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Scania Group Press Release / February 12, 2020 Norwegian wholesaler ASKO is deploying two battery electric Scania distribution trucks in its operations in Oslo, Norway. This pilot marks another milestone in the cooperation regarding electrified solutions for heavy transport between Scania and ASKO. The results from Scania’s hybrid vehicles using electric mode in city centres are positive, so it makes sense to start with fully electric battery-powered trucks in city distribution. With the battery technology that is currently available, battery electric trucks need to drive shorter distances and be able to recharge batteries. In city distribution, this can be done while loading or unloading goods. The two trucks that will go into ASKO’s operations have a battery capacity of 165 kWh, giving them a range of 120 km, and are charged by 130 kW cable charging. “In the long run, electrification will be key to achieving a sustainable transport system for heavy vehicles as well. On the journey, it is as important as ever to work with customer-near development to understand the impact on the customers’ full operations, not only making sure that a technical solution works and the electricity that charges the batteries is sourced from renewable energy. That is why we are pleased with yet another important project together with ASKO,” says Karin Rådström, Head of Sales and Marketing at Scania. Scania is continuing to invest in and develop electrified solutions and it will not be very long until we reach a tipping point where electrification for heavy transport will become a sound stand-alone investment for our customers. However, we are not quite there yet. This project received financial backing from Enova, which is a state enterprise owned by the Ministry of Climate and Environment in Norway. “Scania has taken an active part in the development of batteries and battery cells, in our own research, through partnerships and with customers. It is an area where we expect significant progress in the next few years, including improvements that will cater for varying transport assignments while keeping the total cost of ownership for our customers in mind,” says Rådström. As always, Scania’s work is based on a modular approach. In the battery electric trucks deployed in ASKO’s operations, the internal combustion engine in the powertrain is replaced by an electric machine, powered by rechargeable batteries. Scania’s approach to electrification involves researching and developing a broad palette of solutions. This includes different kinds of bio-fuelled hybrid-electric technologies, as well as fully electric trucks and buses. Scania also works with electric vehicles that can be charged in different ways, ranging from plug-in charging, to pantograph-charging standing still or on the move through electrified roads, or charging through hydrogen-powered fuel cells. FACTS ABOUT THE TRUCK: Gross Vehicle Weight: 27 tonnes Configuration: 6×2*4 Powertrain: 290 kW electric machine/245 kW continuous output, 2-speed transmission, 2200 Nm peak torque Energy storage: 165 kWh Li-ion batteries Charging: Max power 150 kW DC (CCS) Range: 120 km Electric PTO: 15 kW Read about electrification at Scania: www.scania.com/electrification .

Daimler Press Release / February 12, 2020 Vähälä Logistics can rely on the new Actros, even as temperatures reach minus 40 degrees Extra-long "high-capacity truck" Frost is no problem for the MirrorCam Clear view thanks to powerful camera and minimal soiling of the MirrorCam Oulu – Minus temperatures and icy roads, short days and poor visibility: Winter presents both the trucks and their drivers with a particular challenge. Finnish transport company Vähälä has 65 of their own trucks and is putting their trust in the new Actros for their daily routines in the extreme conditions of Finland which are unmatched across the rest of the continent. The Finnish winter has days that start with temperatures slightly above freezing, which will then reach minus 40 by the time drivers arrive at the northern provincial capital of Rovaniemi in the evening, having travelled a good 900 kilometres from the south of the country to get there. “We’re delighted with the new Actros,” says Ville Vähälä who is at the helm of the family business, now managed by the third generation. The 42-year old was one of the first customers in Europe to have used the vehicle as part of long-distance road testing. The vehicle has since become an integral part of the company fleet. Operated on a multi-shift basis, the annual mileage is an impressive 250,000 to 300,000 kilometres. Operation as a “high-capacity truck” – not a problem thanks to the MirrorCam Vähälä uses the Actros 2663 as a “high-capacity truck” with two semitrailers. Trailers like these, reaching up to 34.5 metres in length and weighing 76 tonnes in total, have only been permitted in Finland since the start of 2019. And the new Actros appears to have been perfectly designed for this role. Finnish law dictates that any towing vehicle with a train length of 28 metres or more must have a digital camera system – something the new Actros includes as standard with the MirrorCam. The MirrorCam has replaced the main and wide-angle mirrors on the outside of the truck with two compact, streamlined camera arms on the roof frame. The images captured are transmitted to displays on the A-pillars in the driver's field of vision. The system thus provides assistance when navigating bends, for example, whereby the image of the curve inner moves in accordance with the vehicle's own movement. The driver thus always has the end of the trailer in their sights. Plus, the large display switches to a wide-angle mode when reversing, thus providing the driver with a better overall view. Powerful cameras, minimum soiling – a real bonus during the winter months All truckers generally benefit from these features. However, those truckers looking to safely navigate the poor visibility of Finland's dark and gloomy winter days, particularly with an extra-long truck, certainly appreciate this additional support. The MirrorCam provides even more benefits, especially during the winter months. The system functions reliably in all weather conditions as the camera lenses are heated once temperatures drop below 15 degrees. Furthermore, the intensity of the light means the MirrorCam ensures good visibility even at night. And, the compact design of these cameras means they are far less prone to getting dirty, for example from slush. Support from Active Drive Assist in all speed ranges In addition to the MirrorCam, the new Actros boasts a number of other innovative features – certainly a valuable asset when faced with challenging winter conditions. The new Active Drive Assist, for example, which supports the driver when braking, accelerating and steering in all speed ranges. Or Active Brake Assist 5, the latest generation of the emergency brake assistant. An improved version of the Predictive Powertrain Control, the intelligent cruise and transmission control, has been included in the new Actros. With additional map material, it is also practical for inter-urban routes. A big plus for those navigating the sparsely populated regions of Finland, in particular. Not forgetting the new Multimedia Cockpit with its two new digital displays and convenient intuitive operation. Low fuel consumption leverage fully utilised Predictive Powertrain Control not only increases safety but also fuel efficiency – a particularly important aspect for Ville Vähälä. “Mercedes has certainly reached new heights here with this feature.” Further leverage here includes the economical Euro VI engines, finely tuned drivetrain configurations and further improvements to the aerodynamics, thanks in part to the absence of outside mirrors. Vähälä's 65 trucks travel a total of eight to nine million kilometres every year. The reduced fuel consumption is thus noticeably reflected in diesel costs. Reliable operation with Mercedes-Benz Uptime Long distances covered in often adverse weather conditions, through sparsely populated regions and with customers who can’t tolerate downtimes: circumstances that demand nothing less than maximum reliability. Since the purchase of his first Actros in 2006, Ville Vähälä has only had positive experiences with Mercedes-Benz. “We can cover up to 150,000 kilometres between two service appointments – that's extraordinary.” Not only does the new Actros boast a particularly solid and durable design, it is supported by sophisticated axles, frame components, chassis and suspension components, as well as an operations-oriented braking system. Vähälä also makes the most of the comprehensive truck services offered by Mercedes-Benz. “All of our trucks are covered by Service Contracts and are fitted with Mercedes-Benz Uptime. We have no need for our own workshop any more,” he explains. Long journeys and extreme weather conditions characterise Finland's transport market Vähälä Logistics, with its headquarters in the northern Finnish city of Oulu, has around 200 trucks in operation. This also includes vehicles from subcontractors. Two-thirds of the company's 65-strong fleet of trucks are made by Mercedes. Their freight ranges from pulp for paper manufacture to medical products, not to mention foodstuffs for supermarkets. Another important pillar is the transport of cargo on behalf of DB Schenker. Vähälä functions as a national network partner of the German logistics giant. Finland's transport market is certainly a challenging environment. For a country almost as big as Germany, it only has 5.5 million inhabitants, most of whom live in the southern and western regions. Nevertheless, goods need to be regularly transported to the most remote parts – regardless of the weather! Video - https://media.daimler.com/marsMediaSite/en/instance/video.xhtml?oid=45604371&ls=L2VuL2luc3RhbmNlL2tvLnhodG1sP3JlbElkPTEwMDEmcmVzdWx0SW5mb1R5cGVJZD0xNzMmb2lkPTQ1NjA0MTAzJmZyb21PaWQ9NDU2MDQxMDMmYm9yZGVycz10cnVl&rs=1 .

IVECO Trucks Press Release / February 11, 2020 IVECO has won the prestigious iF DESIGN AWARD 2020 for the IVECO S-Way in the Automobiles/Vehicles Category of the Product Discipline. Recognised as a symbol of design excellence, the annual award competition is organised by iF International forum Design GmbH, one of the oldest independent design institutions in the world. The IVECO S-Way was selected by the international jury of 78 independent experts from 7,298 entries submitted from 56 countries. The criteria for selection were the degree of innovation and elaboration, looking at the product’s uniqueness, execution and workmanship; functionality, including usability, ergonomics, safety; aesthetic and emotional appeal, spatial concept; corporate responsibility in terms of production efficiency, consideration of environmental standards and carbon footprint, social responsibility and universal design; and positioning of the product. Thomas Hilse, IVECO Brand President, stated: “It is an honour to receive such a prestigious award. It is an important recognition from an authoritative independent jury that we have achieved our aim: redefining the idea of customer centricity with a vehicle that uses design and the latest innovations in connectivity and automation to provide a complete solution that will make our customers and drivers unstoppable.” The IVECO S-Way perfectly meets the criteria: its cab is entirely redesigned around the driver’s and owner’s needs. The cab design provides drivers with first-rate living and working conditions while addressing their safety. It provides a complete package of features developed with a focus on driver centricity, sustainability and a new, extended level of connectivity – everything logistics operators need to ensure their fleets top-level uptime, efficiency and productivity in order to succeed in today’s fiercely competitive market. IVECO S-Way design intent is extremely focused in translating technical and aerodynamical features in a harmonious and integrated body capable of communicating at the same time technology and power, dynamism and balance, refined aesthetic and quality. IVECO S-Way is characterized by all the styling cues that identifies the IVECO DNA such as the logo dominating the highly detailed and strongly identifying grille, the sharp headlamp sight, and the precious surfaces and balanced proportion typical of the Italian design heritage. The vehicle expresses his best in the aesthetical integration of the several components typical of his architecture: the front hatch and the bumper area share the big grille in order to hide the strong division line between the cab and the chassis, while the corners wrap around the vehicle giving a refined sense of continuity between the front and the side of the truck. The upper roof, designed to maximize the interior living space, contributes to the front size impression giving strength and stability. The exterior design is strictly driven by aerodynamics, the air intake beside the headlamps regulate the air pressure along the lower side, cleaning the turbulences generated by the wheels, while the rounded cab corner guides the airflow smoothly along the upper side. IVECO S-Way has been developed also as a first in class living and working space. The position of the cab floor is optimized to reach a perfect balance between easy accessibility (just 3 steps are needed to get in) and easy walk through (the engine tunnel is very low, allowing easy movements in the interiors. The living space is also maximized thanks to the new roof profile, dimensioned to allow easy in-cab movements in standing position. .

Scania's success came from the decision to use a modular approach to truck design.

Scania Group Press Release / February 11, 2020 This Scania archive film tells the story of the development of the Scania 2-series, or GPRT range, which was Scania's first fully modular truck range. The first model in the range was the bonneted T truck, unveiled in April 1980. The complete range, based on four cab types, was unveiled in December 1980. The new range was divided into three main duty classes: M (medium duty), H (heavy duty) and E (extra heavy duty) based on the use of the truck. The new truck range achieved what can almost be called perfection when it comes to modularisation. From a limited number of main components, Scania was able to create an almost limitless number of truck variants, adapted to the special needs of individual customers. .

Today was very special for us as we delivered the very first production DC-64R chassis to our valued customer WCA Waste! We are so grateful to have the pleasure to host President & CEO Bill Caesar, COO Matt Spencer, Purchasing Manager Twila Davis & VP of Fleet Jason Saunders, whose insights were invaluable to us throughout the development of this incredible new conventional cab roll-off truck! So proud of and thankful for our dedicated Autocar team. Always Up - Autocar Trucks .

You're right of course, but in year 2020 that's all in the distant past. The HX is an impressive option today in vocational.

No Mark, not at all.

Unheard of. I hope the company is speaking up to Volvo about it.

You're welcome! We aim to please. "If " Watts doesn't have them, and/or can no longer obtain them from Mack (Volvo), then Google search. Try Watts first. for an original Mack kit. https://www.google.com/search?ei=xFBBXoPYHa-DytMPp-uRmAg&q="301SQ32B"&oq="301SQ32B"&gs_l=psy-ab.12...7157.9913..13243...1.0..0.122.253.2j1......0....1..gws-wiz.BqPvKyzK8gA&ved=0ahUKEwiDyqiVgsfnAhWvgXIEHad1BIMQ4dUDCAo https://www.rockauto.com/en/moreinfo.php?pk=201040

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After buying 10.8 percent of Cummins in 1990, Ford should have gone ahead and bought the rest, rather than selling their stake in 1997*. Likewise, Ford should NOT have sold the superb new HN80 range to German foreign aggressor Daimler in 1997. ______________________________________________________________ * The New York Times from Bloomberg News / January 4, 1997 The Cummins Engine Company said yesterday that it had bought back 1.3 million of its common shares from the Ford Motor Company and would repurchase 1.7 million more shares on the open market. The company also said that Kenneth R. Dabrowski, a vice president at Ford, had resigned from Cummins Engine's board, as planned under a 1990 investment agreement with the auto maker. Cummins, a maker of diesel engines, said it would issue 3.75 million shares of its common stock to an employee benefits trust. The stock would be used to finance employee retirement savings programs. In New York Stock Exchange trading, Cummins Engine rose $1.25, to $46. After the purchase from Ford, Cummins has about 38.2 million shares outstanding.

At Ford, bad numbers, exec moves play on repeat Michael Martinez, Automotive News / February 9, 2020 Amid a growing sense of urgency within Ford, CEO Jim Hackett last week again shuffled his senior leadership team. The shake-up followed another round of dismal financial results. DETROIT — After nearly three years into Jim Hackett's tenure, the Ford Motor Co. CEO's sweeping fitness plan has yet to produce the positive financial results he has promised, and the automaker served notice last week that its turnaround remains at least another year away from bearing fruit. Amid a growing sense of urgency within the company, Hackett last week again shuffled his senior leadership team, promoting Jim Farley to be his COO — and heir apparent — while parting ways with a seasoned manufacturing guru and dealer ally in Joe Hinrichs. The executive shake-up, coming as Ford enters a crucial stretch of high-profile product launches, followed another round of dismal financial results that prompted Ford's stock to drop the most in nine years. Hackett has indicated that his restructuring efforts would take time, but even he has been critical of the financial results produced during his tenure. Net income dropped from $7.7 billion in 2017, a performance he labeled unsatisfactory, to a "mediocre by any standard" $3.7 billion the following year, before plunging 99 percent in 2019, to just $47 million. "Simply not nearly good enough," Hackett concluded after a fourth quarter in which General Motors weathered a lengthy UAW strike and still outperformed Ford. "Not OK," CFO Tim Stone said. Now Ford is tasked with navigating numerous product introductions, including the next-generation F-150 pickup coming this year, without the aid of Hinrichs, who was instrumental in launching the aluminum-bodied F-150 in 2014 and helped minimize the damage from a 2018 supplier fire that crippled F-150 production for a week. "Those new products don't just blossom overnight," said Bob Tomes, owner of Bob Tomes Ford in McKinney, Texas. "Joe had a lot of input into Ford's direction, and he was a very capable person." Under Hackett, Ford has slashed jobs globally, revamped its product portfolio and changed its management structure in an effort to build a more lean, quick-thinking company. It has leaned into mobility ventures and autonomous vehicle technology in the hopes of being a leader in the future and developing a higher-margin business. "We're now in execution mode," Hackett said. "What the company needs is to come together behind this vision." Hackett is targeting 8 percent operating margins on the company's global automotive business and 10 percent margins in North America, or roughly double what the company has achieved recently. Meanwhile, Fiat Chrysler Automobiles posted a 10 percent North American margin in the fourth quarter. "Jim Farley is the right person to take on this important new role," Hackett said. "Jim's passion for great vehicles and his intense drive for results are well known. He also has developed into a transformational leader with the imagination and foresight to help lead Ford into the future." Farley, 57, who joined Ford in 2007 from Toyota Motor Corp., will retain his roles as head of Ford Smart Mobility, the company's autonomous vehicle unit, and of Ford's partnership with Argo AI, an autonomous technology company in Pittsburgh. Ford is preparing to launch an autonomous vehicle for commercial businesses next year. "We have all the foundational elements of this transformation," Farley said. "Now it's go time." Broad respect Hinrichs, 53, had been Ford's top operations executive since 2017 — when Hackett took charge as CEO — after five years as president of the Americas. He is well respected in Ford's factories and among dealers and was seen by many as a likely successor to Hackett. He has had broad authority over Ford's automotive operations, including product development, and helped the automaker come to terms on a new four-year labor contract with the UAW. Hackett called Hinrichs a "really good friend and accomplished global leader" who was "instrumental" in helping Ford survive the Great Recession and also played vital roles dealing with labor, manufacturing and trade. "To a person, he was beloved," Hackett said. "Joe's going to have a wonderful career. But everybody believes the momentum that we're talking about building here is the right thing to do." Ford's disappointing 2019 earnings were a result in part of the botched launch of the redesigned Explorer crossover, one of the company's most profitable nameplates, but Hackett said Hinrichs' departure was "not tied to that at all." Hinrichs also holds Ford's seat on the board of directors at electric vehicle startup Rivian. A Ford spokesman said no decision had been made on replacing Hinrichs in that role with another executive. Ford invested $500 million last year in Rivian and plans to use its technology for an upcoming Lincoln EV. Still, many dealers said they were generally upbeat about a chance to work more closely with Farley, whom they credit with positive changes to Ford's Europe operations. "Jim's a great innovator," said Tomes, the Texas dealer. "He's a great hands-on person. I think it portends a positive, upbeat future for Ford, its products and its dealer body." Ford is working to improve its results even as the auto industry is bracing for a possible downturn or recession in the coming years. U.S. new-vehicle sales are expected to fall below 17 million this year for the first time since 2014, even as rising transaction prices help pad revenue and profit. "There were those that thought 2019 wouldn't be a good economy, but it was, and [Ford] only did OK in North America," David Kudla, CEO and chief investment strategist with Mainstay Capital Management in Grand Blanc, Mich., told Automotive News. "They have to make hay and execute now and take advantage of the good economy because we know we have some leaner times to come." Investor impatience Analysts grumbled, and Ford stock tumbled, after executives warned of financial headwinds in 2020 from upcoming launches, including the F-150, the revived Bronco SUV and the new Mustang Mach-E electric crossover. Ford's projections of $2.4 billion to $3.4 billion in adjusted free cash flow and adjusted earnings of $5.6 billion to $6.6 billion fell short of analysts' expectations. "We're looking at guidance ... that doesn't give you a warm, cozy feeling," Kudla said. "I'd like to think they're setting Wall Street up for an underpromise, overdeliver earnings surprise. That kind of guidance is disconcerting." Investors, who chided Hackett in his early days at Ford for providing scant details of his turnaround plan, again criticized him last week for a lack of transparency about the company's expectations this year. "Not quantifying, that makes it very challenging for us to really assess what you're facing," Rod Lache, an analyst with Wolfe Research, said on Ford's earnings call. Morgan Stanley analyst Adam Jonas, who has publicly sparred with Hackett on past earnings calls, echoed Lache's push for details. "We are certainly used to management teams giving their best guess, particularly at a time when there is so much pressure and when the stakes are so high," Jonas said. A day later, after GM executives spoke at an investor day held by that automaker, Jonas took another dig at Ford. "I noticed that you were videotaping today's investor day. It'd be great if someone could send that tape to Ford in Dearborn," he told GM CEO Mary Barra and others. "I'm serious. I'll hand-deliver it myself to them if you don't send it to them. ... You are executing." ________________________________________________________ Executive moves effective March 1: Joe Hinrichs: Retiring as Ford's president of automotive Jim Farley: Promoted to COO from his previous role as president of new business, technology and strategy; retains roles as head of Ford Smart Mobility and Ford Autonomous Vehicles Hau Thai-Tang: Remains chief product development and purchasing officer while adding responsibility for Ford's Enterprise Product Line Management and connectivity arms

Take the money and run, Navistar Joe Cahill, Crain’s Chicago Business / February 4, 2020 The Lisle-based truck maker is lucky to be getting any buyout offer, let alone a premium bid when the industry is heading into a slump. After years of futility, Navistar is on the verge of getting the money and muscle it has needed since emerging from the breakup of International Harvester more than three decades ago. All it has to do is accept a buyout offer from the truck unit of Germany’s Volkswagen. Last week, Traton offered $35 per share for the 83 percent of Lisle-based Navistar it doesn’t already own. Navistar isn’t commenting beyond a statement promising to “carefully review and evaluate the proposal in the context of Navistar's strategic plan for the company in order to determine the course of action that it believes is in the best interest of the company and its stakeholders.” In general, I don’t like to see local corporate stalwarts acquired by out-of-town buyers. Job losses and disinvestment usually follow. It would be especially sad to lose the last independent Chicago-area company with roots stretching back to Cyrus McCormick and his reaper. Sentimental attachment notwithstanding, Traton’s offer is the best—and possibly the last—chance to put Navistar on firm financial footing and provide its shareholders with a return on their investment in a company that has struggled to compete with larger rivals and generate consistent profits since selling off the International Harvester agricultural business to focus on making trucks and truck engines back in 1985. Navistar’s story over those years has been a tale of persistent losses, periodic missteps and consistent competitive setbacks. Undersized in a notoriously cyclical industry dominated by giants like Germany’s Daimler, which makes Freightliner trucks, Navistar lost money in 10 of the last 20 years. Last year, it reported net income of $221 million on $11 billion in revenue, down 35 percent from a $340 million profit in 2018 on $10 billion in sales. To keep afloat, Navistar resorted to restructurings and plant closings that vaporized thousands of jobs. A new round of layoffs will reduce headcount to about 12,000, down 42 percent from more than 20,000 in 2011. Investors suffered alongside workers, as Navistar shares lost 60 percent of their value since 1986. During the same period, the S&P 500 climbed 1,455 percent and rival Paccar, which makes Peterbilt and Kenworth trucks, saw its stock soar 3,206 percent. Navistar’s woes included some self-inflicted wounds. Accounting errors forced the company to restate financials and caused a brief delisting of Navistar stock. The U.S. government has joined a whistleblower lawsuit, accusing Navistar’s military equipment unit of overcharging the Pentagon. Navistar has defended its pricing as “fair, reasonable and competitive.” By far the worst blunder was Navistar’s decision to develop a new engine using unproven new technology. The engine not only failed to meet new environmental protection standards, but tended to break down. The episode triggered hundreds of millions in warranty claims and lawsuits, while shattering Navistar’s reputation with customers. Doubts about the quality of Navistar’s products will make it harder to sell a new engine the company is developing in partnership with Traton to compete with a popular offering from engine specialist Cummins. At the same time, a weak balance sheet showing a shareholder’s deficit of $3.7 billion will make it harder to ride out the next industry downturn, which appears to be getting underway. Shallow pockets also threaten Navistar’s ability to keep pace with technological changes reshaping the trucking industry. The company needs to make big investments in electric powertrains and automated driving systems. “Navistar’s been lagging in electrification and fuel cell technology,” says analyst Scott Pope of Morningstar. “They’re going to need the backing of a larger entity.” A buyout by Traton would make all these challenges more manageable. Customers likely would be more willing to consider Navistar’s new engine if it has the full backing of Traton. Combining Navistar’s annual production volume of 100,000 vehicles with Traton’s 230,000 would create an entity with greater heft to compete with industry leader Daimler, which makes 500,000 vehicles a year. Financially, a hookup would not only provide ballast for navigating cyclical fluctuations, but also give Navistar access to deeper budgets for investment in new technologies. As for the impact of a buyout on Navistar’s workforce, there’s no denying that some jobs likely would be lost. Yet the wholesale layoffs associated with many mergers seem unlikely. Traton sees Navistar as its entrée to the North American market, where it has no significant operations. It would need Navistar plants and workers to carry out its expansion here. Employees’ long-term prospects may be brighter under Traton than an independent Navistar that’s in perpetual cost-cutting mode. While the business logic of combining appears strong, price remains an issue. Traton has offered a premium of 45 percent to Navistar’s stock market price before the bid was announced. But the offer values Navistar at 7.3 times its projected 2020 earnings before interest, taxes, depreciation and amortization, below the 8-plus multiples of competitors Paccar, Volvo and Cummins. Corporate raider Carl Icahn and onetime protege Mark Rachesky, who hold a combined 33 percent of Navistar stock, may push for more money. And Navistar appears to have some negotiating leverage. The company offers Traton its only realistic opportunity to become a significant player in North America within a reasonable time frame. On the other hand, no competing bidder has emerged to push up the price. Navistar directors should leave no money on the table. But they should also be realistic about the company’s value. Navistar is lucky to be getting any buyout offer, let alone a premium bid when the industry is heading into a slump. And if Traton walks away, Navistar’s future looks a lot like its past.

SAF-Holland Press Release / November 13, 2019 When choosing between an air disc brake and a drum, take into consideration brake fade. https://www.youtube.com/watch?v=e6KDOqHWedI

Hendrickson Press Release / February 7, 2020 With its rugged, weight efficient design, PRIMAAX® EX is a severe-duty vocational air suspension that delivers advanced suspension technology for the rigorous demands of vocational, severe-service, and heavy-haul applications. The system features a robust structural design with optimized suspension geometry for exceptional stability, handling and ride. Suspension-induced driveline vibration is significantly reduced with PRIMAAX EX compared to competitive trailing-arm air suspensions, resulting in higher driver comfort and less premature wear on expensive truck and body equipment. .

If your truck, which has an FA505 front axle, was built prior to 1963, you need king pin set 301SQ32B. If your truck was built from 1963 on, then you need king pin set 301SQ45A. The same applies to front axle models FA400, 401, 500, 501 and 511.

BPW Press Release / November 4, 2019 With AirSave from BPW, you can continuously control and regulate the tyre pressure while driving. For maximum economy and greater safety thanks to optimum tyre pressure. .

Steve Brooks, Trade Trucks Australia / January 21, 2020 Freightliner Cascadia comes in two models: A 116-inch (295cm) BBC (bumper to back-of-cab) version and a 126-inch(320cm) BBC model. The trucks are manufactured in Cleveland, North Carolina, and the Detroit engine and transmission combinations made in Detroit, Michigan. What follows is an edited version of the various specifications and features as supplied by Freightliner at the recent Australian launch of Cascadia in Sydney. Engines Cascadia is powered by the latest generation Detroit engines which meet the strict US GHG17 emissions requirement and subsequently, exceed the Euro 6 standard. The engines are the DD13 and DD16 – technically similar to the 13- and 16-litre Daimler ‘family’ engines in wide use in the popular Mercedes-Benz range – using a combination of selective catalytic reduction (SCR), mild exhaust gas recirculation (EGR) and diesel particulate filter (DPF) to achieve the stringent US emissions standard. Cascadia’s engines are, however, significantly different and technically several generations ahead of the existing DD13 and DD15 units currently available in Australia, notably in Western Star and some remaining Freightliner units. The Cascadia 116 model uses the DD13 engine with a 1,300 square inch (8,387 square cm) radiator whereas the 126 uses the DD16 with a 1400 square inch radiator (9,032 square cm). DD13 ratings: 450hp (336kW) at 1,625 rpm and 1,650 lb ft (2,237Nm) at 975rpm 470hp (350kW) at 1,625 rpm and 1,650 lb ft (2,237Nm) at 975rpm 505hp (377kW) at 1,625 rpm and 1,850 lb ft (2,508Nm) at 975rpm DD16 ratings: 500hp (373kW) at 1,800rpm and 1,850lb ft (2,508Nm) at 1,120rpm 530hp (395kW) at 1,800rpm and 1,850lb ft (2,508Nm) at 1,120rpm 560hp (418kW) at 1,800rpm and 1,850lb ft (2,508Nm) at 1,120rpm 560hp (418kW) at 1,800rpm and 2,050lb ft (2,779Nm) at 1,120rpm 600hp (447kW) at 1,800rpm and 1,850lb ft (2,508Nm) at 1,120rpm 600hp (447kW) at 1,800rpm and 2,050lb ft (2,779Nm) at 1,120rpm Transmissions Eaton’s iconic 18-speed manual shifter and Detroit’s DT12 automated 12-speed are the two transmission choices in Cascadia. The automated Ultrashift-Plus version of the Eaton 18-speed is not available. Predictably, Freightliner lists the DT12 as the preferred transmission in Cascadia, built in Detroit and designed to work seamlessly with the DD engines. There are three direct-drive versions and one overdrive option, with economy and performance modes and a manual function through the paddle-shifter on the steering column. Super-slick in operation (we’ve had the opportunity to use the DT12 several times in Cascadia test units), the transmission’s features include: creep mode for low-speed manoeuvring, activated when service brakes are released but aborting if Creep mode use poses an imminent risk of clutch damage eCoast function, saving fuel by shifting into neutral when there is no accelerator input and cruise control is engaged. eCoast will not engage on grades greater than 3.5 percent an automatic hill start aid which holds the truck for three seconds to prevent roll-back Cruise Descent Control to help restrict the truck’s speed when descending a grade Intelligent Powertrain Management (IPM) is also part of the package, using topographical map information to enhance efficiency and only available with cruise control engaged. Safety features Safety is the big asset for Cascadia over its conventional competitors, based on an extensive package called ‘Active Brake Assist 5.0’, described as a fully integrated system that uses radar and camera technology and provides full braking for moving pedestrians, full braking on stationery objects, moving and stopped objects. There’s also lane departure warning and adaptive cruise control operating down to 0 km/h. Side Guard Assist is another safety initiative, using two short-range radars to ‘watch’ the left side of the truck and trailer while also providing: Lane Change Assist to detect moving objects on the passenger side of the truck Turn Assist to detect moving objects on the passenger side when initiating a turn, when stationary and at slow speeds Trailer Sweep Assist which calculates when the trailer or rear of the prime mover might come into contact with stationary objects such as power poles or traffic lights. Meanwhile, Freightliner is currently working with local suppliers to enable Cascadia’s integrated dash-mounted camera to capture footage during safety incidents, including sudden braking. Anti-skid disc brakes are standard (drums optional) while also on the standard list are traction control and electronic stability control. One surprise omission at the launch of the truck was a steering wheel driver’s airbag but according to several sources, it will be a standard feature within months as extensive engineering tests are nearing completion. However, the RollTek-equipped driver’s seat includes an in-built head airbag. LED lighting is fitted through the entire truck while there’s also an optional ‘intelligent high beam’, automating the use of high beam and disengaging high beam when an oncoming or overtaking vehicle is detected. In safety terms, no conventional truck currently on the Australian market comes anywhere near Cascadia. While not strictly in the safety stable, Freightliner says connectivity also rates high on the Cascadia credit list through the ‘Detroit Connect’ system. In addition to allowing customers to take advantage of all the normal benefits of traditional telematics features, it also offers a wide range of more advanced features including a remote diagnostic service, remote engine updates including parameter changes, engine report downloads and firmware updates. According to Freightliner, trip analysis, fuel efficiency scoring and fuel use analytics, lifetime and trip reporting, vehicle and fleet safety reporting are all available through Detroit Connect and can be accessed on the web or via an app on Apple or Android devices. Cab and sleeper Cascadia uses an aluminium cab shell and high-tensile steel doors, with Freightliner insiders here and in the US emphasising vast improvements in manufacturing processes and quality standards. There’s a strong family resemblance to the current Mercedes-Benz range in the dash and gauge layout, with controls and switchgear placed for easy use and familiarity. The standard dash trim is described as ‘subtle black with black bezels, while chrome bezels are available as is a woodgrain trim option.’ Standard seat trims include Laredo leather as well as vinyl or cloth options. Cascadia comes as a day cab or 36-inch (91cm), 48-inch (122cm), 60-inch (152cm), and 60-inch raised roof sleeper cabs. Internal features include a sleeper area with dimmable LED lighting, a range of sturdy cabinets, microwave bracing, space for a fridge and a strong flat-panel TV swivel bracket that can hold up to a 26-inch (66cm) screen. Single and double bunk options are available and all Cascadia sleepers are equipped with locally-sourced Sealy Posturepedic innerspring mattresses measuring 30 inches (76cm) across for 36-inch sleeper models and 35-inches (89cm) across for 48- and 60-inch sleepers. Sleeper vents are available, as are sleeper doors with built-in windows on 48- and 60-inch models. There is also a right-hand baggage door on all sleepers, while the 60-inch is also available with an additional left-hand baggage door. Freightliner is also introducing a battery powered HVAC climate control system as an option on all sleeper cabs. Powered by a condenser on the back of the cab, it is linked to four additional batteries and offers up to 10 hours of cooling and 34 hours of heating. According to Freightliner, popular configurations in Cascadia’s initial line-up will be: 116 with a 36-inch XT sleeper for 26-metre, 34-pallet B-double work with 860 litres of fuel, horizontal exhaust and electric HVAC system 126 with 48-inch XT sleeper for 19-metre general access single trailer work, with 1,500 litres of fuel, dual vertical exhaust and HVAC 126 with 60-inch raised-roof sleeper for stag trailer combinations, dual vertical exhaust and HVAC 126 with 60-inch raised-roof sleeper for B-double tippers with 1,800 litres of fuel, dual vertical exhaust and HVAC 126 with 60-inch raise roof sleeper for roadtrain doubles, with 1,800 litres of fuel, dual vertical exhaust, bullbar and HVAC 116 and 126 day cab units for tipper and dog duties from 19-metres to 26-metres in various configurations Drivetrain detail Exhaust: Single stack with various vertical and horizontal mount positions or frame mounted dual stacks. Fuel tanks: Square tanks and round tanks available in a wide range of sizes. In-rail battery box available to free up space for additional fuel capacity. Front axle: Meritor FG 941 or Detroit DA 16. Rear axle: Meritor MT40 and RT46 (larger axles to follow). Hendrickson’s HLM2 lift axle available. Front suspension: 16,000kg rated taper-leaf and 14,600kg rated taper-leaf. Rear suspension: Freightliner Airliner airbag at 40,000kg and 46,000kg ratings. Neway option to follow. Chassis: Freightliner reports the chassis rails have been splayed to lower the engine centre-of-gravity and allow the steering gear to be moved outwards to improve on-road dynamics. Bumper: A lightweight aluminium bumper was designed by Freightliner and is manufactured in Australia, meeting current requirements for front under-run protection. Warranty and buy-back Freightliner states it will offer the best warranty in the conventional market with Cascadia, providing coverage for four years or 800,000km, whichever comes first, on vehicles with a GCM under 110,000kg. For vehicles with a GCM of more than 110,000kg, the warranty stands for two years with unlimited kilometres. Meantime, the Detroit engine warranty is five years or 500,000 litres of fuel, or one million km, whichever comes first. Additionally, there’s the availability of the ‘Agility Guaranteed Buyback’ finance program which, states Freightliner, offers end-of-term financial flexibility on the new Freightliner Cascadia. This effectively means that when the customer’s agreement comes to an end, there’s the choice to either trade the current vehicle for a new one, retain the vehicle by paying out the agreed final payment, or return the vehicle back to Daimler. There’s also a complimentary service package which adds wiper blades and LED lamps to Freightliner’s standard service schedule. .

Greg Bush, Owner-Driver / February 6, 2020 Earls Express has some of the best looking rigs running on and off road around the country and, despite the occasional setback from the likes of Mother Nature, nit-picking authorities and certain truck reliability issues, this no-nonsense family operation is achieving positive things for the industry. Every truck owner and driver has a story to tell about how they started out in the industry. For Steve Earl, he’s straight to the point with his explanation. "I was selling cooking oil and running it out the back of my ute, then in a little truck." "Then I thought, ‘bigger truck, bigger money’. How f***ing wrong I was," he remarks with a wry grin. As you can guess, airs and graces are not part of the Earls Express culture. "There’s nothing politically correct in this place. We’re very down to earth, and very black and white," Steve remarks. "If you can’t handle being told, you don’t need to be here." Not that Earls Express has any issue with attracting the right employees. With the nucleus of Steve and his wife Kym, son Jake and daughters Jessi and Jaime, plus Jake’s wife Daniela on the front desk, this family-run business also employs 12 full-time drivers. "Anyone that works here, we tell them ‘you’ve got to be able to cop shit’," Jake chimes in. "And if you can’t cop it, don’t dish it out. If you can cop it, dish it out as much as you like. "We stir everybody up around here; it’s just the way we are." Steve and Kym have been involved in the trucking industry for approximately 40 years. Previously also spending time behind the wheel, Kym moved into the office admin side of the business when Jake, now aged 28, was born. Jake’s career starting when he was "pulling boxes of the wharf at 14". Around five years later he had his own truck, an old SAR. "I bought it out of my back pocket and it blew up two days after," he says. "The second one I bought which I had for quite a while was an ’84 W model." As far as the daughters’ roles in the business go, Jaime has a rigid licence while Jessi drives semis. Jessi, in fact, used the money made from driving interstate to finance her hairdressing and make-up course in 2018. "She would do the schooling Monday to Wednesday, and then we’d stick her in the truck and she’d go interstate as far as Cairns and back," Jake explains. "Then she’d be back Sunday night and back to school." According to Jake, Jessi’s plan was to concentrate on hairdressing and makeup. But three months later she had the urge to once again get back in the driver’s seat. "She only works about two or three days a week in the truck," Jake adds. "She’s rather do local now, she’s got other commitments. But she still goes out every now and then." Following a previous business venture with a third party, Earls Express, based in Faraday, Victoria, came to fruition just over 10 years ago. But it truly began make its mark over the past few years since the Scania truck brand began entering its fleet. After securing a contract that required a particular tautliner-rigid combination, the Earls ended up with a second-hand Scania R 340 and dog trailer which they still own. Impressed, Steve and Jake decided to fork out for a new Scania – a G480 – with all the bells and whistles such as Adaptive Cruise Control and Scania Retarder. Then came a P440. Earls Express now boasts seven Scanias in its fleet, including their most recent acquisitions, three second-hand R 620s, one of which recently stepped out of All State Truck Repairs paint shop at Campbellfield in Melbourne, sporting the striking purple and pink Earls Express colours. Certainly there are other truck brands in the fleet, but the Earls are slowly in the process of removing those from the line-up, including an old Kenworth W model. "We’ve got an old [Freightliner] FLB that sits over in WA with a bloke. We’ve got a yard over there, that’s our main run," Jake says. "We’ll probably be selling that one as well, and getting more Scanias." Then there’s their Iveco. Steve, who doesn’t mind voicing his opinion when it comes to truck brands, is not impressed with his three-year-old Stralis. Instead of taking its place in the Earls’ fleet, he says the truck is sitting in an Iveco yard in Melbourne. "We won’t take it back; It’s a heap of shit," Steve says succinctly. "It just keeps breaking down. We make the payments every month and leave it in their yard down there." Jake believes the truck, which he says has done around 500,000km in two years, is a "total lemon". "After 500,000 ks we were under the impression we had the same warranty as what the new Scanias have got, and that’s the million kilometres in five years. "It gets to 500,000 ks and they say it’s out of warranty." "We’ve got no leg to stand on at the moment. We can’t afford to drive it out the door because we’re afraid it’s going to break down on the Nullarbor, and that’s going to cost us an absolute fortune." As far as Nullarbor breakdowns go, it’s a case of ‘been there, done that’ on at least once occasion for the Earls. Surprisingly, however, the offending truck was the Scania G 480 which they bought new. Although the G 480 had only done 17,000km, an engine fault meant the truck was grounded 800km from home. The truck was only covered for 500km of free towing, but Scania picked up the bill for the entire trip back. "Scania did brilliantly with that one," Steve remarks, adding that the 480 is still his favourite truck. "I find Scania is very good to deal with. They work with us, not against us." The Nullarbor is a regular Earls Express run, although that route was temporarily put on hold due to the Western Australian bushfires around December and January, causing the closure of the Eyre Highway. "Yes, it’s hurt us a bit but we’ll get through it," Jake says. "We’re in a lot better position than a lot of people. We don’t have to worry about losing our house or anything." With trucks traffic across the ‘paddock’ suspended, Steve and Jake decided to leave their trailers at Port Augusta until the highway reopened, bringing the trucks home bobtail. They had other work to be done in the meantime. Freight-wise, they haul heavy machinery, oversized freight, steel, cardboard and anything else that comes along. It’s a sign of their adaptability, an example being Earls’ most expensive setup – a rigid and pig trailer combo. When needed, the tautliner body can be removed, converting to a flat top. "It’s actually a skel truck and skel pig trailer, so I can do local containers if I’m really quiet," Jake says. "With the rigid and pig trailer, you’ve got eight and half metres in the truck and six-odd metres on the trailer. It’s all one combination. "We’ve got a ramp system which is 22 tonne rated, that are only about 30 kilos each ramp. That’s another engineering side of it. "When the tautliner’s on, you can concertina the truck and the trailer together, open the front doors of the trailer and the back doors of the truck, close it together and drive machines straight through." Jake came up with the original idea, despite feedback suggesting it couldn’t be done. So he made the trip across to Drouin where he sought the help of Brendan Harris of Harris Trailers. "They said ‘we can make that, no drama’," Jake recalls. It’s a sign of the Earls fierce independence and not taking ‘no’ for an answer. And, despite no financial assistance from the regular institutions, they’ve still managed to grow the business. "Nobody would give us a loan," Jake explains. "We live on 100 acres, we’re self-employed and an owner-builder. But nobody wants to touch you; they think you’re the biggest risk in the world." That hasn’t prevented Earls Express from attracting fresh young blood into it ranks – a situation all too rare in an industry where the average age of truck drivers continues to rise each year. "We take on young people with no experience; as long as they’ve got the right attitude," Jake says. "We’ll happily train them up, give them weeks of experiences with myself and the old man, out there on the road and in the yard. "We teach them the whole lot, even how to adjust your brakes, change tyres … they get the whole real operator’s experience. "We don’t want steerers, from point A to point B. They need to do all their loading and unloading out on the road. "It has worked out well; we’ve got some good reliable young adults." Jake admits the downside of hiring young drivers is the higher cost of insurance. As far as Steve is concerned, however, the trucking industry’s major deterrent for hiring new recruits is the endless harassment from the road authorities. In fact, mention the NSW Roads and Maritime Services (RMS) or VicRoads and Steve doesn’t pull any punches. "Every time you pull into a bridge, or get pulled up, you know you’re going to get a fine for something," Steve says. "That’s what turns people off the industry. "When we put any of these kids on, their mouth drops when we tell them what it’s like out there. "Every single week we get a ticket or something in one of the trucks. "The driver’s just doing a basic human error, like they might be over 15 minutes in any 24 hour period. They hit them hard. "We do Australia wide, and we might be out in the middle of nowhere, and they’ve come in and they’ve chewed one of the tyres out on the dirt road. Or one headlight’s gone, or something. "Then they give you a major defect and you have to do a full roadworthy. They absolutely hound you; it’s just wrong." Steve points to his first Scania, the R 340, which was recently pulled off the road for what he believes to be totally unwarranted issue. "The tyres were starting to scallop out, which means you’ve got a wheel alignment issue, or under pressure, or something like that. "It was due to go in for new steer tyres once it got back off this trip. There’s plenty of life in them, more than 40 to 50 percent of tread left, and it started to scallop. So we sent it out; it’s nothing unsafe. "It gets down the road and gets a defect for tyres. Well, defect for tyres, no worries, fine. If you want us to change them, we’ll change them. "But the defect they put on there – ‘must have full roadworthy’ – now that has just cost us. "So far it’s been off the road now for six weeks because in that full roadworthy, the truck and trailer unit that we bought, unbeknown to us, didn’t have some sort of plate that it’s supposed to have on the trailer. "Now we’ve had to go and have it fully engineered and all the rest of it. The unit’s been running around for 12 years like this. Now it doesn’t comply." Jake believes the National Heavy Vehicle Regulator (NHVR) is slowly changing the authorities’ mindset, although he says another incident, this time on the South Australia-Western Australia border, has again cut into their profit margin. "We got picked up for defects and insecure loading and all sorts of crap over in WA when they did a blitz one day at Border Village. "They grounded the truck for eight hours which turned into overnight, and for something that we’ve been carting for over 10 years. "Because the guy on the floor, who’s never put a load on in his life, didn’t like the way it was sitting. It was totally safe, totally legal, totally within limits, all that sort of stuff. "They ground you, they gave us a list of about six or seven different defects, and it included rocker box bushes, all brakes, all this, all that. "They don’t understand. None of it was even right." Again, it was classed as unroadworthy until Steve and Jake took it to their regular roadworthy repairer whose response was, "there’s nothing wrong with it". "We had time off the road; and we lost some of the freight because we were late to pick up the next load," Steve says. They took it up with the NHVR’s Adelaide head office who agreed with the Earls version that the truck and trailer was roadworthy. "We got everything revoked," Steve says. ‘It cost us money but the bottom line is now we’ve got a little bit of respect over there in South Australia and they know that we know what we’re talking about. "The people over there in head office, they were good to deal with, so we’re hoping that will be the same when they start taking over the other states." Steve says, while the NHVR in SA were approachable, the same can’t be said for the NSW RMS and VicRoads. "VicRoads, you can’t talk to. The police, if they give you one of these defects, you can’t get onto anybody to talk to because they’re arrogant. The task force especially are just arrogant p***ks. "But NSW is the worst; the RMS. It’s all revenue." The Earls pride themselves on their fleet’s appearance and their safety record. "If anything’s wrong with any of our vehicles, I’m more than happy to fix it because we do all our own repairs here, we do all our own tyres, and we think we do a pretty good job," Steve says. "But anybody can miss something and if it’s missed and somebody finds it’s missed, we’re more than happy to repair it because I want the vehicles out there safe. "I’ve been doing this for 40 years and I have not had a driver have a major accident, I haven’t had a truck off the road ever with accidents, and that’s the way I want to keep it." Steve is adamant that the health and safety of his drivers comes first and foremost. "All our young blokes, they’re all told, ‘if they get tired, go to bed’. "I care about the freight, but the freight’s not that important. If they’re going to be late and if they need extra sleep, we just ring the customers and let them know that the driver needs a bit more sleep and they’ll be there such and such a time." The stunning purple paintwork, pink splashes and lettering on the Earls Express trucks and trailers indicates this is a business that wants to create an impression – a strong, dependable one. And it’s no surprise that the Earl family’s female side – Kym, Jaime and Jessi – had much input into the livery’s design, especially the metallic purple with fuchsia flakes. "Back when the old man stepped up from the W model to the Aerodyne, mum gave him an ultimatum: ‘If you want a new truck, we’ve got to pick the colours’." The fleet’s colour scheme on the fleet doesn’t stop there. The Earls family, as well as the drivers, all sport the distinctive classy "uniform" of Earls Express. No blue singlets or thongs here. "We’re building the brand, and the brand we want is to stand for service and reliability, especially when we’re out with the customers," Steve says. "We’re trying to build a reputation of doing things the right way." .

IVECO Trucks Australia / November 18, 2019 Recent celebrations at IVECO revolved around the much-loved ACCO range, as the last current generation, Euro 5 model unit left the assembly line at the company’s manufacturing facility in Melbourne. Since its introduction in 1961, the ACCO (or AACO as it was known then, when manufactured on the A Line rather than today’s C line) has become a long-time favourite of the Australian and New Zealand trucking industries, being used in all manner of applications from light rigid to prime mover work and everything in between. Initially developed from the International Mark 3 general service 4x4 vehicle and adapted for civilian use, the ACCO’s simple design and tough underpinnings saw widespread acceptance of the model which continues today. The current shape ACCO was introduced in 1972 and was further developed on that platform culminating with the introduction of the Euro 5 2014 model year variants. Ever increasing emission and safety requirements meant that with the major changes introduced by 2014, the current model had reached its full development potential. Amazingly, over its lifetime, the ACCO has undergone over 4,300 specification changes. The celebratory event was attended by IVECO Australia staff and key component suppliers to the ACCO range over the years who received commemorative plaques; recipients included Alcoa Wheels, Cummins South Pacific, Dana Australia, Goodyear & Dunlop Tyres, Heavy Automatics, Hendrickson Asia Pacific, Hilton Manufacturing and Meritor HVS. Addressing attendees were IVECO Australia and New Zealand Managing Director, Bruce Healy, and IVECO Brand Ambassador Lloyd Reeman who has been involved with the ACCO model since the 1970s. Both spoke of the ACCO’s proud heritage and also advised that the last unit built will be retained by IVECO for posterity and for display at future events. Both gentlemen also touched on the benefits of the new generation Euro 6 ACCO range, which will build on its predecessor’s reliability and durability benefits while introducing many new state-of-the-art features. Scheduled to begin production in the first quarter of 2020, the new Euro 6 ACCO will continue to be manufactured in Australia having been developed specifically for Australia and New Zealand markets, to ensure it is fit for task. The new models have undergone an extensive local development program, with several evaluation vehicles currently in year-long trials with key refuse customers, where they have performed exceptionally well according to feedback and performance benchmarking. Initial models to be released are aimed at the vocational market, specifically for compactor and hook-lift bin applications which were a mainstay of the previous generation ACCO. The new range introduces powerful, yet cleaner and more efficient Euro 6 engines coupled to the proven Allison full automatic transmissions. On the safety front, vehicles will feature a raft of standard technology including Adaptive Cruise Control, Advanced Emergency Braking System, Electronic Braking System with Brake Assistance, Electronic Stability Program and Daytime Running Lamps. Operators wanting even more safety can select from options such as Hydraulic Retarder, Lane Departure Warning System, Driver Attention Support, a Tyre Pressure Monitoring System and Xenon Headlamps. The new ACCO also promises to further reduce its predecessor’s already impressive low total cost of ownership benefits, particularly in the area of fuel use. And, on selected Euro 6 configurations, the payload mass remains in the same region as the outgoing Euro 5 model – well within the industry benchmark of 10 tonnes. We look forward to sharing further details of the new Euro 6 ACCO range early in 2020. .

Greg Bush, Owner-Driver / January 31, 2020 Organisers of Crawlin’ the Hume, which will take place on March 28, have announced that this year will be the biennial event’s last hurrah. Crawlin’ the Hume, a parade of vintage and classic trucks, retraces the old highway from the Melbourne suburb of Campbellfield to Albury where a Saturday night dinner takes place at the Albury Race Club. It has been run every second year since the first event in 2012, alternating with the Sydney-based Haulin’ the Hume which is due to be held in 2021. For 2020, the final Crawlin’ the Hume has been renamed the Roger ‘Slasha’ Marchetti Road Run in honour of the late co-organiser, who passed away in early 2019. Organisers released a statement on the Crawlin’ the Hume Facebook page on January 22, stating that "the 2020 event is the 5th time it has been run and with the passing of Roger and dedicating this year’s event in his honour, the decision has been made that this will be the last one". However, Crawlin’ the Hume founder Robert French says it’s not only Roger’s passing that has led to his and co-organiser Trevor Davis’s decision to bring down the curtain on the event. He cites the immense pre-planning involved, as well as negative innuendo from some participants that led them to call time on Crawlin’ the Hume. "We’ve done five and it’s time to retire," Robert says. "It’s a massive job for just a few of us; it’s bloody hard work and it takes a lot of your time. "But you get accused of everything; it’s become a bit of joke. "A lot of people like it and they give you a lot of praise, and I don’t care about that, but jeez there’s some knockers. And I think it’s really the knockers that have more to do [with the decision] than Roger’s death." Robert, a former truck driver, has a drum recycling business which is son runs. But due to staff shortages he’s been forced to get back behind the wheel. He had a recent day off, driving to Albury to organise the Crawlin’ the Hume dinner and evening presentation at the Race Club. Trevor is another with a demanding job, his 12-hour-a-day truck driving shift starting at 3am. Both were planning on making the announcement on Crawlin’ the Hume’s closure at the event itself, but decided to bring it forward in a bid to attract a larger number of participants. "I absolutely love Crawlin’ the Hume. I eat, drink and sleep it," Robert says. "I learned a lot about myself by doing it five times, and I learnt a lot about people." He says when he and Roger started the wheels rolling in 2012 they had no idea what they were doing. "None of us were events’ organisers. We had no idea. "The sad part about it is we’ve got it down pat now." In 2018, more than 250 classic and vintage trucks took part. Being the final running of Crawlin’ The Hume, Robert is hoping numbers will be higher on March 28. From Campbellfield, the convoy will pass through Wallan, Broadford, Tallarook, Seymour, Avenel, Locksley, Longwood, Euroa, Violet Town, Baddaginnie, Benalla, Glenrowan, Wangaratta, Chiltern, Barnawartha, Wodonga and Albury. However, Robert says there will be a slight tweak at Violet Town. "There’s a real bad turn there so we’re going to direct them down the main street." As usual, trucks must be more than 25 years old, and the $50 registration fee includes a Crawlin’ the Hume pack containing a hat, stubby holder, keyring, drink bottle and pen. Entries close on February 29. For more information and entry forms for this historic truck event go to the Crawlin The Hume 2020 Facebook page or phone Robert French on 0409 380 090 or Trevor Davis 0419 506 516. .