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I'm not going to answer your question....exactly. In the U.S. market, most 4x2 tractors always ran 23,000lb drive axles. Rockwell sold thousands of (single reduction) R-170s. But you will of course break leaves and damage axles by attempting to carry a 6x4's load. In the European Union, most single drive axles and suspensions (e.g. Scania ADA1300) on 4x2 tractors are rated at 28,660lb (13 metric tons), and they pull tri-axle trailers. (The U.S. should allow 97,000lb GCWs like the EU, with 6x4 tractor/3-axle trailer combinations equipped with "road friendly" air suspensions) The former Mack Trucks used to offer the superb 29,000lb-rated RAD29 single drive axle equipped with the dual reduction CRD118 carrier assembly. For those wondering, the RAD29 weighed 671 pounds more than the standard Mack RAD23 equipped with the CRD117 dual reduction carrier.

Jon Harris, The Morning Call / August 24, 2016 There will soon be a new Mack Trucks boss in town. Mack on Wednesday announced that Rickard Lundberg has been appointed vice president and general manager of its Mack Lehigh Valley Operations plant. Lundberg will start Oct. 1. Lundberg is now vice president for powertrain production at the Volvo Group's plant in Koping, Sweden, a position he has held since 2013. Volvo Group is Mack's parent company. Lundberg first joined Volvo in 1989. Over the years, he has held positions in production, logistics, purchasing and quality. Mack spokesman Christopher Heffner* said Lundberg was not available for a phone interview Wednesday. Heffner said Lundberg will be based in the Lehigh Valley. Lundberg will succeed Wade Watson*, who left Mack earlier this year after less than a year in the role of vice president and general manager. * http://www.bigmacktrucks.com/topic/44866-local-mack-boss-out-volvo-confirms/#comment-330687 Mack confirmed Watson's departure [ousting] in mid-April, one day after announcing a $70 million investment at its plant in Lower Macungie Township. Citing company policy, Mack has declined to provide a reason for Watson's departure. Antonio Servidoni, vice president of production systems for Volvo Group Commercial Vehicle Assembly, has been the acting plant manager for Lehigh Valley Operations. Lundberg will join Mack at an interesting time. In early October, the existing contract with United Auto Workers Local 677, which represents the Mack workers, expires. Heffner said negotiations are still ongoing. And, a little more than two weeks later, there will be a weeklong shutdown at the Lower Macungie plant during the week of Oct. 17. With heavy truck demand sagging, Mack has several weeklong production shutdowns scheduled this fall. The shutdowns, or temporary layoff weeks, will idle a significant portion of Lehigh Valley Operations' approximately 1,500 employees. Mack's 1-million-square-foot plant in Lower Macungie is where all Mack trucks built for the North American market and export are assembled. Heffner said no changes have been made regarding Mack's planned down weeks in Lower Macungie. "We will continue to monitor market conditions and adjust to meet demand," he said. Demand was not strong in the second quarter for Mack — at least compared with the peak year the company benefited from last year. Mack delivered 5,588 trucks worldwide in the second quarter, a 22 percent decline from the 7,160 it sent out during the same period in 2015. That was the weakest second quarter for Mack since 2011, when it delivered 5,099 trucks during the period, Volvo reports show. The decline is not unexpected. Volvo and Mack have consistently said that demand would weaken in 2016. To meet the expected reduced demand, Mack announced in December it would lay off about 400 people at Mack Lehigh Valley Operations, which took effect in late January. .

Heavy Duty Trucking / August 2016 Navistar has declared that it wants to build trucks that drivers want to drive. That includes the new HX vocational series, unveiled early this year at an extravaganza in Las Vegas. I’ve been wanting to drive one since I saw several of the new HXs at that event, which began with a mock televised police chase involving a red dump truck stolen from downtown Vegas. It roared onto a dirt lot near The Strip, followed by the wailing police cruisers. The truck drifted right and left as it entered the lot, then ran around the area several times before black-and-white cruisers surrounded it and cops arrested the suspects. Drifting in the dirt was not in the script, an insider said later, but you couldn’t blame the guy behind the wheel. Like I said, this is meant to be a driver’s truck and he drove it. That red dump truck is the very truck you see here, according to Chad Semler, HX product marketing manager. He was my guide at the Navistar Proving Grounds in northern Indiana, west of South Bend. You can bet that I didn’t do any drifting or anything else overly enthusiastic because we were being observed by the grounds’ chief engineer of operations, Brian Jacquay, who shadowed us in a Ford SuperDuty pickup with a Navistar-built V-8 diesel. He clearly was serious about safety. Besides, many years ago I learned respect for equipment and don’t like to beat on trucks. I followed Semler’s directions as I steered the HX over a gravel trail and pavement with rumble strips and other rough surface features. One is an “undulating” asphalt course originally laid out by engineers from Studebaker Corp.*, the car and truck maker that established the track in 1926. Early last year, Navistar bought the 675-acre facility from Bosch, its most recent owner, and has moved formal course testing formerly done at the old technical center in Fort Wayne to this sprawling complex. It’s only a 90-minute drive from the company’s headquarters in Lisle, west of Chicago, and not much farther from the engine works at Melrose Park, Ill. * http://www.bigmacktrucks.com/topic/40066-navistar-buys-668-acre-indiana-proving-grounds-from-bosch/#comment-290400 While most truck builders like to spotlight their own diesels, Navistar is perfectly fine with featuring a Cummins diesel, in this case a 14.9-liter Cummins ISX15. Renewed availability of 15-liter power (after previous Navistar management banished it from the International lineup) enabled a re-entry into the “premium” vocational market, current executives have said. The return of Cummins diesels and use of its exhaust aftertreatment systems for Navistar engines has helped the truck maker increase truck sales, cut deep losses and return to modest profitability. Better financial performance also gave the company the means to buy the proving grounds. The huge facility is a profit center for Navistar, and fully 70% of the testing here is classified as “outside,” Jacquay said. That includes military contracts and operations by component suppliers and other truck builders. The HX620 and another long-hooded model in the HX series use the big Cummins. With a 500-hp rating, this engine was way more than adequate to propel the truck and its load of about 10,000 pounds of gravel. The engine ran through an 18-speed automated Eaton UltraShift Plus, which handled much of the work of driving the truck. I noticed that the UltraShift let the engine rev to 1,900 and 2,000 rpm in the lower gears, so I used the up arrow on the selector pad to prompt earlier upshifts. Semler explained that the transmission was programmed for vocational duties, and most customers prefer higher revs for better performance over rough terrain and while climbing grades. A quick explanation of the labels: HX means “Heavy eXtreme,” for the anticipated duties the vehicles will see. The “6” in this truck’s designation means a setback steer axle, and the “20” denotes a 120-inch bumper-to-back-of-cab measurement. The other ISX15-powered model is the HX520, with the same BBC but a set-forward steer axle, indicated by the “5.” Their long hoods are needed to accommodate the big-block engine. Two shorter-hooded models are the HX615, with a setback axle and 115-inch BBC, and the HX515, with the same BBC and a set-forward axle. Both use Navistar’s 12.4-liter N13 diesel. Basic styling for all HXs is big and bold, with a large nose similar to the recently departed Cat Truck, which was built for Caterpillar by Navistar using the International PayStar as the starting point. (Semler said no one at Navistar knew that Cat planned to cancel its CT series, and “we learned about it at the same time everyone else did.”) The HX, too, is based on the PayStar, and will replace that venerable model, which will soon be phased out. Even with their roomy aluminum cabs, PayStars I’ve driven in the past have been bare-bones trucks, and I’ll bet drivers of dumps, mixers and other heavy work trucks will be happy to see the nicer HXs show up in their fleets. Semler said the first HX delivered to a customer went to a logger in British Columbia, Canada. The chassis includes 12-inch-high by ½-inch thick main rails with 3¾-inch webs, which is stiffer than many frames using reinforcements, he noted. One Cat Truck feature used in the HX is the combination speedometer and tachometer. Navistar also used a similar two-panel wrap-around dashboard, as well as an overall upscale theme. This HX620 was very nicely appointed, with chrome and other polished-metal pieces brightening up the exterior. Inside it had a deluxe trim package that included leather-covered seats, brightly rimmed gauges and attractive paneling on doors, walls and ceiling. A simpler package is also available. Noise was well dampened, especially during loops around the 3-mile oval track where we cruised at 65 and 70 mph, and even as we banged and bounced over the endurance courses. Air-ride seats and twin airbags at the cab’s rear corners insulated us from much of the jolting. Wiring was not the Diamond Logic multiplex system but a less complex “point-to-point” setup, Semler said. You’d expect a setback steer axle to allow good maneuverability, and the one on this HX620 did. Wheels cut by up to 40 degrees in left and right turns, even with wide 425-series tires supporting its 20,000-pound rating. This means the truck can ably move through sharp corners and around obstacles on job sites. The tandem drive axles rode on a Hendrickson HaulMaxx mechanical suspension, which is standard on the HX; the ride was acceptable, but probably would’ve been better with one of the air-rides available. A single pusher axle added capacity to the 10-wheeler; this “tri-axle” configuration is the norm in Indiana, Pennsylvania, Alabama and certain other states. This driving experience was shorter than others I’ve done, but covered a variety of terrain and showed what the HX is capable of. I saw solid, agile handling, good maneuverability, decent comfort and ride quality, and commendable quietness. And that big hood is very easy to open and close, thanks to long shock-type supports, and a triangular rib on top serves as an aiming stake to line up the truck with the right edges of the pavement. Premium is as premium does, and it appears that International has done things right with its HX series. Specifications Truck International HX620, conventional-cab vocational straight truck, aluminum cab, Metton hood, BBC 120 in., w/ 12 x 3¾ x ½-in. main frame rails & 150,000-lb. front tow pin Engine Cummins ISX15, 14.9 liters (912 cu. in.), 500 hp @ 1,800 rpm, 1,650 lb-ft @ 1,200 rpm, w/ engine brake Transmission Eaton UltraShift Plus FO-18E318B-VXP (Vocational Extreme Performance) automated 18-speed double overdrive Front axle 20,000-lb. Meritor FMS-20-133A w/ Sheppard M100/M80 dual steering, on 20,000-lb. parabolic leafs & shock absorbers Lift axle 20,000-lb. Watson & Chalin SL2065 Tru-Track steerable pusher Rear axles 46,000-lb. Meritor RT-46-160P w/ 4.10 ratio, on 46,000-lb. Hendrickson HMX 460-54 mechanical Wheelbase 232 in. Brakes Meritor Q-Plus S-cam w/ Bendix ABS Tires & wheels 425/65R22.5 Continental 465 front, 11R22.5 Continental 491 rear, on polished aluminum discs Fuel tank Single 100-gal. 26-in. diameter polished aluminum Body 22-yd. Ox 19-ft. smooth-side Ultra-Lite steel dump .

Transport Topics / August 24, 2016 Navistar International Corp. is recalling 3,952 ProStar trucks from model years 2014 to 2017 for a defect affecting power to the cab. The trucks were manufactured between June 11, 2013, and May 19, 2016. “The battery-mounted cube fuse terminal connection on certain ProStar model trucks built with the battery box mounted between the frame rails may possibly break resulting in loss of power to the cab,” according to the recall notice filed with the National Highway Traffic Safety Administration (NHTSA). The Lisle, Illinois, truck maker adds that when the cube fuse terminal begins to fail, the lights in the cab could flicker and the gauges could become erratic. Navistar learned of the problem in March and received approximately two dozen complaints before the end of May. The company discontinued the battery box design and battery stud-mounted cube fuse June 1, according to the recall notice. Navistar will mail notification letters to all dealers by Sept. 16 with instructions on how to replace a new cube fuse with a chassis-mounted power distribution module in the battery box.

I personally am in no rush to enter the US market. Why? Because margins there are very low. There are too many players versus the size of the market. Now having said that, I'd have no problem with cooperating with Navistar, selling them engines and other technology. The US customer wants the latest technology, but has a price expectation below European and global customers. That is why US customers get, versus the global customers, what amounts to being "decontented" trucks. The US market trucks are just now getting "some" tech that was launched in the global market 3 to 5 years ago. At any rate, entering an already crowded market as a new independent brand (e.g. Scania) simply doesn't amount to a solid business case. Personally, I don't want to upset Paccar and Navistar, our country's last "American" truckmakers. Under the right conditions (if we bought Mack from the financially struggling Volvo), I'd love to see Scania in the US, because Scania is light years ahead of Volvo. I already have an ad slogan planned........"There be V-8s here".

Associated Press / August 24, 2016 A 14-year-old Pennsylvania boy is charged with fatally shooting his grandmother because he didn't want to go to school. Hunter R. Reeser, of Harborcreek Township, is being charged as an adult with first-degree murder. Authorities say he shot 60-year-old Sandra Orton with a .22-caliber rifle on Tuesday. He then called her husband and claimed he found her wounded. But he later called 911 and confessed to killing her. Police found Orton dead in her vehicle, shot in the head. Reeser later told police that he didn't want to go to a school meeting. In Pennsylvania, children must be charged as adults in murder or homicide cases. Defense attorneys can later try to move the charges to juvenile court. Erie County prosecutors say they plan to oppose that. Reeser is being held without bond. .

Associated Press / August 24, 2016 A Mississippi man who tried to travel to Syria with his fiancee to join ISIS was sentenced Wednesday to eight years in prison on federal terrorism charges. US District Judge Sharion Aycock sentenced Muhammad Dakhlalla, 22, after he pleaded guilty in March to one count of conspiring to provide material support to a terrorist organization. He was also sentenced to 15 years of probation. Dakhlalla faced up to 20 years in prison, $250,000 in fines and lifetime probation. His fiancee, 20-year-old Jaelyn Young, was sentenced earlier this month to 12 years in prison and 15 years' probation, including mandatory mental health treatment. Prosecutors say Young, who converted to Islam while studying at Mississippi State University, was the mastermind who talked Dakhlalla into going along. However, prosecutors said, Dakhlalla ultimately agreed to the plot. Young and Dakhlalla attracted the FBI’s attention after making social media posts in support of ISIS. The two were arrested in August 2015 before they could board a flight from Columbus, Mississippi, with tickets for Istanbul, Turkey. The couple had contacted undercover FBI agents posing as ISIS contacts in May, seeking online help in traveling to Syria. Both have remained jailed in Oxford, Mississippi, since their arrests. Dakhlalla is a 2015 psychology graduate of Mississippi State University who grew up in the college town of Starkville. His father, a native of Bethlehem, West Bank, is a prominent figure in the town's Muslim community and an occasional prayer leader at the mosque across the street from the family's house. .

I see it as a way to ward off lawsuits. If you save them, you're their hero until you drop them off on dry land. But if they slip and hit their head on the railing of your boat, you, the city and state are potentially facing a lawsuit. My friends, as someone who travels extensively all over the world, I can tell you that the United States has more lawsuits taking place than any other country in the world.......by FAR. It's sad really. If you look at a thin-skinned person the wrong way, or if you call a spade a spade in the workplace, you're facing a lawsuit that can potentially destroy your life. My observation is this took firm root in the late 1990s. Frankly, this should be a presidential election issue. America's now normal culture of suing each other is one element that is killing the country.

Solar and wind power have proven their relevance throughout the world today. I just don't want the U.S. taxpayer paying for it. I don't recall the US taxpayer subsidizing Bill Gates or Steve Jobs? They took chances, wined and dined venture capitalist, invested, came up with the right mouse trap and earned a fortune. At the nice rate with which battery technology is progressing, electric cars will be mainstream within 10 years. And with their breathtaking acceleration, you'll have a ball driving them. Range-extended (micro-turbine) electric trucks, or fuel-cell powered, are a "possibility" (there's always an all-new seemingly more viable technology around the corner).

That's a Volvo concocted bulletin, from people who know and care nothing about Mack-designed product.

This is a fine example of what irks me about Volvo. If they truly respected and valued the customer, the Mack Service Bulletins, and Product Improvement Bulletins (PIDs) would be available for all to read.

Buy a used Mack TS442 repair manual off of Amazon. You can't own a Mack without it.

Vlad, this is a long time ago. I know we finally cut off Structofab completely in May 1990. But I believe we began phasing in the Rene product before that, to make sure they could satisfy us before cancelling Structofab altogether. You guys have me recalling a lot of old Mack history.

You're looking at a European Union spec variant. If it was spec'd for Brazil, Australia, South Africa or.........the U.S. market, it would probably be more to your liking in terms of aesthetics. Now remember, when going for the ultimate in aerodynamics, which the truckmakers in this next go around are doing, aesthetics (beauty) will suffer slightly. GM admitted the new Bolt pure electric car has less range than they intended, because they compromised to ensure sales, putting aesthetics ahead of aerodynamics (the opposite of the Prius). Jim, you are looking at the best engineered, most technically advanced heavy truck in the world today. Volvo's "New FH", for example, doesn't even come close. And the new interior, absolutely brilliant in form and function. When you gaze at that breathtaking instrument panel, you can see why Scanias have always been a driver's truck. You can spend hours and hours behind the wheel because of all the considerations to driver comfort. With the "SCR only" 13-liter engines and legendary 16.4-liter Mack-Scania V8s, Scania has the best truck engines in the world........bar none.

Vlad, our original hood supplier had inconsistent quality due to old manufacturing processes. The dealers returned quite a few defectively manufactured hoods. The plant, dealers and customers painted and mounted hoods, only to discover defects. And regarding the parts distribution centers, shipping and the dealers, the wood crating was poor. But then we switched suppliers, and both the quality and packaging became very good. The original supplier's hoods were light gray in color, while the second supplier's hoods were dark gray, almost black. The first supplier was Structofab, and we replaced them in May 1990 with the vastly superior Rene who used the latest manufacturing processes. I just remembered all this, as we'd touched on it relating to that plant fire. I haven't thought about these things in MANY years (http://www.bigmacktrucks.com/topic/39396-mack-production-line-fire/#comment-284274).

Up thru 1981, the R-model used a 1QM5480B hood (pre-CMCAC). From 1982, with the advent of the CMCAC-equipped R-model, the hood changed to the 1QM5556. CMCAC - Chassis Mounted Charge-Air Cooling

Why don't you contact Barry again at Watts Mack with your truck's model and serial number and order another new air reservoir? I'm sure that he'd work with you on price. You'll probably be challenged to locate a used MH air reservoir that isn't similarly corroded.

In related news............... Florida schools issuing “Pledge of Allegiance” waivers WCTV / August 23, 2016 “This is a response to a Florida law voted on by the Florida Legislature and signed by Governor Rick Scott,” said Chris Petley, the spokesman for Leon County Schools (www.leonschools.net) in Tallahassee, Florida. Specifically, he is referring to Florida Statue 1003.44. That law dictates “to all school districts in Florida that, ‘each student shall be informed by a written notice published in the student handbook or a similar publication pursuant to s. 1006.07(2) that the student has the right not to participate in reciting the pledge.” “We are required to comply with the law,” he replied. The Pledge of Allegiance waiver states: “I understand my rights as a parent and I request that my child, noted above, be excused from reciting the Pledge of Allegiance. This request includes standing and placing his/her right hand over his/her heart.” Tuesday, the school district issued a statement saying: “Leon County Schools values patriotism, civic responsibility, and the pledge of allegiance. A change to Florida law this year requires all school districts to publish in the student code of conduct booklet the students’ right to not participate in reciting the pledge of allegiance. In complying with the change in law, our staff developed a form for parents to use to exercise that right.” The opt-out has been available in Florida since 2000. .

Florida schools issuing “Pledge of Allegiance” waivers WCTV / August 23, 2016 “This is a response to a Florida law voted on by the Florida Legislature and signed by Governor Rick Scott,” said Chris Petley, the spokesman for Leon County Schools (www.leonschools.net) in Tallahassee, Florida. Specifically, he is referring to Florida Statue 1003.44. That law dictates “to all school districts in Florida that, ‘each student shall be informed by a written notice published in the student handbook or a similar publication pursuant to s. 1006.07(2) that the student has the right not to participate in reciting the pledge.” “We are required to comply with the law,” he replied. The Pledge of Allegiance waiver states: “I understand my rights as a parent and I request that my child, noted above, be excused from reciting the Pledge of Allegiance. This request includes standing and placing his/her right hand over his/her heart.” Tuesday, the school district issued a statement saying: “Leon County Schools values patriotism, civic responsibility, and the pledge of allegiance. A change to Florida law this year requires all school districts to publish in the student code of conduct booklet the students’ right to not participate in reciting the pledge of allegiance. In complying with the change in law, our staff developed a form for parents to use to exercise that right.” The opt-out has been available in Florida since 2000. .

BBC / August 24, 2016 A 21-year-old British woman has died after she was attacked by a radical Islamist with a knife in front of 30 people at an Australian backpacker hostel. A 30-year-old British man was also severely injured in the attack in Queensland state. He remains in Townsville Base Hospital in a critical condition with stab wounds. A dog was also killed in the attack and a local man sustained minor injuries. Police are investigating the possibility that the attacker was motivated by extremist views. The 29-year-old French attacker yelled the Arabic phrase "Allahu akbar" (God is Great) during the attack. "We are not ruling out any motivations at this early stage, whether they be political or criminal," said Queensland Police Deputy Commissioner Steve Gollschewski. "Investigators will also consider whether mental health or drugs misuse factors are involved in this incident." The stabbing took place at Shelley's Backpackers in Home Hill, a small town located about 100km south-east of Townsville that is a popular place for backpackers to pick up agricultural work. Police said the French attacker was in Australia on a temporary visa and was not known to authorities.

Backtracking. The only legal way to deal with any and all "illegal immigrants" is to deport them. While I personally would prohibit those matter-of-fact criminals from ever applying to enter legally, others might feel differently. .

GHG 2: Out with the old and in with the new Fleet Owner / August 23, 2016 Logging in at almost 1,700 pages, it'll be sometime before all the details in last week's Greenhouse Gas Phase 2 (GHG 2) regulations are widely known. However, there weren't really many surprises in the final rule. Most of the proposals had been telegraphed by the government months ago. So at this point, it's really all about the details as industry experts dig in to the text and start plotting their emissions and fuel economy strategies for the next decade. Because make no mistake about it, more than anything else in the world right now, GHG 2 will dictate the development and deployment of next-generation trucking powertrains over the next 10 years. And, based on what is widely known about GHG 2 now, we can go ahead and make some educated cases as to what the next decade will bring about in terms of powertrain technology. First off, it's important to note that GHG 2 actually gives OEMs and component suppliers a fair amount of leeway as to how they'll chose technology pathways to get to compliance. Which means we can expect to see OEMs play to their strengths initially, before they sink their teeth into the more difficult aspects of the new rule. So, for starters, we'll see "easy" challenges tackled very soon -- before summer is over, in fact -- as OEMs start to concentrate on tractor and trailer aerodynamics in a more integrated and complimentary fashion. Look for a whole lot more body sculpturing as sharp edges fade away and gentle, curves designed to expedite airflow take their place. Enhanced system integration is another easy way to optimize GHG 2 performance right away. So look for more efforts from OEMs and suppliers like Cummins and Eaton to fine-tune existing integrated drivetrains and enhance performance wherever they can. Looking out a bit farther, I'd say it's a safe bet that before too long, fully-integrated, fuel-economy optimized "smart" drivetrains will be the standard powertrain option on new tractors. The same goes for automated manual transmissions (AMTs), too. It's very likely GHG 2 will be the rule that effectively kills off manual transmissions in heavy-duty trucking once and for all. I suspect that very soon, AMTs will be standard equipment on new trucks. And if you want a manual gearbox, you'll have to spec it. And you may even find yourself paying a premium for it, to boot. Once again, OEMs and powertrain suppliers will be able to "bank" emissions credits for early compliance. And they will be able to "spend" those credits later on as GHG 2 starts to take hold in the industry. Moreover, OEMs and suppliers will be scored on the fuel efficiency and emissions compliance for entire annual builds. This means -- in theory, anyway -- that they can build X number of not-so-fuel-efficient trucks, as long as they build enough super-fuel-efficient trucks during the same time span to make sure the overall GHG 2 performance numbers average out when everything is said and done at year's end. So, that means that it is possible some OEMs will continue to build long-nosed, slab-grilled tractors in the coming year. But I wouldn't bet on it. In fact, I think it's entirely possible that GHG 2 will be the final death knell for most, if not all, long-nose conventional tractors. Even though many of those trucks work in applications where aerodynamics simply don't matter (heavy haul, for example) it's very likely OEMs will decide to simply offer specialized aerodynamic tractors for those roles in the near future, and just side-step any GHG 2 penalties they would've incurred for building those old style trucks in the first place. That gets most of the low-hanging fruit out of the way. But there are a couple of new technologies that OEMs are going to have to figure out how to refine to get to the really aggressive parts of GHG 2 when the law goes into full effect in 2027: namely waste heat recovery systems and hybrid drivetrains. Waste heat recovery systems, as the name implies, are systems designed to capture heat energy produced by the engine as the truck is moving down the road. Previously, that heat energy was simply lost without contributing anything useful to the drivetrain's overall efficiency, as anyone who's ever placed their hand on the hood of a car or truck just after its been switched off can attest. These systems will capture that heat energy and put it to work, most likely by powering auxiliary systems on a truck such as the HVAC or engine cooling fan. As any driver knows, trucks burn more fuel in lower gears as the powertrain works hard to get a fully-loaded rig up to highway speed. Once at cruise speeds, the engine becomes highly efficient and fuel burn decreases significantly. That's why GHG 2 is forcing OEMs to look at developing hybrid-electric drive systems to provide additional torque to the wheels during the launch phase and help decrease big fuel burn spikes. Unlike internal combustion engines, electric motors provide 100 percent torque right away. Which means that extra power can be put to instantaneous use launching a truck. Both of these systems featured prominently on the recent Super Truck vehicle development project jointly conducted by the trucking industry and the Federal government. And while the systems work -- they are expensive, and add weight and complexity in return for very modest fuel economy gains. So the pressure will be on OEMs to find ways to make these systems perform better, more reliably while being lighter, less complex and affordable. It's a tall order -- likely the most difficult technological challenge OEMs will face over the coming decade. All in all, it seems that in the short run, we can expect GHG 2 to accelerate already well-established powertrain trends in trucking, with more cutting edge technology coming on line later on. Keep in mind however, that GHG 2 will not be the only guidelines influencing truck design over the next decade. Other trends, such as autonomous and platooning technology, as well as rapidly evolving vehicle communications systems will certainly leave their marks, too. The next generation of heavy-trucks will be here sooner, rather than later. And they will feature technology that was unheard of in the automotive world just a few short years ago. The challenges for fleets and OEMs alike will be significant. But, as usual, the industry will have no choice but to collectively roll it's sleeves up and take them on, one by one, and solve them all.

The EPA hasn't filed a required report on ethanol and other biofuels in years Autoblog / August 23, 2016 The Renewable Fuel Standard is a simple thing – it mandates a minimum amount of biofuel (stuff like E85 ethanol and B20 biodiesel) in US vehicles, all in the name of cutting emissions. But since the Environmental Protection Agency, the group responsible for enforcing the RFS, hasn't filed a report on the environmental impact of biofuels since 2011, neither we nor Congress have any idea if it's actually working. That's according to the EPA's Office of Inspector General, the independent internal group tasked with auditing and generally keeping an eye on EPA efforts. Federal law requires the EPA to file a report on the RFS' environmental impact every three years, but the agency hasn't done that in almost six, with the last one filed in 2011. It gets worse. According to Reuters, the EPA Inspector General told Congress the agency doesn't even have a way of measuring whether the RFS is improving or worsening air quality or how long biofuel greenhouse gas emissions linger. In other words, we're flying blind. "Not having required reporting and studies impedes the EPA's ability to identify, consider, mitigate and make policymakers aware of any adverse impacts of renewable fuels," the report says. Reuters reports that the EPA "agreed to a set of corrective actions and timelines" and will issue a report by the end of 2017. Better late than never. ------------------------------------------------------------------------------------------------------------------------------------------------------ EPA has not completed required review of biofuel mandate: report Reuters / August 18, 2016 The U.S. Environmental Protection Agency has not complied with federal requirements to study the effects of the nation's biofuel use mandate, an agency watchdog said on Thursday. EPA's Inspector General concluded that the agency has not issued a report to Congress on the environmental impacts of the Renewable Fuel Standard (RFS) since 2011, even though federal law requires that the agency provide a report every three years. The RFS, which is administered by EPA, sets the amounts of biofuels, such as ethanol, that must be blended into U.S. gasoline and diesel supplies annually. The IG report also said the agency has not evaluated whether the program is causing any harm to air quality and it has no formal process to initiate an update of its data on the life cycle greenhouse gas emissions of biofuels. "Not having required reporting and studies impedes the EPA's ability to identify, consider, mitigate and make policymakers aware of any adverse impacts of renewable fuels," the report said. EPA said it mostly agreed with the report's findings. The agency said it has "agreed to a set of corrective actions and timelines" to address the report's conclusions. The agency estimated that it would complete a report on the impact of the biofuel mandate by the end of 2017. The renewable fuel program has faced intense opposition in recent years from oil companies, who argue that the program places undue financial burdens on refiners. A spokesman for the American Petroleum Institute said the oil and gas trade group is still reviewing the IG report. Some environmental groups have also questioned whether EPA has properly evaluated the life cycle greenhouse gas emissions of corn ethanol to calculate its global warming potential. They say land-use change associated with its production outweighs the environmental benefits of replacing gasoline. But, biofuel backers have strongly pushed back against these claims. "We are confident that once EPA conducts these required studies, they will show that biofuels like ethanol are significantly reducing greenhouse gas emissions, even above the threshold reductions," said Renewable Fuels Association President Bob Dinneen in a statement.

Scania's new truck range provides more of everything Scania Group Press Release / August 23, 2016 · A completely new cab range, inside and out, that is uniquely Scania · The S and R models are being introduced first; the S cab has a flat floor for maximum comfort · Stronger, safer and more aerodynamic · Modular construction makes repairing Scania cabs easier in the event of an accident · Repositioned front axle and lower centre of gravity for greater safety and driving comfort · The world's first truck with rollover curtain side airbags Scania is completely overhauling its entire cab range with the introduction of the new truck range. First out is the R series, as well as a completely new S series. With the S series, Scania is introducing a new top model among its sleeper cabs with a flat floor, for the most demanding customers. The cabs have been designed down to the very last detail to meet today's and tomorrow's demands from customers and legislators alike, and they bring a host of new options to Scania's range of products and services. The completely new, modular generation of cabs reflects Scania's unique identity and design, and they are manufactured in the newly built factory in Oskarshamn, Sweden. Scania's new generation of cabs has been designed, developed and produced by Scania's own in-house designers. Their look makes them immediately recognizable as a Scania, with the difference that the look is even clearer, signaling both future and the authority and presence that only a true premium truck can express. The basic structure of the cabs was developed in close cooperation with Scania’s sister company Porsche Engineering. The new cab range has absolutely no parts in common with Scania's existing cab range, but naturally all the positive cab features that are characteristic of Scania have been transferred and further developed. Four focus areas The new generation has been developed with a number of overall features in focus: Driver environment Fuel economy Optimum use of interior space Safety and maximum reliability These requirements have driven the development work on the cab side too and are reflected in the details as well as throughout the overall design. When all the variants have been introduced, Scania’s new truck generation will encompass no fewer than 24 different cab variants. The photograph shows a tractor with the new R cab in normal configuration. Ultimately, within the framework for Scania's modular system, we are talking about no less than 24 different basic cab models in total, once all the variants are in place. This enables Scania to be able to customize the right customer solution for every type of application area, regardless of whether the focus lies on interior space, fuel economy, maximum comfort or greatest load capacity. High-tensile steel has been used in the cab structures. The various structural elements have been shaped by either compressing or rolling before being joined together using various welding techniques, laser soldering or hi-tech adhesive techniques, creating a particularly robust monocoque structure. "Developing new truck cabs within the heavy premium segment is a highly complex process," says Göran Hammarberg, Head of Cab Development at Scania. "Visibility, comfort, legal requirements, ergonomics, good reparability, low weight and high safety are just a few of the many feature areas that must be accommodated without creating obvious compromises, regardless of the area of application. We are incredibly pleased with what we have achieved and are convinced that these trucks will set a new benchmark in the industry." Form and function go hand in hand "We have put an immense amount of work into identifying, expressing and design-wise enhancing those qualities that the Scania brand represents," says Kristofer Hansén, Scania's head designer and the person behind the visual design of the new truck range. "Our goal is to create a very attractive product that conveys a true Scania feel while also being carefully designed down to the last detail to do its job properly." When it comes to the exterior, Scania has given top priority to aspects relating to aerodynamics and, consequently, fuel consumption. Every surface, at the front as well as along the sides and even below the vehicle, has been optimized for minimum drag. Even components like wipers, rear-view mirrors and all the various lights have been designed with this in mind. One concrete example is that the industry-standard sun visor does not come as standard. Even equipment like air deflectors and side skirts have been carefully integrated into the overall design, and were given just as much attention during the development phase. Industry-leading aerodynamics was one of Scania’s goals during the development process. Scania has built further on its excellent experiences from the Scania Streamline, and the result is a truck that is so slippery that a long-haul truck can now reduce its fuel consumption by two per cent thanks to lower air resistance. "In our hunt for fuel thieves, aerodynamics in particular is an extremely important component," says Göran Hammarberg. "Compared to our already industry-leading models from the current generation, we have further reduced drag. This delivers an immediate impact on fuel consumption, and gives a reduction in general of 2%. Seen over the course of a long-haul truck's lifespan, with the extremely high mileage this type of vehicle clocks up, this will have a major impact on both profitability and the environment." "It's a question of seemingly small, but in the long term crucial, details and features," underlines Kristofer Hansén. "All clearances and tolerances have been minimized. Good aerodynamics also helps cut noise levels both inside and outside the vehicle, as does the generous use of noise and vibration absorbing measures, like carpets and expanding damping materials in various cavities." An important aspect of truck design is demonstrating the vehicle's features, while clearly communicating that it is a professional work tool. "Every line and shaped element has been designed to describe, and preferably also enhance, the vehicle's features, its durability and the proud heritage that a Scania always carries," highlights Kristofer Hansén. "We have systematically built up all the component parts into a whole that communicates harmony and dynamism, despite it being a robust work tool in which all the elements are part of our advanced modular system." Maximized space in the S cab All the cabs are designed with the driver in focus. Regardless of which cab the customers choose, they will be getting even more generous interior space than before. It is partly about more efficient packaging and the fact that internally the cab has grown 2" in length, but also about a general roof height increase in the new generation. "Our new standard roof is 10 cm higher than the current standard one," says Kristofer Hansén. "And even the higher roof models are slightly roomier than before, we are talking about a height difference of 16 cm which will, of course, be particularly appreciated by those who both work and live in their vehicle." At the top of the range is, of course, the new S cab that, with its completely flat floor and maximum interior space, is the obvious choice for customers with the highest demands on living comfort, prestige and usability. The new S cab offers an entirely flat floor and magnificent interior space. Scania is convinced that all drivers who have the opportunity to enter the S cab via the intelligently designed entry with four steps will love the cab and all the potential it offers. "We see how perspectives are constantly shifting and how customers' demands are increasing," says Göran Hammarberg. "There is no denying that our new S cab outshines everything we have done before in terms of factors like comfort, storage, spaciousness, ergonomics and visibility. A user-friendly and ergonomically designed entry with four steps leads up to a workplace that we believe will be loved by all drivers who get the chance to test it." Crucial visibility improvements In all the new cabs, the driver's basic position has been moved 65 mm closer to the windscreen and 20 mm out towards the side, compared to the current cab generation. There are several reasons, but the most important ones relate to improvements to the driver's position as regards safety, visibility and interior spaces (particularly for beds and seat adjustment range). The new cabs offer vastly improved visibility thanks to a larger glass surface area, a lower instrument panel, slimmer door panels and optimized A-pillars. Naturally, the rear-view mirrors play a crucial role in this respect and the standard design is a completely new model with the focus on aerodynamics and optimum visibility (in the mirrors as well as past them, an equally important aspect). The mirrors on the R and S cabs have a wide-angle function, are electrically adjustable as well as heated, and have effective vibration damping. In Scania’s new cabs, the driver’s seating position has been moved both ahead and out to the side compared with the current range. In addition to greater adjustment scope for the seat, for instance, this also gives the driver an even more commanding overview of the truck’s immediate surroundings. Even the front and near-view mirrors have a new design and shape, for a wider field of vision and improved aerodynamics. Electric adjustment is also available as an option for these mirrors and all mirror housings can be painted. The cabs are ready for the installation of cameras as an optional extra or in place of some of the mirrors. "Good visibility is crucial to the driving experience and for safety, and there are a lot of different parameters that interact to create that feeling," emphasizes Kristofer Hansén. "All our combined expertise in areas like ergonomics, design and the interface between people and vehicles has been deeply involved. Some of the results are highly noticeable, others are not as visually obvious. One good example of the latter is the new wiper system, which has a wider arc and is better at handling snow and ice, and the windscreen washer is now 20% more effective." Focus on the driving experience Scania has always placed a lot of focus on the driving experience, and the new truck series is naturally no exception. "As a driver, the lower centre of gravity is apparent," relates Göran Hammarberg. "This brings benefits like greater stability when cornering and under heavy braking, without in any way affecting comfort. But regardless of cab or application, I can guarantee that Scania now offers drivers an even more dynamic and at the same time very secure and predictable driving experience." Thanks to a further developed braking system, a front axle that has been located further forward, and a lowered centre of gravity, a typical tractor from Scania with a GCW of about 40 metric tons (88,185lb) can stop from cruising speed (80 km/h) in a 5 percent shorter distance under normal conditions. As an example of what the improved braking capacity means, a typical 40 ton (88,185lb) 4x2 tractor should, in normal circumstances, be able to come to a complete standstill from full speed in a 5 percent shorter distance. Also contributing to the improved braking performance is the front axle's new position. Apart from it being moved forwards 50 mm, the new axle generally also offers better ground clearance than before. Constant improvements Scania would, of course, not be Scania if a lot of different areas in the vehicles had not been redesigned during the development work, in line with the company’s approach to constant improvement. One such typical change is that Scania's steered tag axles are now electro-hydraulically operated. This provides a number of benefits, such as increasing the steering angle from 14 to 19 degrees, 30 kg (66lb) lower weight, the axle is now rated as high as 9 metric tons (19,842lb), and the installation is such that it has minimal negative impact on a bodybuilder's options (for example the cable harness does not go above chassis height). Global premiere for rollover side curtain airbags Scania's new generation of cabs can be fitted with rollover side curtain airbags, which are integrated into the cab roof, a technique that has never been used before in trucks. Together with seat belt use, rollover side curtain airbags are a crucial safety feature in preventing one the most common types of accident with serious consequences involving trucks: the driver is being hit inside the cab by interior parts or being trapped beneath the cab if the truck overturns, for instance following evasive action that forces the truck off the road. "The truck range we are now presenting is the result of the work of thousands of people and huge investments over a number of years," says Göran Hammarberg. "We are very proud of the results and now really want to tell prospective customers about all the new solutions and services."

Scania’s focus on optimizing the customer’s profitability Scania Group Press Release / August 23, 2016 The introduction of Scania's new truck range also marks the start of the industry's most developed and customer-optimized approach for enabling and offering solutions that are fully tailor-made for each customer as regards products and services for specific transportation assignments. "With the introduction of our new truck range we are offering our customers a wider selection of new performance steps and services, and at the same time placing the industry's most advanced sales support tools in the hands of our sales staff," says Christopher Podgorski, Global Senior Vice President, Sales and Marketing, Scania Trucks. "With the help of our comprehensive range of products and services, we customize optimum solutions that maximize profitability for each and every type of customer." Each truck is a production unit. The better adapted it is for its unique assignment and the more supported it is by applicable customized services, the greater the haulier's chances of getting a return on their investment. Hauliers' finances are determined by a range of different factors. Some of them are relatively simple to control. Others are influenced by factors that lie outside their control or are so complex in their nature that the consequences can be difficult for an individual to identify and address. "Many in the industry still work according to a strict focus on costs, where the most obvious factors are the cost of procuring the vehicle and variable costs such as fuel, as well as the in sight that standstills are unfavorable," says Christopher Podgorski. "But with that approach, you can miss the fact that earning potential, which Scania's offer is largely determined by the vehicle being optimized for its purpose, also has a major impact on whether your figures are in the red or black over time. The right specification and the right maintenance contributes to the vehicle being available and performing effectively when required. Which is also positively affected by the other services you can connect to the vehicle." With the introduction of the new truck generation, Scania is also focusing more strongly on optimizing its offer to each individual customer. By paying particular attention to the vehicle’s specification and combining this with services from Scania’s far-ranging eco-system, each customer gets unique pre-requisites for making a profitable investment. Scania's starting point is TOE, Total Operating Economy. The difference between TOE and the traditional TCO, where only costs are reflected, is that the revenue side of a haulier's finances are also weighed in. The way payment for a transportation assignment is calculated (by weight, time used, mileage, and so on) is a good example of a factor that must be taken into account when the vehicle and its related services are being specified. Scania has concentrated its entire combined expertise on trucks, optimized transportation solutions, industry conditions and actual customer needs in the new sales support system that the company has developed. This “toolbox” is the result of several years' work compiling, analyzing and consolidating knowledge, insights and customer needs with regard to the global, multifaceted transportation and truck industry. "The basis is of course Scania's enormous trucking expertise, our modular system and vehicle data collected from tens of thousands of vehicles in actual operation for more than ten years," says Christopher Podgorski. "To this we have added knowledge from industry studies, customer interviews and marketing workshops, in close dialogue with our existing customers. The result is a Scania-unique toolbox that gives our sales staff, regardless of market or customer type, access to expertise that enables them to not only offer a truck but also a customized solution that, based on each customer's Scania's offer unique needs, has full potential to become profitable. We know that hauliers are being squeezed from every direction, so Scania's answer is to make even more of an effort to give them exactly the right solution." Scania’s solutions integrate the company’s collected expertise about both trucks and various transport solutions as well as their specific characteristics. By focusing on each customer’s unique needs, based on experiences, operational data and market know how, Scania’s solutions feature concrete added values that benefit the customer. One size fits no one The importance of being able to design a completely optimized vehicle and support both its ownership and use with related services like financing, service contracts and fleet management services is difficult to overestimate in today's competitive transportation world. Scania was one of the pioneers in connecting trucks in order to help optimize use and availability, among other things. There are currently more than 200,000 connected trucks from Scania in operation on the European market. "The offering Scania is now introducing will give all our customers better support and opportunities than ever before to achieve maximum return on their truck investments," says Christopher Podgorski. "Our product range and related services, combined with the way we have equipped ourselves to help our customers, represents a major development stage in our industry. Scania is now becoming even better at offering support to our customers when it comes to the one business they really care about: their own."