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Bob, the media gave electric and autonomous a lot of coverage. I've no problem with that, but that was just one pillar of this massive show. The show was extremely busy. This is a professional show where you can rub shoulders with engineers, sales people and senior management, asking questions and getting direct answers from the source. People were thrilled with the new Scania. Though you won't read about it yet, Eaton is working on a next generation transmission architecture to replace their current platform.

If they are incorporated in the United States of America, they are considered to be a U.S. company. Personally, I'm proud of the remaining U.S. companies, like Hendrickson, that have the savvy to compete successfully in the global market.

A V-6 isn't necessary. The Ranger and Everest are available with a new 2.0-liter turbocharged (twin-scroll) EcoBoost with high pressure direct injection that has the power and torque of a 3.5-liter V-6 (per Ford). I've heard 250hp and 270 lb/ft. That 4-cylinder is all you need.

It is indeed a global show. Paccar, GM, and Ford were there, as well as Hendrickson, Cummins, Modine, CVG, jacobs and many orhers. Saying this show is massive would be an understatement.

Bob, that's a medium-duty Hino 500 Series (with the logo covered). The Cargo isn't marketed in Australia. http://www.hino.com.au/500/

CAT Trucks Australia / Navistar Auspac Press Release / September 26, 2016 .

ZF and Ford Trucks ZF Press Release / September 21, 2016 TraXon in Turkey: The ZF transmission system is installed at Ford Trucks as a standard component in the truck product lines with a Euro-6 driveline. .

ZF TraXon Hybrid ZF Press Release / September 26, 2016 Built into heavy trucks like the ZF Innovation Truck, the TraXon Hybrid fulfills all of the requirements of an electric driveline. In addition to considerably lower fuel consumption, functions like recuperation, electric maneuvering, start-stop and boosting are included. Pioneer in the field: The TraXon Hybrid is ZF’s first hybrid solution for heavy-duty trucks. .

Tata Trucks Press Release / September 27, 2016 . . .

ZF Reinforces Electrification of Commercial Vehicles to Achieve Zero Emissions in the City ZF Press Release / September 22, 2016 New all-electric central drive designed particularly for city buses and delivery trucks. AVE 130 electric portal axle is already a volume-production solution for low-floor buses; its modified concept excels in the Mercedes-Benz Urban eTruck. TraXon Hybrid enables heavy trucks to maneuver electrically. Friedrichshafen/Hanover. ZF Friedrichshafen AG offers a broad product and services portfolio for the electrification of commercial vehicles. It focuses on all-electric drive solutions for urban vehicles and hybrid applications for use in long-distance transport. The company’s latest products include an all-electric central drive for buses, coaches and delivery trucks intended for urban transport. Derived from the technology of the AVE 130 electric portal axle for city buses, a close-to- wheel electric drive for heavy delivery trucks is also part of this new portfolio. Now, it has been introduced for the first time in the Urban eTruck concept from Mercedes-Benz. In addition to the above, ZF offers hybrid solutions such as the TraXon Hybrid for heavy trucks. The commercial vehicle sector is also benefiting from close dovetailing with e-mobility solutions for passenger cars. As an example, ZF modified its all-electric axle drive, originally engineered for passenger cars, for use in light commercial vehicles. High-torque, powerful diesel engines remain critical components for many commercial vehicle applications. Nevertheless, the electrification of commercial vehicles has strong potential because for some applications and market regions, the hybrid or the all-electric drive is a better alternative. “Many commercial vehicles with limited daily mileage can already be operated using all-electric drives,” says Fredrik Staedtler, head of the Commercial Vehicle Technology Division at ZF. These systems are even mandatory in many large metropolitan cities in Europe and Asia that already have strict emissions regulations. Fleet vehicles are often used in a return-to-base operation which means that delivery trucks and buses can return to the fleet lot or bus depot overnight and be easily re-charged. All-electric buses and delivery trucks for getting around town As the newest addition to its broad e-mobility solution portfolio, ZF has now developed an all-electric central drive that brings city buses and delivery trucks one step closer to zero-emission driving. The central drive is ideal for vehicles with driveline configurations similar to those currently in use in conventional vehicles, thus making it easy to integrate into existing vehicle concepts. The fact that the central drive can be combined with both single rear drive axles and conventional low-floor axles means it can be installed in low-entry buses and all kinds of low-floor buses. The popular AVE130 electric portal axle is another ideal solution for low-floor buses because it provides weight benefits in the vehicle and accommodates flexible vehicle architectures with open interior designs. Hybrid drives for trucks and buses ZF has developed yet another product for hybrid use in heavy commercial vehicles. Its TraXon Hybrid features an electric motor installed between the combustion engine and the transmission. This parallel hybrid design allows all hybrid functionalities to be realized in a 40-ton truck. One feature particularly attractive for many applications is that in generator mode, the hybrid module can also supply power to other units, during refrigerated transports, for example. In thinking about future needs at the truck terminal or bus depot, ZF has equipped its Innovation Truck 2016 with the TraXon Hybrid which can maneuver autonomously and purely electrically. Apart from being installed in truck applications, TraXon Hybrid is also suitable for coaches, where the hybrid drive boasts the same advantages. Light commercial vehicles benefit from synergies with passenger car solutions ZF’s e-mobility solutions for light commercial vehicles benefit from the company’s expertise in the passenger car sector. For example, ZF has taken a central axle drive, originally designed for passenger cars, and applied it to light commercial vehicles and delivery trucks. It will go into volume production in 2018. It combines an electric motor with a two-stage single-speed transmission, differential and power electronics to form a highly-integrated, extremely compact unit. When it comes to performance, at 150 kW, the system also works perfectly in light commercial vehicles. “Identifying synergies between passenger cars and commercial vehicles has always been an asset of ZF and this also holds true for our electrification strategy,” emphasizes Staedtler.

The H350 is a superb van on the same level as the Ford Transit. Dual rear tire is not yet available. The Xcient is a world class heavy tractor in every respect. They have ideas of producing a conventional (bonneted) variant for North America. The "Mighty" light truck is for emerging markets.

Hyundai Trucks Press Release / September 27, 2016 .

ZF Innovation Truck 2016 Sees, Thinks and Acts with Intelligent Driver Assist Systems ZF Press Release / September 22, 2016 The Evasive Maneuver Assist (EMA), developed with project partner WABCO, automatically steers semi-trailer trucks around hazardous areas safely and helps to prevent rear-end collisions ZF’s Highway Driving Assist (HDA) actively keeps trucks in the lane and at an appropriately safe distance from the vehicle in front The automated maneuvering function helps to reduce accidents and downtimes while increasing efficiency at the truck terminal Friedrichshafen/Hanover. Greater safety and improved efficiency through automated driving are mobility megatrends that are increasingly relevant to the commercial vehicle sector. ZF is demonstrating its capabilities in these areas by showcasing its Innovation Truck 2016 developed for IAA in Hanover this year. With the vision of accident-free driving or “Vision Zero,” ZF is working on enhancing current assist systems for practical use on the road. Its efforts have resulted in a Highway Driving Assist (HDA) system which helps to keep the vehicle in its lane, and an Evasive Maneuver Assist (EMA) system which allows a truck to independently evade obstacles and brake. The latter was developed in cooperation with WABCO. The Innovation Truck 2016 also boasts a highly efficient solution with its autonomous maneuvering function SafeRange. Its intelligently networked systems allow the concept vehicle to autonomously maneuver to the loading bay in a precise and efficient manner, and if needed, with zero local emissions. Thanks to widely developed assist systems, modern trucks already offer a high level of safety. Now, with the ZF Innovation Truck 2016, ZF has pioneered the next level of active assist systems. Both the Evasive Maneuver Assist (EMA) and the Highway Driving Assist (HDA) systems can help prevent accidents more effectively. The SafeRange maneuvering system also boosts efficiency at the truck terminal – the key here is the linking of ZF's autonomous driving functions. Applying its competence in sensor technology, control electronics and mechatronic systems, the technology company enables the Innovation Truck 2016 to see, think and act. Avoidance instead of collision Typically, hazards occur at the tail end of a traffic jam on the freeway. If a truck driver fails to see this in time, the outcome could be fatal. In the ZF Innovation Truck, however, the unique EMA system takes control in this situation. The assistance function detects whether Advanced Emergency Braking or driver-initiated braking is sufficient to stop the vehicle before hitting an obstacle. If braking alone is insufficient to avoid a rear-end collision, the EMA directs the truck with its trailer independently (activated by the steering motion of the driver to the right or left) and safely toward the desired free lane or hard shoulder. ZF developed the system in cooperation with WABCO in early 2016. It analyzes information from cameras and laser sensors, and then activates the ReAX active electric power steering as well as the service brakes. A multi-stage warning cascade keeps the driver involved so that the system can be overridden at any time. Just like trains on a track The Highway Driving Assist (HDA) feature in the ZF Innovation Truck 2016 keeps the vehicle in its lane and effectively helps protect drivers from the often very severe consequences resulting from lack of attention, distraction or a few seconds of microsleep. The system not only warns the driver that the semi-trailer truck is unintentionally moving out of its lane, it also actively and independently keeps the truck in the lane. At the same time, it automatically maintains a safe distance from the vehicles in front at any speed, also including stop-and-go functionality. Efficient driving at the truck terminal The intense networking and automation of systems and functions help to considerably increase the efficiency and safety of workflows at truck terminals and transport hubs. Collisions while maneuvering can result in costly vehicle damage and downtimes while additionally increasing loading and unloading times. The Innovation Truck 2016 adapts a new approach. The system’s eyes and brain do not necessarily have to be located in the truck to automatically actuate its electrically powered mechatronic systems. That’s why, for the SafeRange autonomous maneuvering function, ZF has networked the truck to systems in the truck terminal. The truck to be maneuvered only needs a target on its trailer for the stationary cameras on the loading bay to be able to detect it. A computer inside the terminal calculates the trajectory and transmits the data via WiFi to the ZF Openmatics telematics system in the truck. This is where the vehicle control system takes over, using ZF's active electric power steering, ReAX, and the TraXon Hybrid automatic transmission system to steer the truck to the loading bay electrically and emission-free. A tablet doubles as an HMI control system that can be used to maneuver the truck from outside the driver’s cab. .

Reuters / September 28, 2016 With its recent acquisition of self-driving truck startup Otto, Uber Technologies Inc.[UBER.UL]is plotting its entry into the long-haul trucking business, aiming to establish itself as a freight hauler and a technology partner for the industry. Otto plans to expand its fleet of trucks from six to about 15 and is forging partnerships with independent truckers, Otto co-founder Lior Ron told Reuters in an interview. Starting next year, Otto-branded trucks and others equipped with Otto technology will begin hauling freight bound for warehouses and stores, he said. Uber has already started pitching services to shippers, truck fleets and independent drivers, and the services go well beyond Otto's initially stated goal of outfitting trucks with self-driving technology. It also plans to compete with the brokers who connect truck fleets and shippers. Fully autonomous trucks remain years away - some trucking industry experts estimate two decades - and the Otto vehicles are currently manned by a driver and an engineer. But the Uber-Otto efforts include a host of other technologies involving navigation, mapping and tracking, which can be deployed even as work continues on self-driving systems. An executive at one company told Reuters he had already been approached by Uber about hauling his goods, noting that Uber touted recent hires and advances in trucking technology. Uber aims to ultimately transform the competitive and fragmented $700 billion-a-year trucking industry, which is notorious for low margins. The company is challenging a host of established players, ranging from publicly traded companies, such as third-party logistics firms C.H. Robinson and XPO Logistics, to countless mom-and-pop trucking businesses. Otto has had motor carrier permits with the U.S. Department of Transportation and California Department of Motor Vehicles to move cargo since earlier this year. Eleven days after the close of the Uber acquisition last month, Otto filed for a new permit to haul freight, noting it would expand its fleet to 15 trucks. Ron told Reuters that Otto also aims to partner with the industry, and that "thousands" of owner-operator truck drivers have reached out to the company. "We are talking with everyone," he said. "We don't want to develop technology just for the sake of technology." Uber - the dominant ride-hailing firm and the world's most valuable venture-backed startup, at $68 billion - last month bought Otto in a $680 million deal. Otto, with about 100 employees, had just launched in January. While Uber's brand and financial backing could supercharge Otto's prospects, industry experts remain skeptical that a Silicon Valley startup with little experience can shake up long-haul trucking. "The transportation industry is a relationship-backed business," said Kevin Abbott, a vice president at C.H. Robinson. "There's a lot more to it than just finding a piece of equipment." Abbott noted that Uber is just the latest in a long line of companies that have tried to take the place of brokers, who typically match loads with vehicles. Uber and Otto also face competition from a growing crop of startups eyeing the industry. Companies such as Transfix, Convoy and Cargo Chief are aiming to unseat traditional brokers by matching shippers with carriers using complex algorithms, while Trucker Path has built a popular navigation app for truckers. BRAND ADVANTAGE? One indication of Otto's ambitions is its recent hiring of Bill Driegert, a logistics veteran who helped found Coyote, a leading freight broker, and served as its chief innovation officer, according to his LinkedIn profile. Uber and Otto are working to build a freight network to connect shippers and carriers, much like Uber matches passengers and drivers. The trucking push is partly a gambit to leverage the mapping and logistics expertise Uber has gained ferrying passengers and food in cities. "This is really about connecting the dots, connecting the shippers and the carriers," Ron said. "We are building that on the long-haul piece. Uber, through UberRush and UberEats, built that on the urban piece," referring to the company's on-demand delivery services. Self-driving trucks may eventually ease the driver shortage facing the trucking industry. But even absent autonomous technology, Otto says it could help decrease the cost of trucking goods by more quickly finding freight, mapping more efficient routes and reducing fuel consumption. "In Uber, you press a button and an Uber shows up after three minutes," Ron said. "In freight ... the golden standard is that it takes (the broker) five hours of phone calls to find your truck. That's how efficient the industry is today." Uber is hardly alone in tackling that problem. XPO Logistics - among the world's biggest logistics services - has invested heavily in software that maximizes the utilization of trucks and reduces fuel consumption. C.H. Robinson has developed technology that allows companies to track their shipments, as well as an app for carriers with small fleets. Moreover, the model that Uber used to disrupt the taxi industry may not translate easily to trucking, said transportation analyst Jack Atkins of investment bank Stephens Inc. Companies avoid risk when shipping goods more than consumers do when hailing rides, he said. "I don't really see it as a near-term threat, just because of how complex the industry really is," he said. "It's not as simple as, 'Hey, I want to go from point A to point B in Midtown.'" LOGGING THE MILES Ron emphasizes that Otto's autonomous driving technology is still in a "testing regimen." The trucks can drive by themselves on highways, with two copilots as backup, but maneuvering off the open interstate remains a challenge. The trucks now haul random items from the company's garage to test how the vehicles respond to hauling weight. But the company will "fairly soon" move goods for shippers - just about any type of freight, except for hazardous materials, Ron said. Otto currently has about two dozen drivers who are employees, and next year the company will have more partnerships with independent drivers. Truck fleets will also help test its technology. Otto has had talks with potential partners and is in the process of trying to cement deals with some of them, Ron said. "This is all about putting it on the road," Ron said, "collecting the miles." .

Transport Engineer / September 27, 2016 North West Roofing Supplies has taken delivery of the first of two new Iveco Stralis Hi-Street rigids, ordered after positive experience with an earlier trial vehicle. Supplied by dealer Walton Summit Truck Centre, the St Helens-based operator’s new additions are 26-tonne 6x2 Hi-Street rigids, both with a plant body, an Atlas 165.2A2 crane, and a lifting and rear-steering axle, providing increased manoeuvrability for deliveries in urban areas. The first vehicle has gone into service; the second is due for delivery in December. Both are supplied on five-year Iveco Elements R&M packages. The trucks are powered by Iveco’s Cursor 9 engine, featuring Iveco’s HI-SCR technology and producing up to 310bhp between 1,675 and 2,400 rpm, and up to 1,300 Nm of torque between 1,200 and 1,675 rpm. The vehicles also feature the EuroTronic fully-automated gearbox, manufactured for Iveco by ZF. “We first decided to trial an Iveco in 2014, after speaking to another operator that recommended the Hi-Street for our line of work,” says managing director Stephen Phillips. “We took on a similar 26-tonne rigid from another manufacturer at the same time, and found the Iveco quickly surpassing its competitor in terms of on-the-job reliability. The drivers love the truck, and we’re completely satisfied – the Hi-Street is ideal.” Payload is a bonus, he adds: “The 18.8-tonne capacity is very competitive, given our body and crane combination. It means we can collect from our suppliers just once per day in the morning, and spend the rest of the day delivering what our customers ordered.” The Stralis trucks join a fleet of nine 26-tonne rigids, and will be in operation six days per week. The vehicles are expected to clock up 50,000 miles per annum and will be in operation for between five and seven years. .

Transport Engineer / September 26, 2016 Somerset-based bulk haulier W Rolls has taken delivery of a new 32-tonne Renault Range C, joining eight more Range Cs and three Premium Landers already in its fleet. Supplied by Renault Trucks South West, the Range C460 8x4 with Aliweld bulk tipping body means the operator’s 12-strong fleet is solely Renault. Director John Bartleet says: “I’ve been buying Renault trucks for a long time and I’m always recommending them to other operators who are buying new vehicles. “The trucks are great, reliable and robust, plus we have a fantastic relationship with the team at Renault Trucks South West as well as great back-up service from Renault Trucks’ approved repairer A E George Commercials, which is only four miles away in Bruton.” The W Rolls fleet delivers all over the UK, with the trucks covering around 120,000km per year. “Our tippers are out Monday to Friday on long distance jobs up and down the UK. The fuel figures have been very impressive and on average we are achieving 9-plus mpg,” says Bartlett. Driver appeal was an important consideration, he says, adding: “Our drivers are particularly pleased with the new Range Cs. They are working on long distances so a comfortable life on board is crucial and overall they have been very happy with the bigger cab, storage spaces and interior finishes.” .

Transport Engineer / September 27, 2016 ZF confirmed its position at the hub of the commercial vehicle electrification drive at the IAA exhibition, in Hanover, Germany, showing an all-electric central drive in Mercedes-Benz Urban eTruck concept vehicle. The new drive is based on ZF’s AVE 130 electric portal axle, originally designed for city buses as a close-to-wheel electric drive. It combines an electric motor with a two-stage single-speed transmission, differential and power electronics to form a compact, integrated unit. “Many commercial vehicles with limited daily mileage can already be operated using all-electric drives,” comments Fredrik Staedtler, head of commercial vehicle technology at ZF. And he adds that return-to-base operations also favour electric commercial vehicles – noting that their numbers are bound to grow as electric vehicle become mandatory in cities in Europe and Asia. Staedtler’s all-electric central drive, he says, brings electric city buses and delivery trucks one step closer to zero-emission driving – particularly since it mimics conventional driveline configurations. The fact that the central drive can be combined with both single rear drive axles and conventional low-floor axles means it can be installed in low-entry buses and all kinds of low-floor buses, he explains. The new drive is scheduled for volume production starting in 2018. At 150 kW (201.15 hp), the system can also work in light commercial vehicles. “Identifying synergies between passenger cars and commercial vehicles has always been an asset of ZF and this also holds true for our electrification strategy,” states Staedtler. .

Efficiency Run 2016 – Product Launch: Up to 20 percent less fuel and CO2: Mercedes-Benz Trucks and Krone present highly efficient semitrailer-tractor combination Daimler AG Press Release / September 22, 2016 Integrated approach involves everyone in the haulage sector playing their part in achieving CO2 targets: commercial vehicle manufacturers, body/tyre suppliers, logistics companies and political decision-makers World première and start of sales for the "Krone Profi Liner Efficiency": economical and practical new trailer has optimised aerodynamics and A-label low rolling resistance tyres to reduce fuel consumption by over five percent IAA première: Latest generation Mercedes-Benz Actros with highly efficient OM 471 engine saves up to six percent on fuel Predictive Powertrain Control from Mercedes-Benz with fuel savings of up to five percent has been setting benchmarks for many years A-label tyres for low rolling resistance on the tractor unit enable a further two to four percent to be saved on fuel Efficiency Run 2016 tested and verified by five customers: Elflein, Grosse-Vehne, Rhenus, Seifert and Wiedmann & Winz Working together, Mercedes-Benz Trucks and the trailer manufacturer Krone have transformed the concept of an "integrated approach" to reduce CO2 into reality in less than twelve months. The integrated approach involves everyone in the haulage sector playing their part in reducing fuel consumption: commercial vehicle manufacturers, body/tyre suppliers, logistics companies and, last but not least, political decision-makers. The two companies' development efforts on the integrated approach bring customers real benefits. The specific Mercedes-Benz Actros unveiled at the IAA 2016 features the efficiency package and the latest generation of the OM 471 six-cylinder in-line engine, Predictive Powertrain Control (the anticipatory cruise control system) and A-label low rolling resistance tyres. When combined with the new Krone "Profi Liner Efficiency" trailer, it promises a reduction in fuel consumption, and therefore CO2 emissions, of up to 20 percent compared to existing combinations. A standard semitrailer-tractor combination from 2014 forms the basis of this comparison. Mercedes-Benz Trucks and its partners launched the first Efficiency Run last year and were able to save up to 14 percent on fuel as a result in comparison to a standard semitrailer-tractor combination. Dr Wolfgang Bernhard, Member of the Board of Management of Daimler AG, with responsibility for Daimler Trucks & Buses: "In 2015, The Efficiency Run proved that the integrated approach works. Now, just one year later, we are putting products that are fit for series production onto the roads. Our optimised semitrailer-tractor combination pays off for the environment and our customers: it lowers CO2 emissions and fuel consumption by up to 20 percent – and the cost can be amortised in about eighteen months." Gero Schulze Isfort, managing director of the Krone Commercial Vehicle Group, adds: "Working in partnership has moved us a decisive step forwards in terms of the integrated approach. Last year's Efficiency Run more than confirmed our expectations. We have subsequently further optimised our trailer, particularly with regard to everyday practicality. Thus, this year we were able to launch another field trial, now ended, which has resulted in a semitrailer that is fit for series production and is now going on the market – the Profi Liner Efficiency." Voluntary commitment fulfilled: 20 percent lower CO2 emissions Reducing fuel consumption, and therefore CO2, is currently one of the biggest challenges facing the haulage sector. In sectors outside the emissions trading scheme, of which haulage is one, the EU wants to reduce CO2 emissions by 30 percent by 2030. This demands enormous effort on the part of everyone involved in the haulage sector. However, the industry is convinced that it can accomplish this task – without statutory provisions – not just out of a sense of responsibility for the environment and society, but also driven by its customers. This is because lower CO2 emissions also mean lower fuel consumption, which represents a high cost factor for our customers. Back in 2008, European manufacturers formulated a vision to reduce CO2 emissions by 20 percent by 2020. It is essential, however, that this is cost-effective so that transportation by truck does not become more expensive and there is no impact on the European economy's competitiveness. The responsibility here lies not just with the manufacturers of tractor units, but rather with the entire trucking system. That extends to tractor units, semitrailers, tyres, fuel, operations, infrastructure and fleet replacement. The Efficiency Run is the best proof that this integrated approach works in real-world practice: compared to a standard semitrailer-tractor combination built in 2014, consumption could be reduced by 18 - 20 percent as a result. Thanks to the Efficiency Run, the package of measures being presented at the IAA to reduce fuel consumption and CO2 could quickly be transformed by Mercedes-Benz Trucks and Krone into specific standard products, which are already available to order. Integrated approach: enough potential to lower CO2 emissions by 20 percent Depending on the truck and trailer in use, the following increases in efficiency are evident in terms of fuel consumption and the reduction in CO2 emissions: Krone Profi Liner Efficiency: over five percent Mercedes-Benz Actros tractor unit: up to six percent Predictive Powertrain Control (PPC): up to five percent Low rolling resistance tyres for tractor unit: two to four percent This increase in efficiency of up to 20 percent in total pays off for customers. Depending on the application and the vehicle service life distance, the extra cost of the trailer can be amortised in one to two years. Efficiency Run 2016 with new Krone semitrailer tested by five customers, now available to purchase This year, Mercedes-Benz Trucks and Krone organised a further three-month endurance test. As part of the Efficiency Run, five transport businesses tested the new optimised semitrailers in everyday operation: Grosse-Vehne, Elflein, Rhenus, Seifert and Wiedmann & Winz. In the course of this, the transport companies involved deployed their own Actros tractor units dating from 2013 to early 2015 from their fleets. These included two Actros 1845, two Actros 1842 and one Actros 1843. None of the five vehicles were specially configured for the three-month test run and no efficiency packages were implemented. The only on-board equipment was the FleetBoard telematics system into which Krone Telematics had been integrated including tyre pressure loss detection system, and Predictive Powertrain Control (PPC). Instead, the main focus of the field trial was on the completely new semitrailer attached to the five Actros models: the Krone Profi Liner Efficiency. It celebrates its world première at the 2016 IAA Commercial Vehicles show in Hanover, Germany, and is now available to order. This solution differs from the familiar Krone Profi Liner in three main ways: New self-engineered Krone side panels made of impact-resistant plastic cover all the sides, including those of the three trailer axles, and improve the Cd value by 5.2 percent. A four-part rear wing, also made of robust plastic, improves the Cd value by a further 6.3 percent. A-label low-resistance tyres reduce rolling resistance. Profi Liner Efficiency: ready for tough day-to-day operation In comparison with last year's Efficiency Run, this test run did not look solely at fuel savings. Assessing the new trailer's everyday usability was a specific priority. This involves examining handling, noise emission, robustness, loading options and access. During the three months of testing, the five semitrailer-tractor combinations covered more than 150 000 km on German roads. They transported car engines, steel, paper, timber products and building materials – in short- and long-distance haulage. According to the drivers, the new trailer really proved its worth in tough day-to-day operation. Loading is possible from all sides and even from the top, and presents no problems at all. Using a forklift to load from the side works just as smoothly as with a conventional trailer, despite the side panels. No damage to the side panels was noticed at any time during the test phase. Reverse docking onto a loading ramp was also completed without difficulties. All that is necessary is to fold in the four-part rear wing before opening the rear-end doors. Based on feedback from drivers, this takes just a few seconds. They also made positive comments about the familiar operability of the lifting and lowering unit. The structural system for the side panels was singled out for high praise. It comprises five individual elements. These can be removed easily by hand at the height of the trailer axles – an important consideration when a wheel needs to be changed, for example. Even so, the lightweight plastic side panels (a proprietary Krone design) are so stable that they do not cause any wind noise. The side panelling is, of course, certified by the German Technical Inspection Authority (TÜV) and complies with legal requirements relating to the side underride guard. Low rolling resistance tyres and the trailer's improved Cd value reduce consumption by over five percent The side panels improve the Cd value of the Krone Profi Liner Efficiency by 5.2 percent. What's more, the rear wing improves the Cd value by a further 6.3 percent. These two benefits, in conjunction with low rolling resistance tyres, have an extremely positive effect on the Actros tractor unit's fuel consumption. An analysis of FleetBoard and Krone Telematics data showed that the optimised aerodynamics and use of A-label tyres reduced consumption by over five percent on their own. Krone's new efficiency specification will also be available for the Mega Liner, Cool Liner and Dry Liner in future. New heavy-duty engines from Mercedes-Benz Trucks at the IAA: Actros with standard efficiency package and OM 471 engine saves up to six percent on fuel The new Krone trailer is not the only form of the integrated approach that will be presented in Hanover at the 2016 IAA Commercial Vehicles show. At the Mercedes-Benz Trucks stand, the latest generation of the Mercedes-Benz Actros featuring optimised aerodynamics due to a new spoiler lip, an optimised drivetrain and economical heavy-duty engines will also be on view for the first time. Of the new generation comprising three six-cylinder in-line engines, the most economical is the OM 471 with a displacement of 12.8 litres. The standard optimised Mercedes-Benz Actros with this engine variant consumes up to six percent less fuel. PPC lowers fuel consumption with further refined shift strategy In addition to the new engine and transmission technology, the driving strategy also makes a noticeable contribution to lowering fuel consumption. Mercedes-Benz has been setting benchmarks for many years now with Predictive Powertrain Control, GPS data and topographic maps in conjunction with the Mercedes PowerShift 3 automated transmission, and with fuel savings of up to five percent. Now driving with PPC is even more efficient. The shift points of the anticipatory cruise control have undergone further optimisation. Internal tests by Mercedes-Benz confirm that journey times change only negligibly with the new strategy – in reality, the difference is of no significance. In contrast, the saving effect of the new driving strategy is quite tangible. About Krone Commercial Vehicle Group Innovative, competent and responsible – for many years these quality criteria have informed the philosophy of the family-owned Krone business which was established in Spelle, Germany, in 1906. The right mix of knowledge, entrepreneurial spirit and strong customer proximity has been the defining factor in the Krone Group's successful development. As one of the fastest growing companies in both the commercial trailer and agricultural machinery sectors, Krone is a benchmark setter. The reason for this is a high level of innovational strength, as demonstrated by a number of unique selling points. Worldwide, Krone's agricultural machinery and commercial vehicles are known to meet exceptional quality standards. The Krone portfolio of commercial vehicles includes platform and box semitrailers, container chassis, swap systems, trailers, truck bodies and vehicles designed specifically for courier, express and parcel services. Krone now has production facilities in four locations in Germany: Werlte, Herzlake, Dinklage (all in Lower Saxony), Lübtheen (Mecklenburg-Western Pomerania), as well as in Tire in Turkey. Annual output is currently around 40 000 vehicle units. All the time Krone is developing new solutions which can help transport businesses to operate successfully, even in a difficult economic environment. In the process, the focus is on two aspects: efficiency and load securing. The Group has succeeded in considerably boosting the efficiency of vehicles by means of numerous innovative solutions such as new vehicle concepts (Smarter Trailer). At the same time, vehicle safety is being continually optimised by new certified load-securing variants. Back in 2008, for example, Krone unveiled a particularly aerodynamic trailer – the Profi Liner Eco. The new Profi Liner Efficiency, which is available now, sees Krone once again underlining its expertise as a sustainable and environmentally aware commercial vehicle manufacturer. Krone is one of the biggest employers in the Emsland district of Lower Saxony; approx. 1700 people are currently employed in the agricultural machinery sector. Following the merger of the Brüggen vehicle production plants and service companies into the Krone Commercial Vehicle Group at the start of 2016, around a further 2800 employees now work for Krone across the five commercial vehicle production sites. The company has been family-owned for four generations without interruption; the Krone Group is now led by Bernard Krone who is managing partner of Bernard Krone Holding SE & Co. KG. . . .

Scania Group Press Release / September 27, 2016 BUMA, one of Indonesia’s leading mining operators, has decided to invest in 266 Scania trucks over the next five years, at a value of approximately USD 30 million. The order includes parts and maintenance contracts and will be delivered by Scania’s partner United Tractors. In the face of tough competition from other manufacturers, Scania was chosen as the supplier of transport solutions to Indonesian mining operator BUMA. The order comprises 266 trucks, plus parts and services on site over the next five years and is worth approximately USD 30 million. “This is a perfect fit for our ‘tailor-made for application’ approach,” says Björn Winblad, Head of Scania Mining. “By utilising our experience from lean production and continuous improvement, we intend to help BUMA to improve its mining operations across Indonesia.” Scania has worked with continuous improvements in its own business for decades, and is now drawing on that experience to offer its know-how to customers within application areas such as mining and forestry. The order includes Scania P 410 8×4 and R 580 6×4 models. The vehicles and services will be delivered by United Tractors, Scania’s partner in Indonesia. In August 2016, the first 14 vehicles were delivered, and another 86 vehicles will be delivered in 2016. BUMA (PT Bukit Makmur Mandiri Utama) was established in 1998 and provides services to Indonesian coal producers across all production stages, including geology and planning, overburden removal, coal mining, coal hauling and reclamation and rehabilitation. The company has some 11,000 employees and operates more than 3,000 heavy vehicles. United Tractors is the leading and the largest distributor of heavy equipment in Indonesia, providing products from world-renowned brands, including Scania. United Tractors’ distribution network includes 19 branch offices, 22 site support offices and 11 representative offices in 22 provinces across the country. The company has played an active role in the Indonesian mining industry for many years by delivering top-tier products and services to its customers. .

Mercedes-Benz Citan: compact on the outside yet roomy on the inside, with new packages of equipment for the exterior and interior, dual clutch transmission for diesel Daimler AG Press Release / September 21, 2016 Compact and flexible: the Citan's many variants Citan with Exterior Off-Road Styling package Citan with Exterior Dynamic package by Hartmann Citan with new packages of equipment for the interior Diesel engine: Euro 6 attained without SCR technology Transmission: dual clutch transmission now available for the diesel version Small wonder: the Mercedes-Benz Citan urban delivery van fits the bill when a combination of compact dimensions with plenty of payload and a surprisingly large volume is called for. The Citan has long since established itself as an integral part of the Mercedes-Benz Vans model range. With a choice of three lengths, the panel van, Mixto and Tourer variants, several weights and many equipment variants – the Citan is a real pro among its peers. Featuring new equipment packages, and now a dual clutch transmission for the diesel engine too, further attractive variants of the Citan will be available from summer 2017. Compact and flexible: the Citan's many variants The Citan offers maximum flexibility when it comes to adapting to the requirements of its customers. The variety begins with its three lengths: the compact Citan (3.94 m), the long Citan (4.32 m) and the extra-long Citan (4.71 m). No-one offers greater choice in this class. It is available ex factory as a panel van, Mixto and Tourer – covering all requirements from goods to passenger transport and combinations of the two. There is also the Citan WORKER panel van and the Citan CREW for particularly price-sensitive customers. The Citan's permissible gross vehicle weight ranges between 1.8 t and 2.2 t. The long variant of the Citan is particularly versatile, offering a choice of three weight variants. The Citan offers a diverse scope of particularly useful options ex factory. These include different door and window variants, panel vans with a folding load retention grille on the co-driver's side or a roof flap at the rear, a load retention grille for the Mixto or a luggage net for occupant protection on board the Tourer. Lashing eyelets are similarly available ex factory in the sidewalls, wood flooring and interior panelling of the cargo space. Last but not least, accessories such as cargo baskets with loading roller, basic roof carriers or ladder racks are available from Mercedes-Benz partners. The Citan panel van with double co-driver's seat is particularly flexible. Both seats have three-point seat belts and height-adjustable head restraints. If no-one is using these seats the backrests can be folded forward, with the centre backrest then acting as a writing surface if needed. There is a stowage compartment underneath the double seat, accessible from above by folding forward the single-piece seat cushion. A navigation system developed specially for the Citan points the way to the destination. The device has a 1-DIN form factor and is operated via a touch-sensitive 3.5-inch screen. The optional reversing camera makes manoeuvres at low speed easier, thereby boosting safety. The camera is hidden behind the licence plate holder on the tailgate or rear door and is activated when the reverse gear is engaged. The camera picture is shown in the inside rearview mirror, which dims automatically in bright light conditions. Guidelines help the driver to assess distances. Citan with Exterior Off-Road Styling package Although it already has a distinctive and attractive look, the Citan can now be enhanced further with new equipment packages. The Exterior Off-Road Styling package (Offroad-Optik Paket Exterieur) underlines the Citan's robust suitability for a range of application profiles and makes for an even more striking and individual appearance. It consists of dark grey wheel arch liners and sill panels and a front and rear spoiler in the same colour shade. The Exterior Off-Road Styling package is available for the long Citan. It is additionally on offer with raised ground clearance, steel underbody protection and reinforced tyres of size 195/65 R 15 for use on uneven surfaces such as construction sites. Citan with Exterior Dynamic package by Hartmann The Exterior Dynamic package by Hartmann (Dynamik Paket Exterieur by Hartmann) enhances the Citan's looks in a particularly emotional and exclusive way. This package is made for the German market by partner firm Hartmann as part of VanSolution, the programme for body and conversion solutions ex factory. It consists of a new front and rear apron as well as sill panels. Optional 16-inch light-alloy wheels can also be added. Citan with new packages of equipment for the interior Another new feature for all markets is the Colour Interior Design package (Design-Paket Interieur Color). This freshened look stands out with red highlights around the air vents and loudspeaker grilles. Red topstitching gives the seating fabrics and head restraints, the centre armrest as well as the shift lever gaiter a dash of emotion. The red topstitching is on offer in addition to the already available Chrome package (Chrom-Paket), upgrading it to the Chrome Interior Design package (Design-Paket Interieur Chrom). Furthermore, Mercedes-Benz is adding another practical item of equipment to the Citan portfolio: a radio with navigation system and LINGUATRONIC voice control. Mercedes-Benz Vans also supplies the Citan with driving aids ex factory for drivers with restricted mobility. Diesel engine: Euro 6 attained without SCR technology With four engines to choose from, customers are guaranteed to find the right one for them. The Citan's compact turbodiesel engine with a displacement of 1.5 l is available in three output categories, all of which comply with the Euro 6 emissions level as standard: 55 kW (75 hp), 66 kW (90 hp) and 81 kW (110 hp). Progressing to Euro 6 has actually increased maximum torque by 20 Nm for each diesel engine, to figures ranging between 200 Nm and 260 Nm. This translates into a noticeable rise in pulling power of around 10 percent. In the process of moving to Euro 6, the BlueEFFICIENCY package has become part of the standard specification of all vans with manual transmission. Among other features, this includes an ECO start/stop function and lowers fuel consumption for the diesel variants to just 4.3 l/100 km according to NEDC. The Citan achieves this outstanding consumption figure without compromising performance. The new emissions standard has certainly made the Citan clean for the future: all variants of the Citan with diesel engine achieve Euro 6 simply through internal engine measures and a storage-type NOx catalytic converter. No complex SCR technology is necessary, so drivers of the Citan no longer have to worry about using the extra service fluid AdBlue. Buyers can also choose a sprightly petrol variant as an alternative to the diesel engine. This engine has a displacement of 1.2 l and is rated at 84 kW (114 hp). In action, the compact engine is surprisingly powerful: at kickdown the engine mobilises 205 Nm of torque for a short time rather than 190 Nm. The extra torque is provided in second, third and fourth gears for a maximum of 20 seconds and helps in situations such as overtaking, thus making it a further safety factor. Transmission: dual clutch transmission now available for the diesel version Depending on the specified engine variant, the Mercedes-Benz Citan comes with a five-speed or six-speed manual transmission. It is also optionally available with the 6G-DCT six-speed dual clutch transmission. Previously available exclusively for the petrol-engined Citan 112, it will also be possible to get this for the Citan 111 CDI from 2017. This six-speed unit combines the economy of a manual transmission with the convenience of an automatic. The transmission features two separate clutches; one for the even-numbered gears and one for the odd-numbered ones. While driving the next gear is already pre-selected, and it only takes fractions of a second for one clutch to open and the other to close. The gear changes occur at lightning speed and virtually without interruption to tractive power, thus making them almost imperceptible to the driver. The driver's work is also made easier by a crawl function and a start-off assist system. The performance of the vehicle with dual clutch transmission remains the same as with the conventional six-speed manual transmission. .