs' experiences were chronicled in a video. Those drivers -- Kenneth Stiltner of Cowan Systems, Jose Reyes of Mesilla Valley Transportation and David Spore of J.B. Hunt -- were present at the launch in Las Vegas. The LT has many driver “delighter” features -- greater comfort and roominess, ergonomically laid out instruments and controls, measurable quietness, better ride, and easier handling, said Steve Gilligan, vice president, product marketing. He called the LT “driver-centric.” Pleasing drivers to try to retain and recruit them will help fleets counteract the driver shortage, said Bill Kozak, president, Truck and Parts. “The driver shortage is the biggest barrier fleets have to uptime” because many trucks now are unmanned. So Navistar ran multiple clinics where designers and executives quizzed drivers and fleet owners on what they want in a truck and how the ProStar could be improved. Other goals in designing the LT were improved fuel economy, accomplished through smoother aerodynamics and use of Cummins’ re-engineered X15 diesel and later, Navistar’s own improved N13 diesel; more uptime through easier servicing of carefully placed components; and improved safety. Navistar is making Bendix’s Wingman Advanced collision mitigation system and electronic stability control standard on the LT to boost safety, said Denny Mooney, senior vice president, Global Product Development. Collision mitigation warns of slower objects ahead and will apply the brakes if the driver doesn’t; it has been proven effective in millions of miles of fleet use. Stability control will be mandated by federal rules in about a year, and standardizing on it now gets Navistar ahead of the rule. Navistar’s "DriverFirst" slogan and the emphasis on driver-pleasing designs in the LT might seem superfluous in view of platooning tests and talk of “driverless trucks,” observed Troy Clarke, Navistars president and chief executive officer. Such developments might suggest that drivers might eventually become extinct. But “platooning is like an airplane on autopilot,” he said. “The pilot is still needed for takeoffs, landings, and taxiing. Automation in trucks may be no different: A driver will still be needed for fueling at stations and truck stops, while on freeway ramps, for delivering freight to customers.” The first International Linehaul Transport, the LT625, comes with Cummins’ 2017 X15. Cummins power was chosen for the initial vehicle because the current ISX15 is more popular with customers than Navistar engines. The X15 will have ratings of up to 500 hp for its Economy series and 550 hp for the Performance versions. The ’17-model Navistar N13 will be available with up to 475 hp and 1,750 lb-ft, Gilligan said. It will be used in the LT613 that will enter production in April. Equivalent ProStar models will phase out as the new LTs go on line. All will be built at Navistar’s plant in Escobedo, Mexico. Navistar might offer the Cummins X12 when it becomes available in North America. “We're studying it, we’re testing it,” said Gilligan. “Most intriguing is the weight. It’s 2,000 pounds. Our N13 is 2,400 pounds. To weight-conscious customers, like bulk haulers, 400 pounds means a lot. So we’re evaluating it.” Although a goal of the recently announced “strategic alliance” with VW Truck & Bus is to focus on communizing powertrain components among International, Scania and MAN trucks, Navistar will offer Cummins engines in general “for the foreseeable future,” Gilligan said. “In fact, we just introduced the Cummins L9 on some of our vocational models.” “Cummins is a great partner,” said Jeff Sass, senior vice president of sales and marketing. “We’ll offer Cummins engines as long as customers want them.”

Fleet Owner / September 30, 2016 OEM says it engaged in “extensive research” with truck drivers, including driver clinics, to design the LT Series interior and other features. The International LT Series, Navistar’s new “flagship line” of Class 8 over-the-road trucks, will be unveiled today in Las Vegas today ahead of the annual American Trucking Associations (ATA) conference. Navistar executives said the new interior design of the LT Series is based on “extensive research with truck drivers,” especially on “500 points” where the driver and truck interact. "To ensure the new LT Series is the most driver-centric Class 8 vehicle we've ever built, we gave drivers a voice in its design," said Jeff Sass, the OEM’s senior vice president- sales and marketing, in a statement. "Many of our customers tell us that their number-one challenge is attracting and retaining drivers which is why we put so much effort into understanding and responding to drivers' needs,” he explained. “These improvements also contribute to increased driver ease of use that will boost the vehicle's productivity.” The truck also features “dramatically improved” aerodynamics as well, with 7% better fuel efficiency than International’s 2017 ProStar tractor model, the company said. Navistar noted that the LT Series delivers a 3% improvement in fuel economy due to its aerodynamic benefits alone, with upgraded aerodynamic features including an aero-contoured hood, fender, wheel opening and chassis skirts and an aero-enhanced three-piece front bumper, while longer side extenders shorten the trailer gap. Inside, the “highly ergonomic” cab space of the LT Series includes better elbow room, hip room and leg room for drivers, with a new “premium gauge cluster” that includes a “digital driver display” that offers up to 15 customizable digital gauges, while offering drivers real-time monitoring of fuel economy and other important alerts within clear line-of-sight. Also, Navistar relocated the air horn of the LT Series back to its traditional “intuitive” position over the driver door in response to overwhelming driver feedback. The LT Series also features “multiple safety improvements” according to the OEM, such as: standard LED [light emitting diode] headlamps to improve night vision; a column-mounted gear-shifter that allows drivers to keep their eyes on the road; a redesigned one-piece side window that provides clearer line-of-sight; and the Bendix Wingman Advanced Collision Mitigation system as a standard feature on every LT model. Many of the truck's new features were also designed to improve reliability and serviceability, as well as functionality, Navistar noted. For example: - The new single-canister aftertreatment system is not just 60% smaller and 40% lighter, but is also simplified for quicker servicing. - The new LED headlamps and fog lamps not only deliver brighter light and intensity, but also have tough new polycarbonate headlight lenses that protect them against breakage. - The cab wiring includes all-new harnessing and an in-cab power distribution module that is inside the truck, away from the elements. - All key service points under the hood, inside the cab and around the vehicle are ergonomically designed for easy access and servicing, and many components have been engineered with longer intervals between required maintenance. The LT Series will be offered in multiple configurations, including day cab, 56-in. low roof sleeper, 56-in. high-rise sleeper, 73-in. high-rise sleeper and 73-in. “sky-rise” sleeper. Several engine options will be offered with the LT Series. It is being launched with the new 2017 Cummins X15 engine, which has ratings of up to 500 hp in the efficiency series and up to 565 hp in the performance series. Another option is the the new 2017 Navistar N13 engine, which will be available in the spring and has an advanced fuel-efficient 13-liter design that produces up to 475 hp and 1,750 lb.-ft. of torque from a design that is 500 to 600 pounds lighter than traditional “big bore” engines, the OEM noted. “The new International LT Series reflects our vision for the future of the trucking industry, with a host of advancements that support improved driver safety and productivity, as well as fuel efficiency and uptime,” said Bill Kozek, president of truck and parts for Navistar said in a statement. “This new vehicle reflects our strong belief that integrating the best technology will provide customers with a significant operating advantage.” .

Back in the day, we mostly sold the CP6X variant for replacement, because it had the least resistance. There's a service bulletin on puff limiters with specs that lays out all that.

Texas pulls out of federal refugee resettlement program The Guardian / September 30, 2016 Texas has announced its withdrawal from the federal refugee resettlement programme, effective from 31 January next year. Amid rightwing concerns about national security, the announcement sent a political message. In a statement released on Friday, the Republican governor, Greg Abbott, said he had authorised the withdrawal in order to “continue to prioritise the safety of all Texans”. The move will not, however, prevent refugees from coming to Texas. Not-for-profit groups have said they will continue to settle arrivals in the state without cooperation from the state government and there is no practical way of stopping people from crossing state borders once in the US. A spokesman for Refugee Services of Texas told the Guardian the organisation was “very disappointed” in Abbott’s decision, and said resettlement agencies would “work diligently” to increase numbers of refugees accepted in the state. The Texas state government signalled its intention to withdraw from the federal programme on 21 September, sending to the Office of Refugee Resettlement (ORR) a letter in which it demanded that the federal body approve its plan for increased screening. Refugees fleeing the Syrian civil war are at the heart of concern in Texas. Republicans including Senator Ted Cruz have sounded an alarmist note, arguing that the Obama administration’s vetting process is inadequate and that prospective terrorists may be slipping across the border. Earlier this month, Donald Trump Jr, the son of the Republican presidential candidate, tweeted an image likening refugees to poisoned Skittles candies. Last November, Sid Miller, the Texas agriculture commissioner, shared a Facebook post that compared Syrian refugees to rattlesnakes, with the text: “Can you tell me which of these rattlers won’t bite you? Sure some of them won’t, but tell me which ones so we can bring them into the house.” The federal government contends that applicants are carefully scrutinised during a lengthy screening process. In August, the national security adviser, Susan Rice, said in a statement the US would admit at least 85,000 refugees in the 2016 fiscal year and had met Obama’s goal of 10,000 Syrian arrivals ahead of schedule. At a United Nations summit earlier this month, Obama announced that the US would increase its intake to 110,000 refugees for the new fiscal year, starting 1 October. In a statement on Friday, Governor Abbott said: “Texas has repeatedly requested that the director of the FBI and the director of national intelligence provide assurances that refugees resettled in Texas will not pose a security threat, and that the number of refugees resettled in Texas would not exceed the state’s original allocation in fiscal year 2016.” Both these requests, he said, “have been denied by the federal government”. “As a result,” he added, “Texas will withdraw from the refugee resettlement programme. As governor, I will continue to prioritise the safety of all Texans and urge the federal government to overhaul this severely broken system.” Last December, weeks after the Paris terror attacks, Texas tried to block the imminent arrival of several Syrian refugees by filing a lawsuit against the federal government and the International Rescue Committee, a New York-based humanitarian organisation. The lawsuit was dismissed, but Texas has continued its legal fight. Refugee resettlement is overseen and funded by the federal government, but states typically work with humanitarian groups to provide services such as welfare and case management. In Texas, such organisations and the government will have to develop an alternative arrangement. Kansas and New Jersey withdrew from the programme earlier this year. The Office of Refugee Resettlement (ORR) refused to comment on Texas’s decision. In 2015, according to the Migration Policy Institute, Texas resettled more refugees than any US state – 7,479 people, comprising 11% of the total. “We’re very disappointed in Governor Abbott’s decision after nearly 40 years of a really strong programme to welcome refugees who are fleeing for their lives,” said Chris Kelley, a spokesman for Refugee Services of Texas, a social services group. “The state has opted out of the programme at a time when Texas state government really should be stepping up. We want to assure all Texans, resettlement of refugees will continue through a nonprofit model that will be created.” Rather than accept a reduction, Kelley said, “resettlement agencies across the state will be working diligently” to grow the numbers of refugee arrivals in line with federal targets.

Abused, tortured and ultimately murdered, North Carolina child’s body found The Charlotte Observer / September 29, 2016 Nearly five years after Erica Parsons was last seen, her diminutive skull and bones were delicately sifted by detectives from the red clay of upstate South Carolina, the final chapter of her short and ever-tragic life, an all-American horror story. Erica – who was given up at birth to a family said to despise her – was found in deep, rural Chesterfield County, S.C., after her adoptive father told authorities where to find her. Authorities in RowanCounty, where the undersized and partially deaf girl lived a life of servitude and abuse, said they would announce details in coming days in a story that transfixed the region – and the nation – for years. Erica’s decomposed remains, tugged from the soil in a remote area not far from where Sandy Parsons’ mother lived, has already been carried to the N.C. Medical Examiner’s Office and identified. Sandy Parsons, the adoptive father of the missing girl, has recently begun talking to authorities about the case from prison. He bragged that authorities would not be able to locate Erica's body without him because it was hidden somewhere that not even hikers or hunters would venture. It is not known whether he has struck some kind of arrangement that could involve a plea deal if he testifies against his wife, Casey Parsons. Authorities said late Thursday they learned in August that Erica was more than likely deceased, but did not elaborate on specifics. Both Sandy Parsons and his wife were convicted last year of financial crimes that included cashing adoption assistance checks totaling more than $12,000 after the child’s disappearance, and are both in federal prisons. Sandy Parsons, 42, is serving eight years in a prison in Butner and his wife, Casey Parsons, 41, is serving 10 in Tallahassee, Fla. Investigators say Casey and Sandy Parsons have been uncooperative. Oddly, neither has been charged in the girl's death or disappearance. Authorities said Erica’s remains were recovered by RowanCounty detectives who were joined by agents from the FBI and N.C. State Bureau of Investigation. David Marshburn, a Smithfield private investigator, was retained last year by a family member to help look for Erica's body. Working on a tip, Marshburn said he examined an area near Pageland, S.C., in June, and was planning on organizing a large-scale search soon if other tips he was pursuing petered out. Casey Parsons had always maintained that she gave Erica to the girl’s biological grandmother named “Nan” Goodman at a McDonald’s. She had said during the investigation that Goodman – who authorities were never able to find – lived in a white house with two chimneys, a long front porch and a horse pasture beside it. When Marshburn and his lead investigator, Marsha Ward, went to explore the area, they saw a dwelling that eerily matched the description: two chimneys, long porch and a pasture with a couple of horses. Only one thing – the house wasn’t white; it was brown. Marshburn said that Sandy Parsons’ stepfather, who lives in the residence, told him that Casey Parsons always liked the house “but she thought it would be prettier white.” Marshburn said the house was at least two miles down a dirt road from the main highway, a “very secluded” area, he said. Timber had recently been harvested in the woods nearby, which Marshburn said makes searching difficult because the ground is disturbed and limbs and wood are strewn about. Marshburn said he passed on the information about the tip and the house to the FBI and RowanCounty authorities investigating Erica's case. Food as punishment Home-schooled, developmentally disabled and isolated from other children, Erica lived a life of punitive discipline and degradation, according to federal court testimony in 2015. [From 2015: Parsons’ home a house of horror, family says] Food was often withheld from her as punishment, her adoptive brother James Parsons testified. If Erica stole a cookie or something else to eat, she’d be fed canned dog food by Casey Parsons. It was James Parsons who reported her missing on July 30, 2013 after a squabble with his parents. He told investigators it had been more than a year and a half since anyone had seen her, sometime before Christmas 2011 when Erica was 13. Raised by others Erica was born Feb. 24, 1998, the daughter of Carolyn Parsons, who relinquished parental rights as did Erica’s biological father, Billy Dean Goodman. Carolyn Parsons said she gave up the newborn because she couldn’t afford to raise her and didn’t want the child to struggle as she did, spending much of her childhood in foster care or homeless shelters. Billy Goodman’s sister, Teresa Goodman, offered to take the baby, but she was told that other arrangements had been made for Erica. “I would have raised her as my own child,” Goodman told the Observer. “To think she could have lived with us and been loved, truly loved.” Erica went to live with her uncle, Sandy Parsons, and his wife Casey Parsons, when she was five months old. She was adopted by the couple in 2000. When Erica’s picture flashed on her TV screen after the disappearance, Teresa Goodman recognized the family resemblance instantly. She had never met Erica or Sandy and Casey Parsons – who lived only a few miles away from her Salisbury home – but felt an instant and urgent connection to the girl. Frustrated after years of mystery, she heard about Marshburn after he and his certified cadaver dog, Kaz, located the body of Kelli Bordeau, an Army combat medic, two years after she disappeared from Fayetteville in 2012. Marshburn had befriended one of the suspects in the case, and finally persuaded him to lead him to woods where the woman was buried. Once there, Kaz found the shallow grave. Goodman felt drawn to Marshburn and called him about a month later. Marshburn agreed to take the case. He told her he was adopted too, and waived his fees. House of horrors RowanCounty child welfare authorities investigated allegations in 2004 that Erica was being abused. Casey Parsons told them that Erica had gone to live with one of her sisters. and the inquiry was apparently closed. In March 2005, Erica returned to the Parsons home. She wasn’t enrolled in Rowan schools, but was to be home-schooled. Erica would occasionally visit with her biological mother, Carolyn Parsons. Their last meeting came in January 2011 at the restaurant in Mooresville. Erica, who spoke little that day, wore a cast and splint. She had fallen out of a tree, Casey and Sandy Parsons told her. In fact, she had suffered abuse at the hands of the family. But testimony in the 2015 trial of the Parsonses for fraud drew a horrific picture of abuse directed at the girl who was virtually imprisoned – often sealed alone in a closet – in the family home. It was revealed that Erica was often fed dog food or no food at all, excluded from family activities and had her arm broken by one of her siblings. James Parsons, the Parsons’ oldest biological son, said he and other children in the family routinely abused the girl, often at their mother’s urging. He once broke her arm, he said. “I would hit her, physically abuse her, fists, belts,” he said under oath. He said he abused Erica from the time he was age 5 and stopped when he was 16. “I didn't want to hit her no more,” he said. “I couldn’t stand it.” [Judge to Casey Parsons: ‘You and your husband did something horrible’] James Parsons said his mother encouraged the other children to abuse Erica, and he often saw Casey Parsons punished the girl with violence. “She would beat her with a belt if she didn't listen,” he said. “Mama would bend her fingers back.” His father, Sandy Parsons, would hit her with his fist on top of her head, James Parsons said. At one point, the girl developed a bald spot because of scabbing, he said. Erica was often locked in a closet in the various homes the family lived in, he said. Sometimes she was beaten for relieving herself on the floor, he said, while locked in. Closet examined Tara Cataldo, the FBI lead case agent on Erica’s disappearance, said investigators inspected the Parsons’ home on Miller Chapel Road near Salisbury in August 2013. They noticed holes in the wall beside a bedroom closet that seemed to be from an old eye-hook lock typically used to hold screen doors closed. Carpet and wall board from the closet were sent to the FBI laboratory, and traces of Erica's blood and other DNA – believed to be from saliva or urine – were detected, she said. Five photos of Erica were also recovered from a computer in the home, she testified – all of Erica, on different days, standing in a corner. ‘Like a zombie' James Parsons told the court that the last time he saw Erica was in the autumn of 2011, when she was standing in a corner as punishment. “She didn’t look too good – she looked like a zombie,” he testified. “She said she did not feel good. She said she could not breathe too good.” Casey Parsons, he said, told the girl “to shut the f--- up.” He said Erica was gone the next morning, and he never saw her again. His parents had left early that day, which was unusual. When they came back, they told him Erica had gone to live with her biological grandmother. Sister took Erica Robin Ashley testified that her sister Casey Parsons did not bond with Erica in part because she despised Erica’s biological mother. “She couldn't stand to look at her face because she reminded her of Carolyn Parsons,” Ashley said. Erica came to live with Ashley twice over the years. One of those times, in the summer of 2004 when Erica was about 6, Ashley said she noticed that the girl was bruised on the backside. Casey Parsons had sent her away because she didn't want to hurt her anymore, Ashley said. “She lost control,” Ashley said. “She didn’t want to end up killing Erica.” Ashley said that Erica was treated like “a little slave.” Erica was made to stand in the corner for long periods as punishment. She said Erica wasn’t allowed to play with other children at family gatherings because she was often being disciplined. ‘A little Cinderella’ Janet Parsons, Sandy Parsons’ stepmother and Casey Parsons' mother-in-law, testified that for a time in 2011, they all lived together in her China Grove home. “Erica wasn’t treated as kindly as the others,” she said. “She had to do more chores. She was kind of like a little Cinderella – she had to do the chores.” Janet Parsons said that Casey Parsons and the rest of her family once went to the beach, and Erica was left in the house alone. Her grandfather found her hiding. She said she was told not to be seen while the others were at the beach. Vast investigation RowanCounty deputies were joined by the FBI and other federal agencies in a widespread search for Erica. At one point, authorities with search warrants tore up the back deck behind the Parsons house. Another search of the property turned up a collection of printed material about the JonBenet Ramsey murder in Colorado and the case of Susan Smith, who drowned her children in South Carolina. A red wooden shed the Parsonses used was searched on the China Grove property of Sandy Parsons’ parents. Among the items retrieved: teeth and a hammer. Authorities checked with every school district in the state to see whether the girl – who once had a special teaching plan drawn up for her because of hearing loss – had enrolled anywhere. She hadn’t. Nor did her Social Security number ever turn up in any Medicaid records nationally. “There is an absolute absence of records about Erica Parsons, who has disabilities,” IRS agent Robert Norlander testified during the fraud trail, “because she is dead.” When it came time for U.S. District Thomas Schroeder to sentence Casey Parsons, he echoed the agent’s conclusion and issued a blistering condemnation: “You and your husband did something horrible, horrible with her,” he said. “What happened to her is known only to you and God. In the dark of the night, you did something to her.” .

$250. You have got to be kidding. When you called the good folks at Watt's Mack (888-304-6225), what did they say ?

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Owner/Driver / September 27, 2016 Western Australia has had its first truck show and shine for years. To mark the occasion we headed to the Perth Motorplex for the BP Truck Show and Shine for a look It turns out that I’m not as good as I once thought I was. The first ever BP Show and Shine held at the Perth Motorplex in WA had plenty on offer for those who wanted to look at shiny and not so shiny trucks both old and new. And as there was a tarp tying competition I figured I had to put the camera down and give it a go. And I got my butt kicked by a big fella from Wise Haulage. You had to tie 7 tarp ropes in 1 and a half minutes. I fumbled my way through 5 before the buzzer sounded. I therefore decided that the competition was stupid and stalked off to look at trucks and sulk a little. There was a big turn out despite the grey skies, 17 fleets were represented and 146 trucks turned up on the day. The show was organised by Julie Gavin who some may recognize by her distinctive pink Western Star prime mover. And judging by the turn out she was understandably chuffed with the event. The Pilbara Heavy Haulage Girls had their rigs on display as well as a few familiar faces from Outback Truckers. Scattered amongst the bling there were also some historic bangers as well as some very original looking hard working big rigs. The West is after all big truck country. It wasn’t just a static show. All trucks were inspected by a panel of judges and awards were handed out in 11 categories. But if you wanted to be a little more hands-on you could try your hand at reversing a double road train for 30 bucks. The proceeds of which went to the McGrath Foundation. In fact other than covering the costs of the event all other proceeds went to the McGrath Foundation with resulted in over $15,000.00 being raised for the charity. If you wanted you could also try your hand at the tarp tying comp as I did or compete in the truck pull which saw plenty of sweaty red faces as the teams hauled a Mack Superliner down the course against the clock. All of which seemed like a lot of hard work to me, I would’ve tried something a little more sedate but the bloke running the jumping castle told me to bugger off. A bloke called Yogi won the tarp competition, while Matt Henderson took out the road train reversing gong with a very impressive 69 metres. The team from Wise Haulage proved they had some muscle and won the truck pulling competition. Winners Truck of the Show: Ryan Demasi Best Rigid: Tony Leete Best Tow Truck: Daynite Towing Best Truck 1997-2006: Perry Black Best Truck 2007-2012: Glenn Salamone Best Truck 2013-2016: Danny Matic Best Truck 1987-1996: All-Over Haulage- Chris Peterson Best Truck 1976-1986: Kim Gilbert Best Vintage: Greg Stampalia Best Fleet: Lee’s Transport People’s Choice Award: Jason Klingsporn Photo gallery - https://www.ownerdriver.com.au/events-news/1609/wa-truck-show-shines

Matt Wood, Owner/Driver / September 30, 2016 The Historic Commercial Vehicle Club of WA held it’s first ever display day in Freemantle recently. And as we found out there were plenty of old bangers on display for the public to have a gander at WA’s fickle spring weather was initially reasonably kind as the old load luggers rolled into the Bunnings car park. Some were highway heroes of yesteryear others more humble haulers. But, there was plenty of old iron on show. 45 trucks, big and small rolled up. Some on trailers, others roared into town with jake brakes blaring. Model T’s and Chevs from the 1920’s were on hand as well usual smattering of classic American iron from the 50’s, 60’s and 70’s. Fargo Kew Des Curtis had an eye catching 1952 Fargo Kew on display. The UK built Fargo uses a side valve 6 cylinder to make about 35hp and will take a payload of 2.5 ton. Des opted to paint the old-timer in Western Australian Forestry Dept colours as these trucks saw service with Forestry. However, this one was actually found on a farm. "There was a bit of rust in it when I got it," says Des, "I made some things for it like the front bumper." The Fargo’s engine is bolted directly to the chassis which means there’s no engine mounts. The Fargo has a top speed of about 45mph according to Des. A Piece of Peterbilt Family History Without a doubt the most eye catching trucks on display were the 1963 Peterbilt 351A and the W Model Kenworth owned by Daniel Ridolfo. Back in 1963 Daniel’s father Vince made the bold move of buying a big Peterbilt for the growing Ridolfo fleet. This truck was actually the first Laurie O’Neil imported Peterbilt sold into WA. Under the bonnet is an NH250 Cummins. The old Spicer 4+4 set up was replaced with a 13-speed Roadranger. Vince Ridolfo passed away many years ago but Daniel tracked the Peterbilt down in Queensland before bringing it home and restoring it. After over 10-years of hard yakka the result is exceptional. The W model was the last truck that Vince purchased before his death and is beautifully presented. Daniel and his brother continued to run the Ridolfo business before selling the company to Qube in 2013. Big Red Box The sight of a butter box ACCO may bring back less than happy memories for some drivers. But, Kevin Lockyer’s 1970 2050 ACCO is a nice looking old jigger all the same. Under the cab is a Cummins V504 and a 5-speed ‘box. Of course ther’s the obligatory 2-speed diff out back. This truck is the result of a 2 year restoration, "It was a piece of shit when I bought it out of a wrecking yard," says Des. It actually took the purchase of 5 wrecked ACCO’s to make this one. Next on the list for Des is to find an old bogie trailer to stick behind it. Ryan’s Inter 4x4 I’ve got a soft spot for the old AB international pick-ups and D-series Dodges so Ryan Devenish’s AB120 Inter 4x4 definitely caught my eye. Under the bonnet is the old Aussie made 240 cubic-inch Gold Diamond 6 which is bolted to a 4-speed gear box. The Inter has a single speed transfer case. Ryan bought the truck from a mate in Kalgoorlie but it was originally from Victoria. It would’ve been a long drive as the AB only sits on about 80km/h on the open road. This truck is just a starter for Ryan as his next project is a Detroit powered KM Bedford. Original Character You’ve gotta love a truck that still has rabbit traps hanging off the head board. Morris Danks’ very…..er…..original 1925 Chevrolet 4 made quite an entrance to the show after it was unloaded off the trailer. It looks like it shouldn’t be running at all! Morris dragged it off a farm 15 years ago and only had to change the spark plug, leads and fan belt to get it to fire. It may not be show room but it had plenty of character. Lindsay Hill’s 1938 Chev was a very neat looking jigger that was hiding a couple of major improvements underneath. The truck is now powered by a GM Blue Flame 6 and is back by a Gear Vendors 4 speed with an electric overdrive to help it eat up the highway miles. "It cruises well," says Lindsay with a twinkle in his eye, "you’ve gotta keep an eye on it." Never one to shy away from a challenge Lindsay virtually scratch built the entire truck from a box of parts. If anyone was doubting Linday’s workmanship they only needed to check out the Huckster bodied 1923 T-Model Ford he had sitting on the tray of the Chev. Lindsay handled all of the coachwork himself and the result up close is pretty amazing. "It was originally a bucket of bits from three farm grave yards," says Lindsay. A Huckster body like this one was an early American style of parcel freight body used in the big cities like New York where the freight was sheltered but still easy to get at for loading and unloading. Lindsay also has a 1923 Dennis fire engine but it doesn’t get to see a lot of miles, "The wife won’t come out in it because it doesn’t have a windscreen, " he says with a grin. Foden Memories Another truck to make a noisy entrance was the 1952 FG Foden belonging to Jim Piercy. The old 150hp 6LX Gardiner had a rough and gruff note to it as Jim slotted it into it’s parking spot. It’s safe to say that turning circle was never a strong point on any of these Pommie lorries. This one wasn’t bought as a project though, Jim actually bought it to work back in 1967. For over 20 years it hauled grain dust from the Freemantle wharf to Jim’s cattle farm, it originally had a big bin on its back. The little Gardner would’ve kept Jim’s hands busy on the 4+2 gear boxes. "She’s got heaps of torque though," says Jim, "And she’s always been reliable." As the day grew a little gloomy and rain started sweeping in from the Indian Ocean it was time to go. But for a first outing the WA HCVC showed off some of the best oldies that the West has to offer. We look forward to the next one! Photo gallery - https://www.ownerdriver.com.au/events-news/1609/golden-oldies-plentiful-in-wa

WABCO to Showcase OptiFlow TrailerSkirt Aerodynamic Solution at ATA Management Conference and Exhibition Wabco Press Release / September 29, 2016 WABCO will showcase its OptiFlow™ TrailerSkirt™ at the 2016 American Trucking Associations (ATA) Management Conference and Exhibition (MCE), being held October 1-4 at the Mandalay Bay Resort and Casino, Las Vegas, NV. The OptiFlow TrailerSkirt, a lightweight aerodynamic side skirt for trailers, is EPA SmartWay and C.A.R.B. approved and can provide more than five percent fuel savings at U.S. highway speeds. The aerodynamic solution features a unique, patented one-bolt mono clamp technology for fast installation as well as material that is lighter and more rigid than most comparable aerodynamic solutions currently available in the North American market. Earlier this year WABCO acquired Canada-based Laydon Composites Ltd. (LCL), which has enabled WABCO to further strengthen its position in the global industry and in the North American market. WABCO, with now more than 25 years’ experience in aerodynamics, has been at the forefront of commercial truck aerodynamic solutions with products that include nose fairings, deflectors, trailer skirts, and tails. “WABCO offers fleets a comprehensive portfolio of aerodynamic products that help them improve operating efficiency and meet today’s strict environmental regulations,” said Jon Morrison, WABCO President, Americas. “We are excited to be showing our OptiFlow TrailerSkirtaerodynamic solution at ATA.” Also on display will be WABCO’s industry leading line of air disc brakes (ADBs), including MAXXUS™, which provide up to 15 percent shorter stopping distance than the Department of Transportation’s Federal Motor Vehicle Safety Standard (FMVSS) 121 requirements, and 10 percent shorter stopping distance compared to traditional drum brakes. Please visit WABCO at Booth #822 at the 2016 ATA MCE. Product experts will be available to answer related questions.

WABCO Unveils Innovative Electro-Pneumatic Parking Brake for Trucks and Buses Wabco Press Release / September 21, 2016 WABCO today unveiled its innovative OnHand™ electro-pneumatic parking brake control for trucks and buses. WABCO’s OnHand, featuring unique valve engineering and advanced mechatronics, marks the commercial vehicle industry’s first stand-alone parking brake control and supplies yet another technological building block toward autonomous driving. Creatively engineered to be the industry’s leanest and only solution of its kind that can operate independently of the vehicle’s air processing unit, OnHand braking technology provides automatic engage and release functionality. Actuated via a dashboard switch, the control system also checks and validates the safe parking of the truck and trailer combination, including on sloping roads. In addition, OnHand can provide back-up braking in case of electrical service-brake failure in redundant systems for autonomous driving applications. Using only three internal valves and requiring less pneumatic piping than conventional parking brake controls, OnHand’s compactly designed innovation increases installation flexibility for vehicle makers, improves reliability of braking performance and further eases on-the-road serviceability. It also enables multiple braking-related options such as Anti-Lock Braking Support during secondary braking and Advanced Hill Start Aid for inclined roads. Furthermore, OnHand seamlessly integrates with WABCO’s mBSP™ modular braking system platform, a technology breakthrough featuring the commercial vehicle industry’s highest degree of standardization. Another industry first-to-market in 2014, and now in series production, mBSP offers vehicle makers flexibility to equip truck and bus platforms with either anti-lock braking (ABS) or electronic braking (EBS) systems around the world, avoiding the design and production overheads of different configurations. “OnHand represents our industry’s first stand-alone parking brake control for trucks and buses, and it once again demonstrates WABCO’s differentiation as technology partner of choice for vehicle makers globally,” said Jorge Solis, WABCO President, Truck, Bus and Car Original Equipment Manufacturers Division. “This technology mobilizes vehicle intelligence because it is uniquely independent of the vehicle’s air management system, resulting in easier adaptability for truck and bus platforms globally and higher flexibility for manufacturers to install OnHand.” OnHand technology leverages WABCO’s decades of experience in engineering and manufacturing diverse industry-leading combined mechanical and electronic – mechatronic – control systems. Helping to improve vehicle safety and driver comfort, OnHand is superbly designed to scale cost effectively to meet specific needs of original equipment manufacturers worldwide. Compliant with ISO 26262, the international standard for functional safety of electrical and electronic automotive systems, OnHand supports and enhances modern cockpits and dashboards. WABCO at IAA Commercial Vehicles 2016 WABCO will showcase at IAA Commercial Vehicles 2016 industry-leading technologies and services that improve the safety, efficiency and connectivity of commercial vehicles worldwide. This includes the latest technologies in braking, advanced driver assistance, fleet management solutions and aerodynamics. WABCO in Hall 16 at Booth B10 Hanover Exhibition Center; Hanover, Germany Press Days: September 21 and 22 Public Days: September 22 through 29 For all information about WABCO at IAA Commercial Vehicles 2016, click on WABCO’s home page. WABCO’s Live Demonstrations at IAA Innovation Stage 2016 WABCO will demonstrate daily its latest aerodynamics technologies for commercial vehicles as well as its fleet management security solution at the outdoor exhibition area, north of Hall 26. .