kscarbel2

U.S., China peer-reviewed reports lay out huge subsidies for fossil fuels Green Car Reports / September 22, 2016 Critics of the renewable-energy industry argue that it's unfair that energy sources such as wind and solar often benefit from government subsidies. But the volumes and amounts of subsidies received by the fossil-fuel industry are substantial, as new analysis shows. In December 2013, the U.S. and China announced plans to undertake a reciprocal peer review of their countries' fossil-fuel subsidies. The results of those studies, released this month at a meeting of the G20 nations, show that the U.S. and China provide around $20 billion in subsidies to the fossil-fuel industry each year. The U.S. report (pdf) identified 16 "inefficient" fossil-fuel subsidies for exploration, development, and extraction of fossil-fuel sources that could be phased out or reformed. The Chinese report found nine subsidies for similar activities, but also included subsidies that benefited specific groups of users, such as fishermen and taxi drivers. All told, subsidies were estimated at $8.1 billion annually for the U.S., and $14.5 billion for China. In addition to the listed subsidies, the U.S. report also took note of related government spending that benefits the fossil-fuel industry. It noted that while subsidies for the bulk transportation of fossil fuels by rail or barge were not specifically identified, much of the infrastructure that supports these activities receives at least some taxpayer funding. It also noted that the cost of maintaining the U.S. Strategic Petroleum Reserve—the world's largest emergency supply of crude oil—is borne entirely by the government, not by the oil industry itself as in other countries. Only one fossil-fuel subsidy—the Low Income Home Energy Assistance Program (LIHEAP)—was not marked "inefficient" by reviewers, and thus escaped a recommendation for elimination or alteration. The U.S. has an incentive to cut the subsidies deemed "inefficient," at least in theory. In 2009, the G20 nations agreed in principle to phase out "inefficient fossil-fuel subsidies," and the smaller G7 group set a deadline of 2025 at a meeting in Japan back in May. But cutting most U.S. subsidies will require Congressional legislation, something that seems unlikely to happen any time soon given the current heated political climate in Washington.

Autoblog / September 27, 2016 That $7,500 that the US federal government provides in subsidies for each new electric vehicle? That may be small potatoes compared to the perks two of the world's largest governments are giving to Big Oil. Of course, estimates depend on who's doing the counting. The US and China in late 2013 both agreed to conduct reciprocal peer review reports of how much each government was funding the fossil-fuels industry, and not surprisingly, those numbers are pretty huge. Specifically, China funds fossil fuels to the tune of $14.5 billion a year, while the US provides $8.1 billion a year in Big Oil perks, Green Car Reports says. The numbers were released in a report that was recently presented at the G20 nations conference in Hangzhou, China. More tellingly, many of such funding activities were classified as "inefficient" examples of upstream activities such as exploration, development, and extraction of fossil fuels. The 50-page report can be found here. The US subsidy estimate dwarfed an estimate released by the New York Times last month. Citing the Council on Foreign Relations, the Times said the US spends about $4 billion on oil subsidies a year. But those numbers are downright conservative compared to a 2013 study from the Earth Policy Institute, which is obviously going to take a pro-green approach to things. According to that report, global governments provided $620 million worth of fossil-fuel subsidies in 2011. About 85 percent of that total was geared towards consumption by providing artificially low prices for the end user. To put those statistics into further context, a Los Angeles Times report estimated last year that Elon Musk's Tesla Motors and SpaceX, and SolarCity (where Musk is chairman) had taken $4.9 billion in subsidies since they'd been in business.

Bloomberg / September 27, 2016 In low brown-brick buildings near the University of Michigan, 350 workers test the emissions on 400 vehicles a year, tearing them apart as needed. Their tools detect pollutants like nitrogen oxide at 100 parts per billion. In a hangar-size garage, they chain 80,000-pound tractor-trailers in place and spin their wheels at 90 miles an hour, measuring the exhaust. Welcome to the hive of Chris Grundler -- environmental sleuth, bureaucrat and more-than-occasional bane of the auto industry. As head of the U.S. Environmental Protection Agency’s air-quality and transportation office, Grundler holds as much sway as any single human over how global automakers allocate more than $100 billion in r&d money each year. Sometimes they chafe. At the moment, he’s saying Fiat Chrysler Automobiles needs to spend $5.1 billion to comply with U.S. fuel economy standards for 2025 -- a huge burden for a company just seven years removed from bankruptcy. But it’s a price FCA must and can pay, Grundler says, as the U.S. intensifies its fight against climate change. “Grundler has the government job most important to the environment that nobody knows about,” said Daniel Becker, director of the Safe Climate Campaign. It was Grundler’s lab in Ann Arbor that helped confirm Volkswagen AG had installed software devices to cheat on diesel emissions tests, and he’ll testify this week in Brussels on how the European Parliament can head off similar schemes in the future. Last week, a U.S. House subcommittee weighed whether the 2025 fuel economy standards he helped write will make it harder for low-income Americans to buy cars. And with President Barack Obama’s administration setting a clearer regulatory path last week for self-driving cars, Grundler faces the prospect that there soon may be even more vehicles on the road. “Will self-driving be heaven or hell? Utopia or dystopia?” Grundler, 59, said in an interview. “I don’t have the answers. But we’ve certainly concluded there is an environmental public-policy aspect that needs to be considered.” That’s one nice thing about being an employee who first joined the EPA in 1980: Grundler will still have a job on Jan. 21 regardless of who wins the White House, so he’ll be around to influence those policies. His office will still regulate emissions from cars, trucks, lawnmowers, ships, planes and trains -- plus gasoline and ethanol. He’s been so busy since 2009, when President Barack Obama’s administration designated carbon dioxide as a pollutant, that his 28-foot sailboat hasn’t been in the water since. For now, Job No. 1 is using his facility’s test results in a so-called mid-term review to defend Obama’s fuel economy mandate for 2025. The mandate calls for average fuel economy -- a measurement across the mix of an automaker’s cars and trucks actually bought by consumers -- to rise from 35.5 miles (57 kilometers) per gallon in 2016 to a projected 50.8 in 2025. The targets occasionally put him at odds with automakers who are required to steadily improve efficiency for each car, truck and SUVs as well as meet the fleet average -- even if consumers balk at the changes. Grundler insists automakers ultimately will benefit by cutting emissions for both cars and trucks at roughly the same pace as the EU, Japan and China. “Never again will U.S. automakers be at a competitive disadvantage,” said Grundler, who drives a Ford Fusion plug-in hybrid. “They’ll be offering efficient vehicles across their lineup.” Technical Assessment Report The challenges are best spelled out in Grundler’s comparison of regulatory costs facing FCA and Honda. They were contained in a 1,217-page Technical Assessment Report published in July by three agencies: the EPA, the National Highway Traffic Safety Administration (NHTSA) and the California Air Resources Board (CARB). The report predicts that costs will be higher for FCA because it has the heaviest and least fuel-efficient U.S. fleet and is among the least reliant on battery-only cars and plug-ins. Grundler estimates FCA will need to spend $2,254 a vehicle to comply with the 2025 target, more than twice Honda Motor Co.’s $901. A quarter of FCA’s fleet will need start-stop devices to shut engines off at stop-lights, while Honda won’t need any. Such cost projections may be misleading because Grundler and his team can make mistakes about technology, said Mike Dahl, FCA’s head of regulatory compliance. Four years ago, Grundler predicted fuel-saving dual-clutch transmissions would be in 56 percent of U.S. vehicles by 2025. He erased them from his forecast after drivers complained of lurchy driving. “Market acceptance met neither our expectations nor those of regulators,” Dahl said. Even sympathetic automakers don’t always agree with the lab’s conclusions. Robert Bienenfeld of Honda said his company’s per-vehicle compliance costs could be double Grundler’s $901 estimate if they were measured more accurately and included California’s zero-emission car requirement. “We believe the targets are good, although it will be more expensive and take more technology than the agencies recognize,” said Bienenfeld, Honda’s assistant vice president for U.S. environmental strategy. 'He doesn't get riled' Mitch Bainwol, president of the Alliance of Automobile Manufacturers, said he’s also concerned that the targets could make cars too expensive, just as a record six-year run of U.S. industrywide sales gains is coming to an end. “Climate change isn’t something that energizes the average Joe’’ to buy vehicles, he said at an industry conference in August. Perhaps to his advantage when delivering news companies don’t want to hear, Grundler, with his gray hair brushed forward to his forehead, tends to speak softly and slowly. “He doesn’t get riled,” said Mary Nichols, chairman of the powerful California Air Resources Board, which predates the EPA itself and whose labs worked with Grundler’s on the VW investigation. “He doesn’t make himself the issue.” Born in New Jersey to German-immigrant parents and later raised in Kalamazoo, Michigan, Grundler was promoted to his current job in 2012. The lab he calls a national treasure doesn’t look like much. It’s a string of garage-like work spaces with an annual budget of $20 million. Its employees conduct the tests at three stages: while a car’s being designed, when it’s new and after it’s been used by consumers. The lab gained stature in 1997 when Grundler bought a pickup, hacked into the engine control module, modified the catalytic converter and used the results to disprove automaker claims that trucks can’t meet the same emissions standards as cars. The workers run tests in the laboratory and on the open road, sometimes in ways the automakers can’t anticipate. Such savvy has given Grundler a measure of renown in an era when Volkswagen has agreed to $15.3 billion in penalties for cheating. He said he’s been deluged with calls by regulators from Belgium to Chile to South Korea, all determined not to get hoodwinked again. Even if automakers meet the 2025 targets, the lab’s work won’t be done. Emissions need to fall another 77 percent by 2050 for the transportation sector to help meet carbon dioxide pledges Obama made last year at the Paris climate talks. Guess who has a ready proposal for the types of products automakers will need to build? “We’re going to need a lot of zero and near-zero emissions technology coming into the fleet,” Grundler says. “Facts are facts.” .

U.S. Pondering What Size Diesel Penalty VW Can Stand Bloomberg / September 27, 2016 The U.S. Justice Department is assessing how big a criminal fine it can extract from Volkswagen AG over emissions-cheating without putting the German company out of business. The government and Volkswagen are trying to reach a settlement by January, the people said, before a new U.S. administration comes into office and replaces the political appointees who have been overseeing the process. The U.S. is sizing up Germany’s biggest carmaker at the same time it’s trying to settle a civil case with the country’s largest bank, Deutsche Bank AG -- two companies that, together, directly account for more than 320,000 German jobs. In the case of Deutsche Bank, which is seeking to settle U.S. allegations over its crisis-era mortgage securities business, investors are asking whether the Justice Department would seek a penalty so high that it would leave Deutsche Bank short of capital, forcing it into a rushed sale of assets and stock. As the U.S.’s Volkswagen calculations show, the department is showing that in some cases, it will take a company’s financial health into account. Penalty Unclear It’s not clear what penalty range the U.S. is considering in the criminal case against Volkswagen. The company had net liquidity of 28.8 billion euros ($32.4 billion) as of June 30, and Chief Financial Officer Frank Witter said his goal is to keep the target for average net liquidity at 20 billion euros to ensure funding needs and protect the company’s credit rating. The carmaker generates several billions of dollars of cash each quarter and could tap into a credit line or raise capital if necessary to pay its obligations. Volkswagen has already agreed to pay an industry-record $16.5 billion in civil litigation fines in the U.S. after admitting last year that its diesel cars were outfitted with a “defeat device” that allowed them to game U.S. environmental tests. The carmaker is also on the hook for outstanding civil claims from several states and as much as $9.2 billion in investor lawsuits in Germany, where it’s also under criminal investigation. Financial Impact “The department doesn’t pick a number in a complete vacuum," said William Stellmach, a former federal prosecutor now at Willkie Farr & Gallagher LLP in Washington. "There are a number of cases where it has acknowledged that the impact of a financial penalty on a company was a factor in deciding what that penalty should be." In criminal prosecutions, the Justice Department may assess the impact of a charge or settlement on a business’s viability, and the resulting effect on shareholders and employees. A prosecution’s potential collateral damage is one of the factors the department considers under principles for prosecuting businesses laid out in the “U.S. Attorney’s Manual.” It’s not clear whether the department is making similar calculations as it negotiates a civil settlement with Deutsche Bank over its dealings in residential mortgage-backed securities. The German lender has been under U.S. scrutiny along with other banks over its role in packaging and selling toxic debt that led to the 2008 financial crisis. Fines by the department for mortgage-backed securities alone total $41 billion for five banks, with five more banks yet to settle, including Deutsche Bank. Press reports that the U.S. began negotiations by asking it to pay $14 billion to settle the case rattled markets as investors grew concerned about the bank’s ability to raise capital. Deutsche Bank shares fell to a record low in Germany and were down 2 percent at 10.34 euros at 11:32 am local time. Volkswagen stock was down 2.4 percent at 123.60 euros. "A fine that would place VW’s very future in question would need to be so much larger than those we have seen in recent history, we wonder whether it could be justified," Arndt Ellinghorst, a London-based analyst at Evercore ISI, wrote in an e-mail. His forecast is for 10 billion euros in civil and criminal liabilities in the U.S. The ability-to pay assessment doesn’t necessarily result in a lower number, according to Stellmach, who isn’t involved in the VW case. Rather, the department can structure an agreement to soften some of the sting, such as an installment plan allowing for deferred payments, he said. Companies can also receive credit for penalties assessed by other regulators or authorities both in the U.S. and abroad. VW has plenty of money to meet further fines, particularly because penalties tend to be paid over long time periods, according to Joel Levington, a Bloomberg Intelligence credit analyst. "Despite all the damage that its reputation has taken, VW is still a company that might be back to generating $5 billion in free cash flow in 2018, and when you generate that kind of cash, it absolves a lot of sins," he said. The Justice Department began negotiations on the criminal penalty in August, one person said. Doing Well Volkswagen has been doing well, despite all of this. Although sales of VW-brand cars fell in the first half of the year, the German manufacturer has benefited from gains by its Audi, Porsche and Skoda brands, as well as its strong position in China. Volkswagen outsold Toyota Motor Corp. in the first six months of 2016, making it the world’s biggest automaker for the period. The sales gains have brought Volkswagen back to profitability this year and sparked a surge in its net liquidity, which is a tally of cash minus debt. With the diesel-cheating scandal, Volkswagen has become one of the latest companies subjected to a Justice Department calculation of how severe a penalty needs to be to change corporate behavior and deter other businesses from illegal conduct. That analysis includes the U.S. case against BP PLC after the 2010 Deepwater Horizon offshore oil spill. BP paid out about $25 billion to resolve civil and criminal claims, including $4 billion as part of a guilty plea in 2012. The government is following the Deepwater playbook in the current case, one official said after the government filed its civil claim in January. Financing Unit Volkswagen, like most carmakers, also has a financing unit, which offers buyers loans or lease packages when they are ready to buy their cars at a dealership. Should the company’s cash level fall too low, it could spark ratings downgrades by credit agencies, which risks increasing the costs of that unit. Standard & Poor’s Ratings Services said in a note in February that it would consider lowering the carmaker’s rating only if its litigation costs exceeded 40 billion euros ($45 billion) or if its legal costs caused a severe negative impact on the company’s liquidity position, a scenario it considers unlikely. By that measure, after U.S. civil penalties and accounting for maximum damages in German lawsuits, the company would still have a cushion of about $20 billion to absorb other litigation and investigation-related expenses. Volkswagen is currently rated BBB-plus by S&P, three levels above junk. S&P has warned that it may cut Volkswagen’s rating further. “The negative outlook is still there and that reflects the risks that there could be more charges,” said Alex Herbert, the London-based analyst who wrote the February report. Alcoa Inc., which the Justice Department said got a benefit of more than $400 million from a foreign bribery scheme, paid a $209 million criminal fine in 2014 after prosecutors considered the effect of the size of the penalty on Alcoa’s ability to fund capital expenditures, research and development and pension obligations, and the company’s "substantial cooperation" and its anti-corruption efforts, court documents show.

Isis poses 'sustained' threat to US for years to come despite loss of territory The Guardian / September 27, 2016 Intelligence chiefs warn that pushing Isis out of Iraq and Syria will lead to the spread of operatives around the world rather than the end of the jihadi army The United States will face years of “sustained vulnerability” from Islamic State fighters even after the fall of its so-called caliphate in Iraq and Syria, intelligence chiefs have warned. Giving evidence in the wake of the recent bombings in New York and New Jersey bombings, they told a Senate panel on Tuesday that pushing Isis out of the territory it has claimed will lead to a diaspora of operatives in the US and Europe rather than the destruction of the jihadi army. Nicholas Rasmussen, the director of the National Counterterrorism Center, expanded upon an emerging consensus within US intelligence circles, saying: “The effects we’re looking to see are simply going be delayed or lag behind the physical progress on the battlefield,” Rasmussen told the Senate homeland security and government affairs committee. “It’s not surprising. It puts us in a period of sustained vulnerability that I don’t think any of us are comfortable with, but it’s a reality.” He doubted that such a period would end within a year of the caliphate’s downfall. Not only has the US-led war against Isis in Iraq and Syria not “significantly diminished” the group’s external terrorism operations, Rasmussen testified, “we don’t think battlefield or territorial losses alone will be sufficient to completely degrade the group’s terrorism capabilities – necessary, but not sufficient.” James Comey, the director of the FBI, told senators he believed “at least hundreds” of Isis operatives would exfiltrate from Iraq and Syria for years, with a potency exceeding the aftermath of the Soviet Union’s 1980s counterinsurgency in Afghanistan that led to al-Qaida. “There will be a terrorist diaspora some time in the next two to five years like we’ve never seen before,” Comey said, particularly “up into Europe”. His remarks come as the FBI is coming under sustained political pressure to expand its investigative focus on potential homegrown terrorists after it closed several preliminary inquiries, due to lack of pretext, on people who went on to commit attacks. While losing its oil-rich territory in Iraq and its smuggling channels in Syria will diminish the group’s finances, Rasmussen noted that Isis’s major expenses lie in governing the approximately 6 million people residing in its caliphate, not funding operatives – let alone inspiring more, or loosely aiding those it inspires. Jeh Johnson, the secretary of homeland security, told senators that his department was moving to a way of understanding different categories of domestic terrorism beyond those at one end of the spectrum which were clearly directed by a terrorist group like Isis, and another subset involving independent “lone wolf” instances of self-radicalization. Emerging recent patterns in terrorism have prompted an understanding of “terrorist-enabled attacks”, where perpetrators may draw on methods widely shared by jihadi groups. He also identified “terrorist-validated attacks”, where “a terrorist organization takes credit after the fact” for an assault which it approves of, but had no part in. Comey extensively praised FBI agents and their partners in New York and New Jersey law enforcement for the rapidity with which a suspect in the 17-18 September bombings was identified, arrested and charged, saying the close coordination was “unimaginable” 15 years ago. But two prominent legislators, including the Senate’s leading privacy advocate, grilled Comey about revelations that the FBI had closed preliminary investigations on Orlando nightclub killer Omar Mateen and New York/New Jersey defendant Ahmed Khan Rahami. Rand Paul, the Kentucky Republican who lost a bid for the GOP presidential nomination to Donald Trump and a self-declared “stickler for probable cause”, chided the FBI for closing the preliminary inquiries while seeking new powers to obtain communications data on a lower evidentiary standard. Comey, who pledged to forthrightly study and admit FBI mistakes, twice said Paul misunderstood the facts of the cases. The FBI has defended the closures for lacking a sufficient evidentiary basis at the time to sustain. But Kelly Ayotte, a New Hampshire Republican, prompted Comey to concede that the FBI did not conduct a review of the Orlando killer’s social media postings, which were public and would not have required a warrant to peruse, particularly since Comey has for years expressed alarm about extremism on social media. To combat the anticipated jihadi diaspora, the National Counterterrorism Center’s Rasmussen urged the US to overhaul its highly controversial watch-listing system for border and travel protection over the next decade. Though the US is “probably the most aggressive identity collectors of potential terrorists”, Rasmussen told the Senate panel, the system is vulnerable to false identities. “It is still a name based system and it needs to transform into a biometric system,” Rasmussen said.

Associated Press / September 27, 2016 Federal authorities have arrested and charged the grandmother of a 2-year-old boy who was killed by his mother due to potty-training issues in South Dakota. Authorities say 28-year-old Katrina Shangreaux murdered her son, Kylen, after he had an accident while potty training at his grandmother's house in Porcupine on the Pine Ridge Indian Reservation. She has pleaded not guilty to murder and child abuse in the death of her son on July 28. Her mother, Sonya Dubray, 47, is accused of hindering the investigation by altering or destroying evidence and giving false and misleading information to investigators. She laundered the dead boy's clothes, cleaned the crime scene, misled investigators about alleged abuse against the boy and falsely told a Bureau of Indian Affairs special agent that the child was potty-trained. 'Potty training was the catalyst for the child abuse and Dubray knew the statement and representation was false,' said prosecutors. Dubray faces charges, including accessory to murder and tampering with evidence, and could face up to 43 years in prison if convicted. She was arrested Monday and is due to make her initial appearance Wednesday in U.S. District Court in Rapid City. The boy was in his mother's custody and living at his grandmother's home in Porcupine when he died. He had bruises, bite marks, a torn scrotum and other injuries, and evidence suggests a potty-training issue triggered the killing, FBI Special Agent Mark Lucas said in an affidavit. FBI agents said the boy's mother hit him in the head and stomach with her feet and fists until he suffered intracranial bleeding and died, the Rapid City Journal reported. Shangreaux's trial was recently delayed from early October to early December to give her defense more time to prepare. She faces life in prison if convicted. The boy was the half-brother of a 1-year-old boy who was murdered in April 2015 by the father of the two boys. James Shangreaux Sr. is accused of abusing the boy, causing head and brain injuries. He.has pleaded not guilty to murder and child abuse and faces a mid-January trial. He also could face life in prison if convicted. .

I don't view it that way at all. Dan Ustian, a fine engineer but no leader, led Navistar down many wrong paths during his tenure. He was ousted......finally. Now, Clarke and the Paccar gang have literally rebuilt the company as it should be in year 2016. No easy task, but they met the challenge and deserve critical praise for a job well done.

Nothing would please me more than for Cummins to be a global leader in heavy truck engines. But with a high opinion of themselves and their products, they've been slow for decades in bringing new product to market. And, aside from cutting edge XPI common rail fuel injection influenced by partner Scania, the engines have been falling behind their rivals in technology. In the meanwhile, the other global heavy truck engine makers have been aggressively working to be the "best of the best". There's a fierce war going on, but Cummins out on the golf course isn't aware of it.

Iveco Z Truck, the ‘future of long-haul freight’, unveiled at IAA Transport Engineer / September 23, 2016 Iveco has unveiled its Z Truck, a long-haul concept vehicle, at the IAA Show in Hanover (22-29 September). The Iveco Z Truck is billed as a “totally sustainable transport system” and anticipates the way alternative power, new technologies and automated driving will change the role of the driver. The vehicle has 29 patents and is shaped by enhanced aerodynamics, improved safety and the aim of creating a new living cab space. It is based on a heavy truck running on Bio-LNG (liquefied natural gas) with conformable tanks, enhanced aerodynamics and a waste heat recovery system, to deliver long-haul transport with autonomy of 2,200km and virtually zero CO2 emissions. The LNG-fuelled engine produces 460bhp and 2,000 Nm torque, and features a 16-gear automated transmission with Powershift in the upper gears. The ‘zero’ concept carries through to other elements of the truck including zero accidents through the advanced use of automated driving technologies, which defines how new technologies and autonomous driving will change the role of the driver into an on-board logistics operator. The driver-centred design also aims to achieve zero stress and zero waste of time. The cab reconfigured according to the different uses (driving, automated driving, office work, rest) and the HMI (Human Machine Interface) can adapt the way it provides information as needed – the right information, at the right time, in the right place. Pierre Lahutte, Iveco brand president, says: “With Iveco Z Truck and its 29 patents, we are defining where our efforts could lead us in the future: a vehicle with a human dimension, designed to accommodate comfortably and safely the work and leisure activities of the driver, adapting each time to his needs. “We are defining a future of long-haul freight transport that is totally sustainable – a vehicle that has zero impact on its environment, with zero emissions and zero accidents.” The vehicle is fitted with Michelin X Line Energy tyres, the first range to be awarded the AAA grade for rolling resistance, said to save one litre of fuel per 100km on long-haul operations. A new concept fuel tank, developed with SAG, is made of aluminium and insulated with a new reflective foil system to protect from heat radiation. It features a technology that allows for a squared shape, which makes it possible to maximise space and accommodate two tanks with a single recharge. The two tanks have a total capacity of 1200 litres, resulting in autonomy of 2,200 km – 60% more than the current Stralis NP, and more than a diesel vehicle. An on-board Rankine Cycle Waste Heat Recovery system exploits exhaust gas as a heat source to recover energy, improving fuel efficiency still further while driving. The interior has radical features, designed to meet the needs of a driver who is spending less time driving and more time doing administrative work. The driver can reconfigure the cab layout according to use: driving in an urban context, highway or autonomous driving on motorways, taking care of office work, relaxing or sleeping overnight. When the vehicle is parked, the driver can reconfigure the interior of the cab to fully exploit the living and sharing aspect. A rear wall slides back automatically, adding 500 mm interior length and increasing the living space. This makes it possible to use all the features and amenities the driver may need, such as a foldable bed, shower, kitchen, fridge, sink and entertainment wall. The HMI is designed to ensure the driver has full, all-round visibility and to provide adaptive information: truck function information is projected on the smart windshield when necessary and changes according to what the driver needs at the time. This includes active connectivity with Michelin’s tyres, which provides real-time data on tyre pressure, temperature and usage. The seat, steering wheel system, pedals and controls console form a self-contained unit that is suspended independently from the cab for the smoothest ride.

Cloud based operating system for whole transportation industry head Transport Engineer / September 23, 2016 Volkswagen Truck & Bus will be launching an ‘open’, cloud-based ‘operating system’ that it says will be available to the entire transportation industry – including competitors – and promising easier information flows across entire supply chains. Dubbed RIO, the system bundles digital solutions with a uniform information and application system for logistics. MAN has also been announced as the first sponsor of RIO, and is now taking responsible for developing the brand within the Volkswagen Truck & Bus Group. Andreas Renschler, CEO of Volkswagen Truck & Bus, explains that RIO will combine information from tractors, trailers, bodies, drivers and orders, scheduling systems, etc, as well as traffic, weather and navigation data. Algorithms being developed will then offer analysis, forecasting and transport re-optimisation. , “RIO will fundamentally change the world of transportation as we know it,” states Renschler. “For the first time, our unified platform enables the registration, management, and integrated use of all data and information available in the transportation system,” he exlains. “That is beneficial for our customers because it makes their business more profitable. And it is good for the environment, because we will see fewer empty trucks on the road.” “What we can see emerging here is a platform where each user will benefit individually from its added value – regardless of how the fleet looks, which vehicle with which body is carrying the sales order, and which logistics software is used,” adds Joachim Drees, CEO of MAN Truck & Bus. “Logistics 4.0 can only succeed if artificial barriers and data islands are overcome. That is why we are making every effort to support the development of RIO.” As of spring 2017, new MAN trucks, he says, will all be equipped with RIO as standard. In addition, any Scania customers can connect with the platform on request. And, using a retrofit box, any vehicle can be integrated into the network. Markus Lipinsky, chief digital officer at MAN and responsible for RIO, comments: “This is not about launching another telematics system. Instead, we deliberately designed RIO as an open platform that brings together the numerous island solutions. “I am convinced that one technology company alone cannot master the complexity of the logistics industry. We are therefore looking for as many partners as possible with the same objective: to optimise the global transportation chain, thereby reducing costs and emissions.” RIO will be available early next year (2017).

Transport Engineer / September 23, 2016 Haldex has used the IAA commercial vehicles show, in Hanover, Germany, to debut its lightest ever disc brake in the ModulT air disc brake range for trucks and trailers. The new DBT 22 MD, designed for trucks and buses, delivers a maximum brake torque of 25kNm yet weighs in at just 34kg with pads – several kg lighter than comparable competing assemblies. The latest version of Haldex’s DBT 22 LT ModulT for trailers and semi-trailers has also been slimmed down and now weighs less than 30kg with pads, making it the lightest 22.5-inch disc brake for trailers on the market. Also appearing in Hanover was haldex’s DBT 19 LT trailer brake offering a maximum brake torque of 18kNm. “Haldex is entering into a new era for disc brakes, with the 22-inch model for trucks,” states Bo Annvik, president and CEO of Haldex. “We have been demonstrating this model to selected customers since the spring with very positive response. Now it’s presented for a larger audience at the IAA show.” Annvik says Haldex now plans to repeat the success it has achieved in the trailer market in the truck segment. “With the technology shift in North America from drum brakes to disc brakes, we are well positioned with our current disc brake offering.” All ModulT brakes use Haldex's ‘single-tappet’ mechanism, claimed to improve support and uniformity of pressure on the brake pads, while also reducing weight – although Annvik says all parts, including the calliper, have undergone finite element analysis to optimise weight. .

Cummins accelerates fuel efficiency offer at IAA Transport Engineer / September 22, 2016 Cummins is unveiling a range of new technologies at the IAA Show (Hanover; 22-29 September), including high-efficiency turbocharger components and a mid-range fuel system that can deliver up to 8% fuel savings. Cummins is also showcasing its aftertreatment solutions expertise with a new Compact Box (pictured) and Single Module, offering a 60% space reduction and 40% weight reduction. The turbocharger component design features a Mixed Flow Turbine Wheel enables turbine efficiency improvements of 2-3% and lower inertia resulting in improved transient response and fuel economy at key engine operating points. A Wastegate Blown Diffuser improves turbine stage efficiency by up to 5% resulting in increased fuel economy and reduced CO2, while the Twin Port option on electric wastegates can increase stage flow by up to 45%, allowing engine downsizing without a loss in power, as well as optimising aftertreatment. The new mid-range fuel system on show will be launched in 2017 and, says Cummins, offer industry-leading injection pressure as demonstrated on the Heavy Duty XPI Fuel System. This tailored system also delivers optimal engine performance and improved fuel economy to mid-range engines. The system can provide up to 5% fuel efficiency improvements by optimising injector specification based on the duty cycle and selecting the right pump size at engine integration level. Also launching in 2017, Cummins Emission Solutions is meeting customer needs for improved efficiency for heavy-duty cab over truck applications with the development of a new Compact Box – 20% smaller than the most compact Euro 6 HD box systems currently on the market, the redesigned aftertreatment solution offers simplified vehicle integration to reduce installation costs and potential improved fuel economy. The new high performance Compact Box also achieves higher NOx conversion rates when compared to the current modular aftertreatments in the market. Also on display at IAA is Cummins’ new Single Module, a single cylinder system up to 60% smaller and 40% lighter than current modular aftertreatment systems and promising improved PM and NOx capabilities. .

Thermo King plugs into refrigerated transport innovation at IAA Transport Engineer / September 21, 2016 Thermo King has unveiled the first fully telematics-enabled refrigerated trailer unit at the IAA Show today (21 September). Called the SLXi, Thermo King says it can deliver up to 20% fuel savings compared to its predecessor, thanks to customisable profile conditions for each application. Available as single- and multi-temperature refrigeration units, the SLXi also offers enhanced temperature control with the SR-3 Controller giving both set point control and temperature displays in increments of 0.1 degrees Celsius. The unit can also be accessed remotely: a Thermo King BlueBox communication device collects data, which is then accessible via a free smartphone app or Bluetooth-enabled device. Users can manage defrost, pre-trip, set point and additional operating mode settings remotely without a contract or subscription. The range also incorporates features to boost users’ environmental credentials, including lower engine speeds and fuel consumption due to the 27% larger condenser coil, and a 15% cut in NOx emissions. Also making its debut at IAA is the Hybrid Drive Trailer concept, which combines the expertise and technologies of Thermo King and Frigoblock. The Thermo King Hybrid Drive allows a refrigerated semi-trailer attached to a tractor with a Frigoblock Enviro Drive inverter filter to run electrically – enabling the trailer refrigeration unit to be powered as a hybrid drive, by either the electric alternator or through its own diesel engine. The result, says Thermo King, is a solution that could save 5,000 litres of fuel per year for an operator with an intensive distribution application. The standard TK BlueBox telematics system stores data and enables two-way communication to ensure the load is protected at all times, and the geo-location feature will automatically switch the power between diesel and truck Enviro Drive as required or necessary. In another first, Thermo King is showcasing the UT Spectrum, extending its UT-Series of under-mount refrigeration units for truck and drawbar trailer applications. Designed for distributors who need multiple temperature zones, the UT Spectrum offers two or three compartment configurations for fresh and frozen goods. The low-emission, low-noise unit comes with R-452A refrigerant as standard. .

Knorr-Bremse Press Release / September 19, 2016 Knorr-Bremse is developing a new generation of disk brakes for heavy-duty commercial vehicles. Known as Synact, they not only set new standards for performance and weight but also drive forward digitization of the wheelend. Building on the experience acquired in the production of more than 32 million truck and trailer disc brakes worldwide, Knorr-Bremse’s development engineers are currently working on a new brake generation called Synact – the name derives from a combination of synergy and actuation. The design of the mechanical parts is such that clearance is reliably kept within a narrow tolerance band, while the internal mechanics are very smooth-running and ideally geared. The caliper is lighter but at the same time stronger and ensures that a braking torque of 30 KN can be maintained even during prolonged braking maneuvers. Knorr-Bremse has thereby laid the foundations for very good responsiveness and enhanced braking torque regulation. Combined with an approach that offers a complete, functionally optimized wheelend including friction pairing and actuator, Synact sets the standards for the vehicle generations of the future as well as paving the way for the automation steps to be expected in the coming years, such as platooning. Synact lays the foundations for a complete modular system that will enable the brakes to be equipped with various functionalities in line with customer requirements. In addition, Synact clears the way for further advances in terms of automated driving. Customer benefits for vehicle operators and manufacturers Along with advantages in active safety, Synact offers tangible customer benefits including longer service life, lower weight and easier maintenance. Synact also provides the basis for the advanced future connectivity of mechanical and electronic brake components. As well as replacing purely mechanical functions with mechatronic ones, the developers at Knorr-Bremse are planning to provide sensor-based condition monitoring for the entire wheelend. More braking torque, less weight Thanks to the optimized design of the caliper and backing plate and the ingenious structure of the internal mechanics, Synact enters a new dimension in terms of power-to-weight ratio. Braking torque has been increased by eleven percent and at the same time weight has been reduced by some ten percent. Further benefits are generated in conjunction with the complete wheelend – brake, disc, pad and actuators – through the use of the optimized flat SD disc, for example. Compared to conventional disc designs, this not only saves additional weight – thanks to their special design, these discs also show less deformation at extreme temperatures, develop fewer heat cracks and ensure more even use of the friction mass, making for optimum wear and thus an even longer service life.

GM's 2017 heavy duty diesel trucks to get 910 lb-ft of torque Auto Blog / September 24, 2016 According to Truck Trend, GM's newest heavy duty pickup trucks will pick up quite a bit more power and torque. The publication spotted a recent GM Powertrain ordering catalog that had the engine specs for the 2017 model year and managed to get some screenshots before the catalog was taken down, and they can be viewed here. The screenshots revealed that the 6.6-liter turbodiesel V8 powering the Silverado and Sierra heavy duty models will boast 445 horsepower and 910 lb-ft of torque. This is a substantial gain over the current models' 397 horsepower and 765 lb-ft of torque, and as Truck Trend points out, it exceeds the Ford Super Duty line's horsepower output of 440, but comes short of the 925 lb-ft rating. Truck Trend credits part of this output gain to the new intake system GM will introduce on the 2017 heavy duties. The intake gets 60 percent of its air from a scoop on the hood, with the other 40 percent coming from behind one of the front fenders. GM doesn't reveal horsepower figures in the press release about the scoop, but it does say the cooler air helps with maintaining the engine's output, and that the scoop does produce a ram-air affect, providing more air at speed. As we know, more air plus more fuel equals more power, but there's likely more to the power increase in this engine than only the intake.

Truck Trend / September 24, 2016 The ever-escalating diesel horsepower and torque race appears it’s in full force, if figures found on the GM Powertrain site are any indication. Technically, the site is in the public domain, but is generally only visited by dealers. We were able to get a screen grab of the figures before GM had a chance to pull them down. As you can see, the figures for the next-generation L5P 6.6L Duramax V-8 are clear to see – 445 hp at 2,800 rpm and 910 lb-ft at 1,600 rpm. This gives the L5P a 5 hp edge over the 2017 Super Duty’s 6.7L Power Stroke, and 15 lb-ft less peak torque. But being this close to 1,000 lb-ft, who’s counting? This temporarily puts Ram third in the torque race, a position it once held in first place with 900 lb-ft. So far, GM has revealed a new two-path intake system for the L5P, allowing it to ingest greater quantities of air. We now know that extra air has been used to good effect. The only other information revealed in the powertrain guide is that the 103 x 99 mm bore and stroke dimensions and 16.0:1 compression ratio remain. We’ll have to wait until next week for specs such as peak boost. .

Commercial Motor TV - sponsored by DAF Trucks / September 25, 2016 .

Mercedes-Benz talks Urban eTruck: Mike Belk Interview Commercial Motor / September 25, 2016 .

Scania Group Press Release / September 26, 2016 Scania Site Optimisation can help mine operators identify waste in their work processes, before offering a range of solutions to boost logistical flows that can be tailored to the customer’s needs. With mine operators around the world facing overcapacity and low commodity prices, their need for ‘lean’ efficiency measures is becoming crucial. Now Scania, which has more than doubled its output per employee in production over the last twenty years, can bring its experience of lean production in truck manufacturing to the mining sector. “Scania Site Optimisation is a framework of tools and methods which identifies inefficiencies in logistical flows,” explains Björn Winblad, Head of Scania Mining. “We are able to find and target bottlenecks in those flows using information relayed to us from communication units in each vehicle. That helps us map the flow in the mine – such as where the trucks load and unload – and provide us with data that we can analyse.” “Based on our analysis, we can provide the customer with a choice of services, products and actions to help them improve efficiency. We believe that Scania Site Optimisation could have a huge positive impact on a mining operator’s bottom line.” A truly holistic approach Scania Site Optimisation measures and evaluates production performance factors in five aspects, all of which are issues commonly faced by the mining industry: Time (e.g. cycle time, uptime, queues of trucks, etc.) Road (e.g. route design, maintenance issues, etc.) Load (e.g. equipment matching, overloading, spilling, etc.) Safety (e.g. overspeeding, etc.) Sustainability (e.g. fuel consumption, emissions, etc.). Customers can then choose from a full range of solutions according to their individual needs, whether it be data reporting, advisory services, improvement services, or even the outsourcing of the management of parts of their whole transport operation to Scania. “We are leading the way with this holistic approach,” says Winblad. “And we can also use our expertise and smart solutions from other industries, such as long haulage transport or bus transport, and apply them in mining. The services that Scania Site Optimisation can incorporate are all individually tried and tested modules that already exist.” Launching at MINExpo, but proof of concept already achieved Scania Site Optimisation is being unveiled during MINExpo, the world’s largest mining and equipment exhibition, which is held every four years in Las Vegas. The 2016 MINExpo will take place 26–28 September. Scania has been trialling this new concept for the past couple of years at various sites around the world, and customers have discovered its potential for efficiency improvements. .

More bus travel needed to reach climate target Scania Group Press Release / September 23, 2016 Time is running out and immediate action is required to fulfil the Paris climate target of no more than a two-degree global warming. At IAA, Scania outlined three cornerstones that are crucial for achieving sustainable transport: Smarter transport to make public transport an attractive alternative to passenger car travel through, for example, rapid bus systems, Energy savings by a host of measures, including electrification, Replacement of fossil energy with renewable energy with the increased use of alternative fuels. Scania’s three buses on display at IAA all contribute to this end. Jonas Kempe and Anna Carmo e Silva, Scania Buses and Coaches, outline how these buses contribute to the shift towards more sustainable transport. .

Connected services simplify driving Scania Group Press Release / September 23, 2016 With the new truck generation ­Scania ­introduces several useful connected ­services. Building on its innovative data platform and high-speed communicator, Scania initially releases two services that will simplify work on the road for drivers. Remote Heater Control is a long awaited service for harsh winters. Instead of starting the workday with mittens when entering a chilly cab, drivers can look forward to comfortable temperatures from the outset. Thanks to the app available for IOS and Android, ­drivers can remotely set the desired climate well in advance from their mobile phones. In anticipation of a cold spell, the driver and the transport operator can remotely access, ­control and programme heaters in needed trucks. Fleet owners can easily start heaters in all their vehicles from the Scania Fleet Management Portal. Messaging, Address Book and Routes will facilitate communication between the driver, the transporter and the customer. With the Scania Fleet Management app ­connected to the new audio system touch screen display, information from the transport operator’s dispatch systems can be instantly transmitted to the driver as a chat. The transport planner can send loading and delivery location details. As these are sent, the optimal route is calculated by the onboard navigation system and displayed with the estimated time of arrival. The latter can then be conveyed to the customer. “Thanks to the integration of Scania’s C300 communicator with the media and climate systems, we have a host of new highly functional applications in the pipeline that will make owning and driving Scania trucks even more ­attractive,” says Mikael Stavaeus, Project Manager for ­Product Integrated Services. .

Scania’s application-focused solutions: Optimised customer profitability is Scania’s goal Scania Group Press Release / September 21, 2016 Scania is further developing its approach to and dialogue with customers, with a focus on each customer’s individual needs for specific applications. Connected vehicles that are optimally adapted for different assignments and supported by related services are the cornerstone of Scania’s solutions. Scania Maintenance with Flexible Plans is a unique service that ensures precisely the right maintenance as well as increased vehicle availability. Scania is redefining the truck industry’s definition of ’premium’ with its focus on providing customers with optimal conditions for sustainable profitability, including looking at how customers’ earning capacity can be optimised. Scania is placing particular focus on integrated related-services such as Driver Services (driver coaching) and Fleet Care (operation and maintenance of fleets). Scania’s goal is to become the leading partner in the development of sustainable transport solutions. The recently introduced new generation of trucks is clear evidence that Scania is taking this challenge seriously. In addition to the new product range itself, Scania is introducing tailor-made solutions for 36 different applications as part of its efforts to always be able to offer customers the most sustainable solutions for every type of transport assignment. Valuable information is continuously being obtained from the more than 210,000 connected Scania vehicles that are currently in service. With the introduction of our new truck generation, we’re placing an even greater focus on the opportunities for connected European customers to earn money through their investment in solutions from Scania,” says Christopher Podgorski, Senior Global Vice President, Scania Trucks. “Our focus on applications, integrated solutions, modularisation, and user-based data make us the industry leader. With help from these tools, our salespeople – in dialogue with customers – can tailor optimised solutions with the potential for optimal profitability for all types of driving assignments.” Scania views every truck as a production unit – the better suited it is to its unique duties and the more supported it is by tailor-made services, the bigger the haulage company’s potential to get a return on its investment. The haulier’s results are affected by a range of factors. Some of them are relatively simple to identify and influence. Others are controlled by circumstances beyond their own control or seem insignificant at first glance, despite the fact that over time they can have a major influence on both costs and revenue. “We have the insights and experience needed to create optimised solutions,” says Podgorski. “Because Scania also has access to crucial information such as actual operational data from real vehicles, our way of working gives powerful leverage to our customers in the form of optimised solutions that take in everything from usage-based maintenance, to finance and insurance. The effects of digitalisation The ongoing shift to digitalisation and the steady increase in access to decision-making data – including operational and performance data – means that Scania can be proactive and innovative. From an ocean of information, Scania chooses and analyses relevant data for each application and driving activity. “We are fast entering a world where services and smart management of information form the basis of profitability,” says Podgorski. “Many in the transport industry are still working with a strict focus on costs, with the vehicle’s purchase price a typical factor. In cases like this, it’s important to remember that things such as earning ability – which is largely controlled by how optimised the vehicle is for its particular duties – have a far greater impact on whether there’s a profit or a loss for the business.” A good example of the way that Scania uses its accumulated knowledge is the newly developed sales support system. It distills the company’s collective knowledge regarding trucks, optimised transport solutions, and industry conditions as well as actual customer needs for different applications. This work tool is the result of many years’ work involving collating, analysing and spreading Scania’s significant know-how regarding the multifaceted truck and transport industry. Scania was one of the pioneers of connecting all vehicles for purposes such as optimising usage and availability. Scania has also been at the forefront of improving the process around getting bodywork in place on vehicles. One key step was launching a site in the summer of 2016 with a focus on supporting body builders. Another decisive step was Scania switching to CAN-bus technology, which greatly improves the potential for configuring and controlling body building and related functions. ”We are working constantly to improve the outlook for customers,” says Podgorski. “Access to real-time data is extremely hot right now, as it means you no longer have to guess when it comes to the vehicle’s position, its maintenance needs, or its actual fuel consumption. In short, a partnership with Scania means that haulage operators are better placed than ever before to improve profitability.” Flexible maintenance plans One of the best examples of this is Scania Maintenance with Flexible Plans, a service that was initially offered across the whole of Europe a bit more than a year ago. That process is almost complete now that the new generation of trucks has been introduced. With all new trucks connected, the basis for the service is how these vehicles are used – and not the traditional mileage counts or calendar-based approaches – controls how they should be serviced under the maintenance contract that Scania and the customer draw up together. “Scania Maintenance with Flexible Plans is the latest and the main contribution to the ecosystem of services – both physical and digital – that we offer and which is crucial to being able to operate businesses that are sustainable in the long-term,” says Podgorski. ”Being able to tailor complete and individual solutions, including things like service and financing, is crucial in our industry. It’s here that the conditions for either profit or loss are created in the only operation the customer really cares about – their own.”

Truck of the Year attracts thousands at IAA Scania Group Press Release / September 22, 2016 Scania welcomes visitors to the IAA 2016 with its recently-launched new truck generation. Already on the opening day, thousands flocked to see the new Scania S-cab, which has just been rewarded with the Truck of the Year prize. Visitors will also enjoy the new R-cab in the new range. Meanwhile, Scania recognises the need for a variety of drivelines and alternative fuels for optimal fuel economy and to meet climate targets. On the stand is the Scania LNG – liquid gas – truck, which is gaining ground for medium-distance haulage operations. Another alternative for city distribution is Scania’s hybrid truck. The impressive Scania Crown Edition highly specified timber truck is another eye-catcher. Sales and Marketing’s Björn Fahlström provides an overview of Scania’s line-up at IAA 2016. .

Scania Group Press Release / September 21, 2016 Scania has once again won the prestigious “International Truck of the Year” award. The jury’s motivation emphasised the new truck generation’s driver comfort, safety aspects and its positive impact on haulers’ overall economy, among other factors. “The award is the leading recognition in the industry that all our engineers and in practice the entire Scania organisation have done an excellent job,” says Henrik Henriksson, Scania’s President and CEO. “Our goal is to always meet our customers’ expectations and needs and the jury’s motivation is a clear confirmation that we have also followed the right approach with the new truck generation.” The jury, which is today composed of 25 leading European trade press journalists and chaired by the Italian automotive journalist Gianenrico Griffini, wrote the following in its motivation: “With its new range, Scania has delivered a truck that represents a real “state-of-the-art” offering in the heavy duty segment, capable of satisfying not only today’s but also tomorrow’s transport needs.” The IToY jury also highlighted Scania’s tailored service offering, which is based on the fact that more than 200,000 connected Scania vehicles are out on the roads. The award is for the S series − the new sleeper cab with a flat floor that is mainly intended for long-haulage trucks and that Scania has just introduced within the framework of its new truck generation. “The S cab, with its flat floor, offers a truly car-like driving experience,” says Griffini. Besides offering exceptional comfort and unrivalled space, the S cabs can also be fitted out with dual side curtain airbags, a safety feature, which Scania is the first in the truck world to be able to offer. “The new truck generation, which will be honoured was developed by our 3,500 engineers in Södertälje together with other Scania employees and in close dialogue with our customers,” says Henriksson. “The award shows that Sweden is still a leading industrial nation and that we can compete in the world markets.” Scania’s investment in the model range is the largest ever in the company’s 125-year history. In total, SEK 20 billion has been invested in the development of new products and services, including in the adjustment of production. Photo gallery - https://www.scania.com/group/en/scanias-new-truck-generation-honoured-the-s-series-elected-international-truck-of-the-year-2017/ .

Scania Group Press Release / September 21, 2016 In Scania’s new truck generation, the news under the cab floor are as impressive as that above it. With the innovative powertrain improvements, fuel consumption is further reduced by three percent, significantly contributing to the overall savings of five percent. Changes include a reworked combustion chamber and new injectors. The generally higher working temperature and the fact that the oil cooling is thermostatic contribute to additional savings. The cooling fans – which in some cases have a greater diameter – are now directly driven without energy wasting upshifting. Thermostatic oil cooling saves fuel since the oil retains an optimum temperature, even at a lower power outlet and in low outdoor temperatures. Moreover, Scania introduces a layshaft brake system as standard in automated Scania Opticruise gearboxes. Instead of, as in most conventional gearboxes, using synchro rings to synchronise the different speeds of the layshaft and main shaft in the gearbox during gearshifts, Scania uses a lay shaft brake when upshifting. This is possible thanks to Scania’s approach with fully integrated powertrains and means that the shafts synchronise with each other significantly faster and that the next pinion – i.e. the next gear – can engage almost immediately. Thanks to the lay shaft brake, Scania’s most popular long-haul truck gearbox shifts up a gear in 0.4 seconds, nearly halving gearshift time. Not only is the actual gearshift time shorter but that also helps maintain turbo pressure. Therefore, the vehicle will upshift into the next gear with greater power, while feeling smoother than before. This feature will lead to both better handling when driving under tough conditions and better performance in all types of road driving, including the actual starting torque at take-off. “This technology is hassle-free, and it makes a big difference in driving experience and performance,” says Magnus Mackaldener, Head of Transmission Development. Minute news is big news Imagine forcing a miniscule drop of .0004 litres of diesel with a pressure of 2,100 bar through ten holes of a fuel injector nozzle, each hole with a diameter of two-tenths of a millimetre or roughly 2–3 strands of human hair. That is precisely what the high pressure fuel injection system in Scania’s new truck generation does some 500–1,000 times per minute. Increasing the injection rate combined with a greater flow helps to optimise combustion and thereby reduce fuel consumption. Despite the unbelievably minute dimensions, the system has been further improved to allow a greater liquid amount and more evenly distributed fuel spray into the cylinder. “To reach optimal engine efficiency, while considering fuel consumption, our primary objective when designing the new fuel injector was to be able to provide the exact amount of injected fuel at a faster rate, whilst maintaining exceptional reliability and durability,” says Stephen Conway, Head of Fuel Injector Performance. .