kscarbel2

The Iveco (former International Harvester) plant in Dandenong, Australia, and another efficient B-Train example. .

10/10 for Iveco ACCO Agitators Story on page 12..............http://asp-au.secure-zone.net/v2/index.jsp?id=35/1929/8609

From left to right: Navistar AUSPAC Engineering Manager, Adrian Wright Navistar AUSPAC Regional Manager, Dicky Commandeur Navistar Inc Vice President - Global Export, Federico Palomo CNH Industrial Executive Managing Director - Australia and New Zealand, Ray Osgood Navistar Inc General Manager - Operations, John Staley Iveco Australia Managing Director, Michael Jonson .

When you called the good folks at Watt's Mack (1-888-304-6225), what did they say on availability ? Mack Part-no. 553GB3266B - Cylinder head gasket applicable to EN707, END(T)673 and END711 with 20 stud cylinder heads Mack Part-no. 3029-8213C - Cylinder head gasket applicable to EN707, END(T)673 and END711 with 18 stud cylinder heads

Heavy Duty Trucking / October 11, 2016 The Heico Companies has acquired Dutch firm Ancra Systems B.V. (http://www.ancra.nl/en/systems/) with plans to bring the company’s automatic truck loading/unloading system to North American markets. Ancra Systems is based in Boxtel, Netherlands and expands Heico's holdings of cargo management entities. Heico is a parent holding company for a portfolio of more than 36 businesses involved in manufacturing, construction and industrial services. “This acquisition will bring advanced loading system technology to the North American trucking and material handling sectors and extend the advantages of automation throughout the warehouse, to the docks and into the trailers,” said Steve Frediani, president and CEO of Heico’s Ancra unit. “The addition of Ancra Systems positions Heico as a global player in the automated cargo management, loading, control and unloading space.” Ancra’s automated system can load or unload a trailer with palletized cargo in about three minutes, according to the company. The system can also have safety benefits as forklift-based cargo movement leads to about 34,800 serious injuries each year, according to OSHA. The automated system can reduce the opportunity for human error within a facility and potentially increase safety. “Automation and the efficiencies it brings has already permeated many dimensions of manufacturing and warehouse operations in Europe and North America,” said Marc Hezemans, managing director for Ancra. “The difference is that many European operations have been enjoying the additional benefits of our automated truck loading and unloading systems for more than 20 years.” Ancra offers six different systems with custom-designed capabilities that include a Chain Conveyor System and Skate System for palletized freight, a Roller Conveyor System for air cargo, a Slat Conveyor System for mixed and palletized freight, a Plastic Belt System for mixed and palletized freight and a Belt Conveyor System for loose loaded parcels. The Skate Loader and Load Runner Plus systems require no trailer mounted interface upfits or retrofits to gain the benefits of the ATLS. Likely candidates for the company’s system applications are manufacturers or distributors of high-volume, relatively standardized products operating in closed-loop environments, JIT scenarios and certain one-way loading applications. Industries include trucking, logistics, material handling, food, beverage, cold chain and a wide variety of manufacturers, particularly Tier One and Tier Two suppliers in close proximity to customers. “We expect to have our North American sales and technical support in position by the end of the first quarter of 2017,” said Marcel Berkers, sales director for Ancra. “We’ve watched these systems positively change industries around the world, and we expect the same thing to occur here in North America as well.” .

I will NOT pay over $45,000..........for a pickup truck.

Krupp made a beautiful truck, but I particularly liked the Henschels. The ZIL 130 reminds me of a Bedford TJ.

Nobody likes Iveco's Australian market conventional cab PowerStar more than me. It's an impressive truck in both form and function. But I look at the International line-up and PowerStar range as products for two different types of customers. I've yet to see one product range that appeals to everyone, which is why we have Ford, Chevy and Dodge to choose from for pickups. Sure, if we could buy a Ford pickup with the Chevy's Allison transmission and the Dodge's Cummins 6.7L, we'd only need that one pickup to perfectly meet everyone's needs............but that's another story. I think it's going to work out fine. .

The 15.2-liter D38-powered MAN TGX has also been launched by Penske in the New Zealand market. http://www.man.co.nz/truck-range/tgx-range/man-tgx-d38/

Australasian Transport News (ATN) / October 11, 2016 Combining European design with Australian tweaks, MAN’s new TGX flagship model aims at the B-double market MAN Truck & Bus has launched the TGX D38 during an event hosted by Penske Corporation chairman Roger Penske in Brisbane today. The new TGX flagship model, the MAN’s D38 joins the Australian heavy-duty market on the back of an 18-month test period in local conditions. Offering a 15.2-litre, six-cylinder engine with 560hp at 2,000ft-lb and maximum torque at 930rpm, the new MAN is targeted at long distance B-double applications. When it comes to transmission, the D38 ships with an automated manual 12-speed Traxion Transmission shifting system, which offers three fuel-efficient modes and GPS-controlled cruise control from MAN EfficientCruise. The cruise control system utilises topographical map data to foresee route gradients ahead and optimise the required fuel consumption. Speaking at the launch, Penske says the Australian arm of Penkse Commercial Vehicles worked in conjunction with MAN Germany to tailor the truck for the local environment. "The MAN D38 has been engineered for local customers, and with their needs of economy at the fore," Penske says. "I believe that the MAN D38 package from Penske Commercial Vehicles will quickly become an attractive and viable business option, giving our customers the edge they need." Echoing Penske’s remarks, MAN Truck & Bus Australia general manager Mark Mello says the new D38 combines economy and power. "Given our reliance on truck transportation in Australia and the distances between cities, efficiency and productivity are the key factors that dictate business success today," Mello says. "The MAN TGX D38 strikes an excellent balance of capacity and cost efficiency, and is built specifically for customers who transport high-gross combination weights. "We believe these qualities stand operators requiring B-double and heavy-duty applications in Australia in good stead." The new MAN TGX D38 is currently available from Penske Commercial Vehicles. Related reading: http://www.man.com.au/wp-content/uploads/2016/10/MAN-D38-Brochure-alternate-colour-1.pdf http://www.truck.man.eu/man/media/en/content_medien/doc/business_website_truck_master_1/Broschuere_D38_D_Screen.pdf . .

Scania Australia Press Release / October 10, 2016 Millers Transport Group, established in 1923, is a family run company transporting shipping containers in Melbourne, Victoria, Australia. .

Done Deal: CNH Industrial Appointed Australian distributor of INTERNATIONAL Trucks Power Torque AU / October 11, 2016 A joint announcement was made today by CNH Industrial and Navistar Inc. executives confirming that Iveco Australia’s parent company, CNH Industrial, has been appointed sole distributor of International Trucks in the Australian market. Today’s announcement ends months of speculation as to the framework under which International would return to Australia, after initial plans were outlined by Navistar Inc. at the 2015 Brisbane Truck Show. Operational aspects of the arrangement are still being finalized by both parties who are evaluating several models, like the ProStar, in an effort to ensure that the International brand is strongly promoted and supported from the outset. The return of International to Australia and its tie-in with Iveco and its Dandenong facility in Melbourne, marks a homecoming to the location where thousands of International commercial vehicles were manufactured and or assembled since 1952. The DNA still runs deep today with the current Iveco ACCO range sharing its lineage with earlier ACCOs developed under International Harvester (http://www.bigmacktrucks.com/topic/36017-the-legendary-acco-–-designed-and-built-by-australians/). Navistar Sr. VP Distribution & Export, Mark Belisle, said the company had taken extensive due diligence in evaluating and pursuing the best course of action for the return of International Trucks to Australia. “Despite not having sold here for a number of years, International is still entrenched in the Australian market and remembered fondly by fleet operators, this enthusiasm for the marque was also highlighted at the 2015 Brisbane Truck Show with both the ProStar and LoneStar display trucks capturing show-goers’ imaginations,” Mr. Belisle said. “Of course the return of a brand to Australia that is so well regarded, deserved a detailed plan befitting of its standing here, and that meant establishing a partnership with a company that was well equipped to assist in properly relaunching in the local market”. “In CNH Industrial we’ve found a partner with the necessary credentials and industry experience to help Navistar meet its goals here. The close history between CNH Industrial’s Iveco brand and INTERNATIONAL is not lost on us either, it adds an element of emotion to the partnership”. “We look forward to the months ahead and bringing some exciting new INTERNATIONAL vehicles to market.” In commenting on the agreement, CNH Industrial Executive Managing Director – ANZ, Ray Osgood, said he was extremely pleased to have established a partnership with Navistar Inc. for the distribution rights. “International had a long and successful history in Australia and dominated the commercial vehicle market for several decades – there remains a lot of passion for the brand here today, and it still has a lot of equity in this market,” Mr. Osgood said. “CNH Industrial is extremely excited at the prospect of partnering with Navistar in reintroducing the iconic International Trucks to Australia. Our operational experience with Iveco and the obvious synergies and history between the two brands will provide notable efficiencies as the International range is introduced in the months ahead. “Furthermore, we see the arrangement to be mutually beneficial in that the International product range primarily consisting of conventional cabs, will compliment Iveco’s strengths in cab-over truck models.” International Trucks History – Australia 1912: International Harvester company of Australia Pty Ltd is formed 1949: Local International truck manufacturing and assembly begins in South Melbourne 1952: International manufacturing facility opened in Dandenong, Melbourne (now owned and operated by Iveco Trucks Australia) 1955: Mk1 4x4 GS army truck production began 1961: Anglesea proving ground established to help development of extended truck lines 1961: AACO production began 1965: New facilities added to Dandenong works – capacity is almost doubled 1972: ACCO A is released 1982: International Harvester experiences global financial concerns – Receiver Manager appointed in Australia 1985: International Harvester becomes International Trucks Australia Ltd 1992: Iveco acquires International Trucks Australia Ltd, including Dandenong manufacturing facility and ACCO model range 1997: 200,000th International / Iveco unit manufactured at Dandenong facility 2001: Company name officially changed to Iveco Trucks Australia Ltd 2004: Relaunch of International 9000 Series in Australia, assembled at Dandenong 2006: International 7600 introduced 2017: International Trucks to relaunch in Australia .

Prime Mover Magazine / October 11, 2016 A joint announcement was by Iveco Australia parent company, CNH Industrial and US truck brand Navistar has confirmed that Iveco will now distribute International trucks into Australia. The announcement ends months of speculation as to the framework under which International would return to Australia, after initial plans were outlined by Navistar in 2015. The return of International to Australia and its tie-in with Iveco and its Dandenong facility in Melbourne, marks a homecoming to the location where thousands of International commercial vehicles were manufactured and or assembled since 1952. “Despite not having sold here for a number of years, ‘Inter’ is still entrenched in the Australian market and remembered fondly by fleet operators,” said Mark Belisle, Navistar Sr. VP Distribution & Export. “We look forward to the months ahead and bringing some exciting new International vehicles to market.” CNH Industrial Executive Managing Director – ANZ, Ray Osgood, added. “International had a long and successful history in Australia and dominated the commercial vehicle market for several decades – there remains a lot of passion for the brand here today, and it still has a lot of equity in this market,” he said. “CNH Industrial is extremely excited at the prospect of partnering with Navistar in reintroducing the iconic International Trucks to Australia. Our operational experience with Iveco and the obvious synergies and history between the two brands will provide notable efficiencies as the International range is introduced in the months ahead. “Furthermore, we see the arrangement to be mutually beneficial in that the International product range primarily consisting of conventional cabs, will compliment Iveco’s strengths in cab-over truck models.” According to both CNH and Navistar, operational aspects of the arrangement are still being finalised by both parties, which are still evaluating several models. .

Hendrickson Press Release / October 4, 2016 A value-added option for INTRAAX and VANTRAAX trailer suspension systems, TIREMAAX helps fleets and owner operators in their efforts to minimize costly tire wear and improve productivity and fuel mileage. Related reading - http://www.hendrickson-intl.com/Trailer/On-Highway/TIREMAAX .

BPW Press Release / October 4, 2016 BPW is presenting AirSave, a cost-effective solution for keeping tyre pressure within the optimum range automatically with accompanying indication of imminent tire failures. AirSave is easy to retrofit and freely scalable thanks to its decentralized and autonomous design. The system can be combined with every brand of tires and rims. “Today’s TPMS systems use telematics applications to show any deviation from the optimum tyre pressure. However, whether and when the problem is resolved, for example by topping up with air, remains open. This is only possible with automatic tire pressure control systems, such as our AirSave system,” explains BPW Innovation Management Director Markus Kliffken. One advantage that AirSave has over previous tire pressure control systems: it is an autonomous solution that can be easily fitted or retrofitted with minimum additional cost. The system consists of a compressor, electric control unit, tire valve, a number of pressure and temperature sensors as well as a power source. Each individual tire is automatically adjusted to the correct pressure while traveling. System faults such as a steady loss of pressure are indicated by means of an LED light directly on the tire. “Tyre pressure plays an important role in reducing operating expenses. If it is not within the optimum range, this can lead to increased tire wear, reduced tire mileage and higher fuel consumption as well as CO2 emissions,” says Kliffken. “Thanks to AirSave’s decentralised system, it is much easier to locate tire damage.” AirSave is easy to retrofit and freely scalable thanks to its decentralized and autonomous design. Moreover, the system is completely maintenance-free. Because AirSave is mounted on the hub, no special components are required for the wheel itself, and servicing the tires is straightforward. The system can be combined with every brand of tires and rims. .

ZIL 130 Mercedes-Benz L6500 Bussing-NAG 650 Krupp Titan (WW2 U-Boat builder. Later known as Hanomag Henschel, the truckmaking unit was acquired by Daimler-Benz in 1968) Henschel (former locomotive and WW2 aircraft and tank builder including all Tigers. Later known as Hanomag Henschel, it was acquired by Daimler-Benz in 1970) Mercedes-Benz NG (forerunner to the SK) IFA L60 (Industrieverband Fahrzeugbau, East German truckmaker) Skoda Liaz 706RT (LIberecké Automobilové Závody - Czech truckmaker) 1984 KamAZ-53212 .

Spicer was the vendor of your steering shaft (Mack vendor code 2104 in the days of the former Mack Trucks and its superior parts system). Your Mack dealer should be easily able to view your steering shaft assembly's breakdown and see the 2104- number for the boot, and then supercede it to the latest number (if it indeed has a part number supercession). From what you're saying, Volvo has superceded it to NLA (No Longer Available). You could ask your Mack dealer for the original Spicer boot number, and then call Spicer at 1-800-621-8084 and inquire about the difference between that number and the 25160249, i.e. inner diameter at the ends where it mounts, working length expanded and compressed.

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Kenworth T680 and T880 Add Cummins Westport ISL G Near Zero Emissions Natural Gas Engine Kenworth Truck Company Press Release / October 1, 2016 Kenworth will offer the Cummins Westport ISL G Near Zero NOx emissions natural gas engine as an option in its model T680 and T880 trucks. Emissions from the ISL G Near Zero natural gas engine are 90 percent lower than the current NOx limit of 0.2 gram per brake horsepower-hour, and meet the 2017 EPA greenhouse gas emission reduction requirements. The new engine achieves this reduction through the introduction of advanced engine calibration, a unique maintenance-free, three-way catalyst after-treatment system, and a closed crankcase ventilation system. “The Kenworth T680 and T880 equipped with the ISL G Near Zero emissions engine is well suited for regional haul, vocational and refuse fleets focused the reduced environmental impact of natural gas use and reducing their operating costs,” said Jason Skoog, Kenworth assistant general manager for sales and marketing. The 8.9-liter Cummins Westport ISL G Near Zero comes with ratings up to 320 hp and 1,000 lb-ft of torque. The engine can operate on 100 percent natural gas, which can be carried on the vehicle in either compressed natural gas (CNG) or liquefied natural gas (LNG) form. The new ISL G Near Zero is also compatible with renewable natural gas (RNG) which allows for even further reductions in GHG emissions. The new engine will become available in the Kenworth T680 and T880 in early 2017. .

Fleet Owner / October 10, 2016 New highway bill calls for 20 FMCSA rulemakings; here's what coming A high-ranking official with the Federal Motor Carrier Safety Administration opened his presentation here by assuring fleet executives that “we don’t just make things up” and that the “vast majority” of the agency’s rulemakings are mandated by Congress. Indeed, the FAST Act—the five-year highway bill enacted last December—calls for 20 rulemakings, explained Jack Van Steenburg, chief safety officer and assistant administrator for FMCSA. And the federal rulemaking process—notices of proposed rules, cost-benefit calculations, public comment periods, extensive reviews—are there to protect the public from “over-zealous” regulation. In short, “there shouldn’t be any surprise” when a new rule is developed, he emphasized. Van Steenburg led off the 2016 ATA Management Conference and Exhibition session, “More regulations: What you should expect next, when and why,” before yielding the floor to trucking industry representatives who followed up with explanations of new regulations coming from National Highway Traffic Safety Administration, the Environmental Protection Agency, the Occupational Safety and Health Administration, and the Pipeline and the Hazardous Materials Safety Administration. And the number and scope of the new and pending rules might prompt truckers to wonder just how successful those protections from over-zealous federal regulators truly are, and instead to side with ATA President and CEO Chris Spear who earlier in the annual meeting faulted regulators who “issue mandates as if they were mere parking tickets.” Regardless, here’s a rundown of what’s on tap from Washington: Speed limiters for trucks While the joint rulemaking from FMCSA and NHTSA proposes three speed alternatives, “there are other considerations out there,” Van Steenburg said. “This is not a done deal folks.” FMCSA expects a lot comment on the rule, and acknowledges the speed differentials between commercial vehicles and passenger cars will get much of the attention. “Twenty-two percent of the large-truck drivers that are killed in crashes are speeding,” he said. “We really need to reduce that.” The rule is currently open for public comment, with both ATA and the Owner-Operator Independent Drivers Assn. asking for extensions. Electronic logging devices “This is a big, big rule,” Van Steenburg said, before explaining the December 2017 deadline. He also discussed the self-certification process, and suggested that while many of the biggest names in e-log services have to put themselves on the list of certified providers, he expects them to be on it soon. And many will be able to do with only software changes to current systems. FMCSA also will be taking down some of the test scenarios included in the self-certification process because those test pertain to Web Services—and the agency is not yet ready with its part of the system. FMCSA will also clarify how a provider can still self-certify, even before Web Services is up and running. “We will have Web Services and e-RODS in probably six to seven months,” he said. FMCSA will also host two additional webinars to explain the transition. Drug and alcohol clearinghouse The rule is currently under review at the White House Office of Management and Budget (OMB), and “it’s going to be a winner for the industry” by allowing carriers to access a single federal database to find out if a truck driver has a previous drug or alcohol incident on his or her record. “It really prevents job hopping,” he said. “It’s a tool for all of us.” Entry-level driver training Also at OMB, the negotiated rulemaking to set federal driver training standards will have a three-year phase-in period, and Van Steenburg expects it to be out by the end of the year. Windshield-mounted safety technology “All of that equipment we’ve exempted over the years is in the rule and is permanent now,” Van Steenburg said, adding that while the rule specifies a number of technologies that are approved, “there are a couple that are gray areas.” He named “fleet-related incident management systems” and “performance and behavior management systems” as items specified by Congress, but not exactly specific as to what the terms mean. “Obviously, we’re going to give a lot of discretion to the carriers to install that,” he said, then noted that the real question is whether or not the devices need to be installed on the windshield. Stability mandate The rule, published in 2015, requires electronic stability control (ESC) systems on large trucks and buses beginning in 2017. The first phase begins Aug. 1, explained Fred Andersky, director of government and industry affairs for Bendix Commercial Vehicle Systems. Six-by-four tractors built after Aug. 1 will be required to have full stability control, as opposed to simple roll stability systems. Class 8 motorcoaches will be required to have the technology in June 2018, and remaining tractors and Class 7 trucks will come under the mandate in August 2019. Single unit trucks will not be required to have full stability systems, he added. Collision mitigation Safety groups petitioned NHTSA petitioned for a rulemaking on collision mitigation technology last year, and the National Transportation Safety Board has also called for the technology to be made standard on commercial vehicles. Dubbed forward collision avoidance and mitigation braking systems or “F-CAM” systems, such technology should be able to brake on stationary vehicles, rapidly reduce closing speed, have a low rate of false alerts and interventions, and meet or exceed the European mandate for the equipment. Andersky pointed out that NHTSA recently completed on real-world study on collision mitigation systems, finding that the technology was effective in reducing rear-end collisions, but that there was high level of false alerts on stationary objects, such as overhead signs or guard rails. The agency will conduct an additional study using newer technologies designed specifically to better handle braking on stationary objects. “NHTSA may come out with a Notice of Proposed Rulemaking in 2017, but I think it’s more likely to be 2018,” Andersky said. “Depending on how the election goes, it could all change after November. There could be a big difference in terms of rulemaking as we move forward.” Autonomous vehicles Noting that “rulemakings take time,” Andersky explained the DOT’s recently announced policy on autonomous vehicles sets the government up to develop “flexible and nimble” guidance. “They know that the technology is going to keep evolving,” he said. “A rulemaking is too slow to keep up. Is it a hard and fast rule? No. Does it have the teeth of a regulation? NHTSA can, if it’s an imminent hazard, have a recall whether or not there is a FMVSS being violated. That’s going to be an interesting one to see how that plays out.” Andersky noted that it won’t be just the companies that manufacture the technology that will fall under the guidance. Others using Level 2 autonomous systems—such as Peloton, which uses such systems in a platooning system, and OTTO, which is developing self-driving trucks—will be regulated as well. “In a nutshell, really, right now this has more impact on suppliers,” Andersky said. “For fleets, this means being able to take a look and evaluate the technology. Some of these systems can be retrofittable. In which case, test it in your new trucks first and make sure it’s going to work and can manage the situation, because if you put this technology in all of your trucks and NHTSA decides to have a recall, you could have some issues.” Fuel efficiency standards Following up on the “win-win” Phase 1 truck fuel efficiency/greenhouse gas emissions standards, the Phase2 goals are specific and challenging but the rule is flexible enough that truck and engine makers will be able to meet them without disruption, explained Sean Waters, director of compliance and regulatory affairs for Daimler Trucks North America. “We picked low-hanging fruit first, the quick, easy wins for our customers,” Waters said, referring to the 2010 standards. “This is a much tougher rule. We’ll have to spend hundreds of millions of dollars in R&D to hit the targets, but we’re confident we can hit those targets in a way that will still provide benefits for our customers. If the technology saves the customer money at the end of the day, then they’re going to buy it and we’ll see environmental benefits as well as fuel economy benefits.” He pointed out that “a whole suite of technologies” will be available, and customers will decide which best fit their operations, rather than being forced to adopt systems that don’t match their needs. Why? Waters also briefly discussed the possibility of doing away with regulations that no longer serve their original purpose. He cited specifically the ongoing attempt to allow camera systems to replace side mirrors, technology designed to improve both safety and truck aerodynamics. “It’s very hard to get the government to get rid of regulations,” he said. “Are people going to buy [the cameras] tomorrow or a week from tomorrow? No. But the technology that exists today can provide a real safety benefit that we’re not allowed to put on our trucks because of a FMVSS requirement.” He also questioned the need for marker lights on the top of trucks—and added that research has yet to find what the original justification for the 1930s rule was. So Waters is taking a “comprehensive look” at the truck regulations to determine which make sense and which no longer do. He hopes to develop a petition that makes the case for eliminating the unnecessary rules, and asked those in attendance to participate “to see if we can’t clean up some of the regulations and get them to align with our modern technology.” Beyond regulations “It’s very easy to regulate the heavy-duty trucking industry,” Waters said. “We’re easy to find. NHTSA and EPA know how to regulate us. We’re not afraid to do our part and improve the truck. But there’s more to be done.” Waters then posted a slide showing that more than 2.2 billion gallons of fuel are projected to be saved annually by GHG Phase 2—but more than 3 billion gallons are wasted due to congestion. “We obviously have to have increased spending on infrastructure, and now is the time,” he concluded. “For all of the great new technology we put on our trucks, it doesn’t get any better fuel economy if it’s just sitting in traffic, stuck. This is an area we can, should, and must improve.”

Fleet Owner / October 10, 2016 Within the next decade every truck will be “a connected truck,” and from there “it’s a short next step to integrating trucks into logistics systems,” according to Troy Clarke, president and CEO of Navistar. “Asset utilization is a big deal,” said Clarke, who comes to that perspective from years of running manufacturing operations. “You have to use your assets every minute possible to generate revenue in a plant, and I look at trucks the same way.” Remote diagnostics systems like Navistar’s OnCommand are one way to leverage connected truck capabilities to maximize uptime, Clarke told Fleet Owner during the introduction of the new International LT on-highway tractor. “Connecting our customers with freight” would be the next step “in providing solutions to help improve utilization,” he predicted. As greenhouse gas restrictions phase in over the next 10 years, truck prices will inevitably go up as manufacturers adopt technologies to cut those emissions by boosting fuel efficiency, according to Clarke. Fleets looking to compensate for higher equipment prices “will need more uptime, better utilization,” he said, pointing out at “every one point increase in uptime is worth more than 1 MPG” in carrier profitability. Such a focus on truck utilization represents “a tremendous alignment of interests for fleets, for shippers, for everyone,” Clarke said. More efficient truck use not only improves fleet businesses, but brings better distribution networks to shippers, offsets congestion pressures by decreasing the number of trucks on the road, and ultimately contributes to greenhouse gas control efforts. For Clarke, “the connected truck is that platform, the access point for all the data” needed to achieve such asset utilization gains. Navistar’s newest investor, Volkswagen Truck & Bus shares the same vision for connected trucks as integrated elements in an optimized supply chain. It recently launched RIO, a cloud-based database connecting truck data with a variety of infrastructure entities that it has developed with partner Telogis. VW’s MAN Truck group is the first to offer RIO, but the system is brand agnostic and open to all truck users, according to the company. The goal is to create “an OS for logistics,” said Andres Neilsen, VW Truck & Bus Chief Technical Officer. For example, an initial application for RIO is helping European truckers find open parking spaces, but also capturing information on trailer loads could easily lead to brokering any available space, he speculations. “We’re not that far yet, but we want to be ready if and when it’s time.” Neilsen told Fleet Owner. “The concept is to create an open architecture that allows other applications to draw on that database.”

Heavy Duty Trucking / October 10, 2016 Kenworth is offering a few new options for its heavy-duty trucks, including a new natural gas engine and bunk heater system fo the T680 and T880 and a FlowBelow AeroKit for the T680. Kenworth will offer the Cummins Westport ISL G Near Zero NOx emissions natural gas engine on its T680 and T880 model. The engine produces emissions that are 90% lower than the current NOx limit of 0.2 gram per brake horsepower-hour and it meets the 2017 EPA greenhouse gas emission reduction requirements. The 8.9-liter Cummins Westport ISL G Near Zero comes with ratings up to 320 horsepower and 1,000 lb-ft. of torque. The engine can operate on 100% natural gas, which can be carried on the vehicle in either compressed natural gas or liquefied natural gas form. The ISL G Near Zero is also compatible with renewable natural gas, which allows for even further reductions in GHG emissions. “The Kenworth T680 and T880 equipped with the ISL G Near Zero emissions engine is well suited for regional haul, vocational and refuse fleets focused on the reduced environmental impact of natural gas use and reducing their operating costs,” said Jason Skoog, Kenworth assistant general manager for sales and marketing. Kenworth is also adding cab temperature monitoring for the T680 and T880 with its Auto Start and Stop Capability and an optional Espar Airtronic D4 fuel-fired bunk heater. The Espar bunk heater produces nearly double the BTUs of Espar’s previous generation heater. “For operators who run in cold temperatures, or shut down for a 34-hour reset, our new offerings give a one-two punch in vehicle performance and driver comfort,” said Kevin Baney, Kenworth chief engineer. “We’ve built our power management system into what we feel is the most comprehensive system in the market. And, for engine-off, constant heat in the sleeper, the new Espar Airtronic D4 heater has a BTU rating up to 13,650, and is available for the Kenworth T680 and T880 specified with either the 76-inch or 52-inch sleepers.” The Engine Auto Start and Stop system monitors the starting batteries and batteries used to power hotel loads. When the batteries need to be recharged, the system starts the engine to begin battery charging. The system also monitors oil temperature, starting the engine when the temperature falls below a pre-determined level. Additionally, Kenworth and FlowBelow have partnered to develop the FlowBelow Tractor AeroKit as an option on the T680. The kit consists of an AeroKit fairing fitted to each side of the truck between the Kenworth T680’s tandem axles along with a fairing directly behind the rear drive axle. The fairings are constructed of a durable and flexible thermoplastic polyolefin. The system also uses quick-release aerodynamic wheel covers that are designed to reduce turbulence within the wheel itself. “The tandem axle fairing and wheel cover combination enhances the T680’s superior aerodynamics by keeping airflow moving even more efficiently around the end of the tractor and onto the trailer, especially when the trailer is outfitted with its own side fairings, and reduces drag and turbulence around the tractor’s rear wheels,” said Kenworth's Baney. “This option offers our T680 customers an additional option to help optimize fuel economy.” .

Ford Shuts Mustang Factory for One Week After Sales Plunge 32% Bloomberg / October 10, 2016 Ford Motor Co. is shutting its Mustang factory in Michigan for a week after the iconic sports car suffered a 32 percent sales decline in the U.S. last month and was outsold by the Chevrolet Camaro for the first time in almost two years. The second-largest U.S. automaker idled the factory in Flat Rock, south of Detroit, to match production capacity with demand, Kelli Felker, a company spokeswoman, said in an e-mailed statement. The plant, which employs 3,702 workers and makes Mustangs and Lincoln Continentals, will resume production Oct. 17, Felker said. Under the automaker’s labor agreement, workers will be paid during the shutdown. The idling may be a sign of the growing weakness of the U.S. auto market, which had been a leading driver of economic growth. Automakers’ monthly sales have been coming up short -- though they beat expectations in September -- and many analysts are now predicting the U.S. auto industry won’t match last year’s record of 17.5 million cars and light trucks. Mustang, which is among Ford’s most storied nameplates, received a racy redesign two years ago on the car’s 50th anniversary. That new look helped propel the Mustang past the Camaro in 2015 to regain its title as the top-selling sports car in America, which it had held for decades before General Motors Co. redesigned the Camaro in 2010. Camaro Gains Camaro overtook Mustang last month for the first time since October 2014 on the strength of incentives that more than tripled last month to $3,409 per car, compared with an average discount of $2,602 on the Ford pony car, according to data from researcher J.D. Power obtained by Bloomberg. “In terms of incentives, we’re always going to be disciplined, but we’ll be competitive as well,” Erich Merkle, Ford’s sales analyst, said in an interview. Ford has sold 87,258 Mustangs in the U.S. this year, down 9.3 percent, while GM had Camaro sales of 54,535, off 11 percent, according to researcher Autodata Corp. Ford Chief Executive Officer Mark Fields has said the U.S. auto market has plateaued and that showroom sales are weakening. Going Global Ford began selling Mustang globally last year, and the factory produces versions with the steering wheel on both sides of the dashboard for right-drive and left-drive markets, Merkle said. Production of the Continental is still increasing at the Flat Rock factory, Felker said. The automaker sold just 775 copies of Lincoln’s new flagship sedan last month, its first sales since the automaker discontinued the car in 2002. Until February, Ford also built the Fusion family sedan in Flat Rock. But as sales for that model flagged, the automaker consolidated production of the Fusion at it primary plant in Hermosillo, Mexico, Felker said. Fusion sales have fallen 9.1 percent this year to 210,462 models. With a slowing market for cars, Camaro’s inventory rose to a 139-day supply at the end of August, said Jim Cain, a GM spokesman. The incentives, coming at the end of the 2016 model year, helped lower Camaro supply to 120 days, still twice what is consider an optimum inventory. Mustang supply rose to 89 days at the end of September from 71 days a month earlier. The deals on the Camaro will cool off this month as GM rolls out the 2017 model, Cain said. “We’ve been able to achieve some pretty significant increases in retail market share and transaction prices while keeping our incentives pretty disciplined for the calendar year,” Cain said.