kscarbel2

They're lying to you. It doesn't snow in Boston and New Jersey at all like it used to 50 years ago.

Actually, every other news article lately has the word "transgender"...........not global warming. As for "transgender", I'm rather tired of hearing about it.

Clinton had no concerns on emails’ sensitivity, says FBI The Financial Times / September 2, 2016 Hillary Clinton said she did not have any concerns about the sensitivity of emails sent to her private email system and did not recall anyone raising legal questions about its existence, according to the FBI. On Friday the FBI disclosed Mrs Clinton’s comments by releasing two documents from its investigation into her use of a personal email server — a summary of the probe and notes on its interview with the Democratic presidential candidate. Republicans said the documents underscored Mrs Clinton’s “reckless” handling of classified information when she was secretary of state, an issue that has dogged her campaign and fuelled concern among Democrats that she is seen as untrustworthy. “Clinton did not recall receiving any emails she thought should not be on an unclassified system,” said the FBI report on its interview with the candidate on July 2, 2016. “She relied on State [department] officials to use their judgment when emailing her and could not recall anyone raising concerns with her regarding the sensitivity of the information she received at her email address.” The FBI’s investigation is now closed. On July 5 James Comey, the bureau’s director, issued a harsh verdict on the way Mrs Clinton handled secret information over email, but said he would not push for a prosecution because there was no evidence that she “intended to violate laws”. The Department of Justice then opted not to prosecute her. Mrs Clinton has previously defended her actions by saying that while she received emails she never herself emailed any information that had been marked “classified”. The FBI’s summary of its investigation said that intelligence agencies had identified 81 email chains on Mrs Clinton’s unclassified server that contained information ranging from confidential to top secret at the time they were sent between 2009 and 2013. It said it found no evidence of Mrs Clinton’s email being compromised by cyber hackers, but it did find that “hostile foreign actors” had obtained emails she sent or received by gaining access to the personal email accounts of people with whom she was in regular contact. From Donald Trump’s campaign, Jason Miller, senior communications adviser, said: “Hillary Clinton is applying for a job that begins each day with a Top Secret intelligence briefing, and the notes from her FBI interview reinforce her tremendously bad judgment and dishonesty.” “Clinton’s reckless conduct and dishonest attempts to avoid accountability show she cannot be trusted with the presidency and its chief obligation as commander-in-chief of the US armed forces.” One partially redacted section of the interview with Mrs Clinton refers to the way targets are nominated for drone strikes, an indication that some of the emails addressed that issue. “Clinton stated deliberation over a future drone strike did not give her cause for concern regarding classification,” the document said. “Clinton understood this type of conversation as part of the routine deliberation process. Moreover, she recalled many conversations about future strikes that never occurred.” Mrs Clinton repeatedly told the FBI that she did not know much about the email server in the basement of the Clinton family home in Chappaqua, New York. “Clinton was not aware of the specific details regarding the hardware, software, or security of the server hosting clintonemail.com,” the FBI said. Reince Priebus, chairman of the Republican National Committee, said: “Clinton’s answers either show she is completely incompetent or blatantly lied to the FBI or the public. Either way it’s clear that, through her own actions, she has disqualified herself from the presidency.” The interview report runs to 11 pages and the summary of the investigation is 47 pages long, although 14 of them are fully redacted in the version released on Friday. ---------------------------------------------------------------------------------------------- FBI releases Hillary Clinton email report CNN / September 2, 2016 Hillary Clinton repeatedly told the FBI she couldn't recall key details and events related to classified information procedures, according to notes the bureau released Friday of its July interview with the Democratic presidential nominee, along with a report on its investigation into her private email server. Clinton told the FBI she "could not recall any briefing or training by State related to the retention of federal records or handling classified information," according to the bureau's notes of their interview with Clinton. The documents indicate Clinton told investigators she either does not "recall" or "remember" at least 39 times — often in response to questions about process, potential training or the content of specific emails. Much of the report reiterated what FBI Director James Comey testified in open hearings before Congress, including that more than six dozen email chains contained classified information at the time they were sent and that there appeared to have been hacking attempts on her server, though there is no evidence they were successful. Still, the report added fuel to the criticisms of Clinton and the narrative that her team acted "extremely careless," as Comey said. GOP nominee Donald Trump and other Republicans have stepped up their attacks connecting the emails to questions over whether Clinton gave preferential treatment to donors to her family's foundation. The release of the documents Friday comes as Clinton's lead over Trump has been cut in half since her post-convention bounce last month, according to CNN's Poll of Polls released Thursday. The bureau is making the information public in response to numerous Freedom of Information Act requests, including from CNN. "Today the FBI is releasing a summary of former Secretary of State Hillary Clinton's July 2, 2016 interview with the FBI concerning allegations that classified information was improperly stored or transmitted on a personal e-mail server she used during her tenure," the agency said in a statement. "We also are releasing a factual summary of the FBI's investigation into this matter." Presidential campaign ramifications The publication of the FBI report is likely to give a new burst of political life to the controversy over Clinton's private server. The episode plays directly into Republican claims that Clinton is dishonest, abhors transparency and lacks the ethical standards required of someone who sits in the Oval Office. It also allows Trump's campaign to suggest to voters that they will be setting up a repeat of the cycle of scandals, controversy, and investigations that dragged on through the entire presidency of Bill Clinton and which tainted Hillary Clinton at the same time. "Hillary Clinton's answers to the FBI about her private email server defy belief," Trump said in a statement. "I was absolutely shocked to see that her answers to the FBI stood in direct contradiction to what she told the American people. After reading these documents, I really don't understand how she was able to get away from prosecution." Republican National Committee Chairman Reince Priebus, meanwhile, called the release a "devastating indictment" of Clinton's honesty and judgment. Clinton's campaign, however, said it was "pleased" by the release. "While her use of a single email account was clearly a mistake and she has taken responsibility for it, these materials make clear why the Justice Department believed there was no basis to move forward with this case," Clinton's national press secretary Brian Fallon said in a statement. 'Oh s***' The FBI report also provided detail on mass deletions of Clinton's email server by the company maintaining her server, Platte River Networks, after the existence of it came to light. According to the investigation report, top Clinton adviser Cheryl Mills told a PRN worker whose name was redacted in December 2014 that Clinton wanted her email to only be retained for 60 days, and instructed him to reset the retention policy on her email account. But the individual told the FBI he realized that he had failed to do so until after The New York Times published its bombshell story revealing Clinton's private server and email use, prompting an "'oh s***' moment." "In a follow-up FBI interview on May 3, 2016, (name redacted) indicated he believed he had an 'oh s***' moment and sometime between March 25-31, 2015, deleted the Clinton archive mailbox from the PRN server and used BleachBit to delete the exported .PST files he had created on the server system containing Clinton's emails," the report stated. The mass deletion occurred after the March 2, 2015, Times story and after a March 3, 2015, preservation order from the House Benghazi Committee to retain and produce documents related to her email accounts. Mills had sent this request to PRN and this individual on March 9, 2015, and under repeat questioning by the FBI, the individual admitted he was aware that the request existed and meant he shouldn't disturb the files on PRN's server. Both Mills and Clinton told the FBI they were not aware of the mass deletion that March. Colin Powell One of the findings revealed in the report is that former Secretary of State Colin Powell "warned" Clinton that her emails could become government record in 2009. According to the report summarizing the FBI's investigation, Clinton emailed Powell just after inauguration in 2009 about his use of a BlackBerry as secretary of state. "Powell warned Clinton that if it became 'public' that Clinton had a BlackBerry, and she used it to 'do business,' her emails could become 'official record(s) and subject to the law,'" the report stated. "Powell further advised Clinton, 'Be very careful. I got around it all by not saying much and not using systems that captured the data.'" But the FBI said Clinton described her understanding of Powell's comments as saying that work-related emails would be official record, adding "Powell's comments did not factor into her decision to use a personal email account." Before it became public, interest in the contents of the report had intensified after it was reported that Clinton told the FBI a conversation with Powell recommending she use private email helped convince her to do so. Powell repudiated the idea that he shares any responsibility for her choice in the following days, however, and Clinton told CNN's Anderson Cooper last month that she takes full responsibility. "I've been asked many, many questions in the past year about emails. And what I've learned is that when I try to explain what happened it can sound like I'm trying to excuse what I did," she told CNN. "And there are no excuses. I want people to know that the decision to have a single e- mail account was mine. I take responsibility for it. I've apologized for it. I would certainly do differently if I could." Powell rejects Clinton email defense Use of mobile devices The report also described the way Clinton used her BlackBerry mobile devices. Clinton has cited her desire to use a single BlackBerry as part of her motivation to use a personal email address. Clinton's aide Huma Abedin told the FBI that Clinton often would use a new BlackBerry for a few days before returning to an older model because of her familiarity, according to the report. The FBI found that 13 different mobile devices were used with her two known phone numbers, and thus may have sent emails with her private account. After Clinton switched to a new device, the previous incarnation would often disappear, and a former Bill Clinton aide, Justin Cooper, said he could recall two times he destroyed the old device either by breaking it in half or hitting it with a hammer. The findings also noted that Clinton stored her BlackBerry in a desk drawer in her office, which was not authorized. Her office was in a Sensitive Compartmented Information Facility (SCIF), and thus the use of mobile devices in the office was prohibited. The former Assistant Secretary of State for State Diplomatic Security Service Eric Boswell told the FBI that he "never received any complaints about Clinton using her personal BlackBerry inside the SCIF." According to Abedin, Cooper and another person whose name was redacted from the report, there were personally owned desktop computers in the SCIFs in Clinton's homes in Washington and Chappaqua, New York. Clinton had stated to the FBI she did not have a computer of any kind in the SCIFs in her residences. Abedin and Clinton said the former secretary of state did not use a computer and primarily used her BlackBerry or iPad for checking emails. Handing of classified information The notes revealed that Clinton relied heavily on her staff and aides to determine what was classified information and how it should be handled. "Clinton did not recall receiving any emails she thought should not be on an unclassified system," the FBI notes said. "She relied on State official to use their judgment when emailing her and could not recall anyone raising concerns with her regarding the sensitivity of the information she received at her email address." Clinton was also asked about the (C) markings within several documents that James Comey testified before Congress represented classified information. The emails that were sent and received from her server containing these markings became the subject of intense debate on the Hill, as her critics seized on them as evidence that she mishandled information. But Clinton told the FBI she was unaware of what the marking meant. "Clinton stated she did not know and could only speculate it was referencing paragraphs marked in alphabetical order," the interview notes stated. The former secretary of state said she did understand when an email was marked "confidential" at the top, and "asked the interviewing agents if that was what 'c' referenced," according to the notes. The confidential label had been placed there by the FBI after the fact. She also said she didn't "pay attention to the 'level' of classified information and took all classified information seriously." The interview also addressed a 2011 email in which Clinton said she hadn't received talking points from her aide, Jake Sullivan. He responded that there were issues sending the document through secure fax. "If they can't," Clinton replies, "turn into nonpaper w no identifying heading and send nonsecure." That email had been the fuel behind speculation that Cilnton had demanded her aide send classified information through a nonsecure channel by removing markings. But Clinton told the FBI that she understood the request as routine. "Clinton thought a 'nonpaper' was a way to convey the unofficial stance of the US government to a foreign government and believed this practice went back '200 years,'" she said, according to interview notes. "When viewing the displayed email, Clinton believed she was asking Sullivan to remove the State letterhead and provide unclassified talking points. Clinton stated she had no intention to remove classification markings." Fallout from Comey's remarks Comey in July took the unprecedented step of announcing in a press conference the FBI's conclusion that there was not enough evidence to merit a criminal prosecution, before handing over his findings to the Justice Department. Anticipation for FBI's release on Clinton investigation The DOJ followed that recommendation and decided no prosecution was merited. After Comey testified about the decision before Congress, members requested access to his agency's report. Last month, the bureau gave members of Congress access to the notes, as well as notes from interviews with other Clinton staff and aides, but kept that version of the report classified. Comey testified that no transcript of the interview exists, only the notes taken on it. Clinton was not under oath. The FBI's release Friday did not include the notes of interviews with Clinton's aides.

The Guardian / September 3, 2016 The Food and Drug Administration has washed its hands of the products, saying there is no scientific evidence that they are better than plain soap and water Antibacterial soaps were banned from the US market on Friday in a final ruling by the Food and Drug Administration, which said that manufacturers had failed to prove the cleansers were safe or more effective than normal products. Dr Janet Woodcock, director of the FDA’s center for evaluation and research, said that certain antimicrobial soaps may not actually serve any health benefits at all. “Consumers may think antibacterial washes are more effective at preventing the spread of germs, but we have no scientific evidence that they are any better than plain soap and water,” she said in a statement. “In fact, some data suggests that antibacterial ingredients may do more harm than good over the long term.” Manufacturers had failed to show either the safety of “long-term daily use” or that the products were “more effective than plain soap and water in preventing illness and the spread of certain infections”. The new federal rule applies to any soap or antiseptic product that has one or more of 19 chemical compounds, including triclocarbon, which is often found in bar soaps, and triclosan, often in liquid soaps. It does not affect alcohol-based hand sanitizers and wipes, which the FDA is still investigating, or certain healthcare products meant specifically for clinical settings. The FDA has given manufacturers a year to change their products or pull them off shelves. The FDA first proposed a rule about the chemicals in 2013, following research that they might affect human hormones or change natural resistance to bacteria. The agency requested research from the producers to back up their health claims, but in the three years since has found that data lacking or their requests ignored. Triclosan has been proven effective at killing bacteria if used at sustained length – far longer than the few seconds most people spend washing their hands – and was once only found in healthcare settings. Recent studies have linked triclosan to a series of disruptions in human and animal health. A University of Chicago study released in July found that triclosan changed the microbiome inside human guts, and its researchers suggested that exposure could damage developing fetuses. A study from earlier this year found that overuse could also be contributing to antibiotic resistance, and a 2015 study found that antibacterial formulas were not more effective than soap and water. Triclosan can be found in 93% of liquid soaps labeled “antibacterial” or “antimicrobial”, according to the FDA, though some companies, including Proctor & Gamble, have already begun phasing the chemical out of products. There are partial triclosan bans in the European Union and Minnesota, but the chemical remains common in toothpaste, as it is believed effective against the bacteria that cause gum disease. People should still keep their hands clean, the FDA noted. “Washing with plain soap and running water remains one of the most important steps consumers can take to avoid getting sick and to prevent spreading germs to others,” the agency said. The Centers for Disease Control and Prevention recommends that if people need to use a hand sanitizer, it should have at least 60% alcohol. Professor Patrick McNamara, who has published research on antimicrobial soaps, called the ruling “logical” because research shows “there is no added benefit to having these antimicrobial chemicals in soaps”. He added that triclosan could play a part in driving antibiotic resistance, saying, “after these chemicals are used in our homes they go down the drain to wastewater treatment plants and eventually to the environment where they can select for antibiotic resistance genes”. “In short, triclosan and triclocarbon present a risk towards propagation of antibiotic resistance,” he said. “Since they do not offer added benefits when washing hands, their use is not worth their environmental risk.

It seems you've already forgotten about the Bush, Cheney and Rumsfeld show, with guest star Condoleezza Rice. It was significantly worse.

Going for optimized aerodynamics inherently affects the vehicles exterior aesthetics. I know all about that. But that said, the exterior of this truck is a dog. At least, they could have created a spectacular interior. But no. The all-new Scania interior is SO much better, so far ahead of this cheap interior that it isn't even funny. This is a prime example of the European trucks not only being five years ahead of US market trucks in content, but also in quality of design. https://www.scania.com/group/en/images/interior-nextgenscania/

Troubling. The E9 was produced up to 2003 and Volvo won't even provide a Remack water pump now, one of the most common "wear items" on an engine. By intentionally turning off after-sales support, including even the most basic of spare parts availability (e.g. a water pump), Volvo has turned the Mack E9 into a irreparable boat anchor.

Iveco's Powerstar is an absolutely brilliant truck. Available with the superb Cursor 11 and Cursor 13, and Cummins ISX 15 (of course the ISX12 fits), it is highly adaptable as conventional cab truck for the US market demand. .

Call it what you will, "global warming" or other, it is very "real". From Allentown to Sweden, the winters today are unlike that of 50 years ago. In our youth, Allentown was guaranteed to have a foot of snow on the ground every Christmas. Now.........nothing. Call it whatever you like, but something has changed and is continuing to change. If it is the pollution that mankind emits, I do have a problem with the US, European Union and other countries making its population jump thru hoops at a breakneck pace, while cesspool India, arguably the world's worth polluter and massive in scale, does nothing. Survival for all human beings on earth is a shared benefit. If the rest of the world has to make drastic and costly changes, India should be forced to as well. Most of the heavy diesel trucks on the road in India are belching out Euro-1 emissions (EPA1998). If India and all other countries with less than Euro-5 regs forced their truck operators to all move up to Euro-5, the rest of the world could fall back to Euro-5.

Particularly given you have a virtually new truck with a mere 1,400 miles, how are they compensating you for your loss of revenue for each day it is down?

Hino to standardise reversing cameras in 300 models Trade Trucks AU / September 1, 2016 Hino Australia is broadening the vision of its customers with the addition of a reversing camera as standard Hino is claiming a local first with its 300 Series, announcing the light-duty truck range is the first of its kind to offer a reverse camera as standard equipment. Fitting the ADR-compliant, waterproof, and high-definition cameras into its range, Hino Australia manager of product strategy Daniel Petrovski says the truck maker is "meeting the demands of our customers and the needs of Australian light duty truck buyers." "Our light-duty trucks are already equipped with cruise control, dual SRS airbags, ultra-narrow A-pillars, ABS brakes and Vehicle Stability Control," he says. "Reverse cameras are a logical addition to the standard safety specification." Offering a live video feed to the truck’s 6.1-inch touch-screen multimedia unit, the camera aids the driver in reversing safely both on the road and in the depot. The drivers will also have access to audio via a built-in microphone and, when it comes to night operation, will be able to utilise the camera’s infrared night-vision capabilities. Petrovski says with the addition of the camera feed to the already-fitted large electronically adjustable and heated mirrors with integrated convex spotter mirrors, drivers will have a 360-degree view of their surroundings. "Our decision to fit rear-view cameras to the 300 Series is a positive step in ensuring that Hino is at the forefront of safety developments in the Australian commercial vehicle market," he says. The announcement is the second piece of news out of Hino Australia concerning the 300 Series in a month, with the Hybrid variant celebrating its approaching 10-year milestone. .

Prime Mover Magazine / September 1, 2016 Truck manufacturer, Hino and its dealers, will be investing in excess of $40 million over the next few years in new premises and facilities, including all-new dedicated dealerships in Melbourne, Sydney and Brisbane. The announcement comes as Hino recently conducted extensive time and motion studies of truck servicing. The investment will also see new and some existing workshop facilities incorporated with design and procedures designed to dramatically reduce service times and improve technicians’ efficiencies. Existing facilities will also be progressively converted to incorporate the redesigned service bays. “Dealer investment in new premises and facilities is commensurately high in anticipation of increased market growth,” said Bill Gillespie, Hino Australia General Manager of Brand and Franchise Development, who spoke this week of the company’s faith in the growth of the light and medium duty truck markets in Australia. “Market demand for the Hino 500 Series range continues to grow and 2016 has been no exception, reinforcing our goal to keep faith with our customers’ growing business needs in the face of strong global demand for the 500 Series range.” Demand for Hino Australia’s medium-duty 500 Series range increased by almost six per cent in the period to July 2016, which exceeded the 2015 sales results for Hino in this segment. Demand has also exceeded supply for the Hino 300 Series truck range in the first seven months of the year. Supply constraints from Japan due to overwhelming demand from global markets meant Hino was restricted on sales and only able to deliver 2,455 of the 300 Series trucks during this period. This result was 2.97 per cent beneath the all-time six-month record set by Hino the previous year, with Gillespie stating that the company was “working with its Japanese parent to address supply issues”. In addition to the multi-million dollar investment, Hino also said the new Hino 300 Series 4x4 crew cab model is currently undergoing trials in rugged Australian conditions and is expected to join Hino’s 4x4 line-up in early 2017. .

Isuzu Australia reveals 2016 N Series range Trade Trucks AU / September 2, 2016 Updates across the range include new models and new transmission options Isuzu Australia has announced it will be bringing a suite of updates to the local light-duty N Series range. In a move that sees Australia as one of the first to receive the latest from the Japanese company, Isuzu Australia says the 2016 updates will include new model variants, new technology, and the arrival of the third-generation Automated Manual Transmission with torque converter (TC-AMT). Six new models will appear in the MY16 Isuzu N Series range; most notably the updates will see the launch of the NNR 65-150 MWB and the NNR 65-150 AMT MWB. The NNR 65-150 models are rated at 6,500kg GVM and are powered by the 4-cylinder 4JJ1 engine. Also new to the scene is the 2016 NNR 55/45-150, which comes with a GVM rating choice of either 5,500kg or 4,500kg and features larger disc brakes than its lesser-rated models. It will also be available with the TC-AMT. The TC-AMT is available to all models with the 3-litre (150hp) 4JJ1 engine, Isuzu Australia Limited (IAL) chief engineer of product strategy Simon Humphries says, and will include a P-position shift lever. "With the new TC-AMT, customers will benefit from the shift quality and launch feeling of a full auto with the added fuel economy benefits of a well-driven manual," Humphries says. "The new transmission has been developed after benchmark testing in Australia, with shift timing and logic designed to suit Australian driving conditions and styles, including roundabouts." The truck maker says exiting roundabouts will be swifter thanks to "a kick-down feature that comes into play when the accelerator is pressed beyond a detent". When time comes to be stationary, Isuzu says that is when the P-position shift lever comes into play. The lever "engages a new, substantial park pawl and gear at the rear of the transmission," Isuzu says, and once selected, the gear has the "capacity able to hold a fully laden truck when parked on a reasonable slope." In terms of safety advances, Isuzu Electronic Stability Control (IESC) will be introduced to the 4x2 NQR models and becoming standard across the N Series is anti-lock braking, Electronic Brake Force Distribution, Anti-Slip Regulator and Hill Assist. Hoping to build upon the 2016 F Series and 2015 N Series announcements, Humphries says the range will help the company hold its 27-year market share lead. "We’ve been number one for a long time and Isuzu Motors Japan want to do what they can to assist us in our efforts to stay in the top spot," Humphries says. "They continue to collaborate with us to ensure we have the best possible products to offer the local market, and that our trucks perform at the highest possible level in Australian conditions. "This ongoing product development and close relationship with Japan provides our customers with enormous benefits in terms of having more choice, greater access to the latest technology and more driveability across the entire range." Humphries says the 2016 updates reflect a growing trend towards low displacement engines, typified by the 3-litre Isuzu 4JJ1 engine being featured in N Series models up to 6.5 tonnes GVM. "Passenger cars feature almost exclusively two-pedal transmissions today and they have been progressively moving toward high performing, low displacement engines in recent years, a trend we see occurring in the truck market as well," he says. "For commercial vehicles, the benefits are improved fuel economy and performance that is more than up to the task." Isuzu Australia says the cabin has also seen a revamp in the update, with added amenities such as a new overhead console security net now included in the range. .

KrAZ Trucks Press Release / September 1, 2016 A new specialty vehicle has been created for the unique needs Ukraine’s Corps of Engineers by KrAZ Trucks in partnership with Kremenchug-based Kryukov Railway Car Building Works. The earthmoving truck is used for digging trenches in various soils, filling excavations and clearing sites at an ambient temperature from – 40 oC to + 40 oC and relative humidity of 98 percent. The trench digging truck’s platform is based on the KrAZ-5233НЕ four-wheel drive tactical truck cab & chassis. The truck’s cab, engine compartment and fuel tank all feature armor protection. To ensure proper engine cooling when digging trenches at low operating speeds, a high capacity radiator is provided. A 4,000mm wheelbase has been specified, in lieu of the standard 5,000mm length, to provide enhanced off-road maneuverability. The truck’s severe-service frame has been further reinforced at all attachment mounting points., and the transfer case has a power takeoff opening to drive the the equipment. After the Kryukov Railway Car Building Works mounted the attachments, the new truck underwent 6 months of rigorous tests at both the KrAZ and Armed Forces proving grounds. .

KrAZ Trucks Press Release / September 1, 2016 KrAZ Trucks, in partnership with Kremenchug-based industrial company “Viva”, has introduced a new multi-purpose road maintenance vehicle. The new model was driven by a bid from MC “Usluga” in Priluki (Chernigov Oblast) and won by Kremenchug Automobile Plant in May of this year. The new truck is based on the conventional cab KrAZ-65053 6х4 chassis with its forward tilting bonnet. Special equipment includes a 3.0-meter wide snow plow, salt spreader with 7.2 cubic meter hopper, 12 cubic meter water tank and 2.5-meter wide broom. All implements are remotely controlled from within the cab. The vehicle is designed to for year-round maintenance of hard-surfaced roads. During the winter months, the vehicle is used with sand spreading equipment to grit roads and sidewalks and remove snow with snow plough and broom. In the summer, it is equipped with street washing and sweeping equipment for pressure washing and cleaning roads, as well as watering green space. Last Saturday, the multi-purpose truck was delivered to the customer and entered service in Priluki. .

Scania Group Press Release / September 5, 2016

Scania Group Press Release / September 1, 2016 The only business that matters is the customers’ business. And their business is more than just ‘freight’. It’s the business of carrying volume goods, temperature-sensitive food, wood chip, fuel, chemical products or vehicles. Each specialised operation requires a truck specifically tailored for the assignment. With the customer operation at the fore, Scania’s new truck generation has been designed, planned and will be offered to meet the multitude of opportunities needed to ensure the best possible total operating economy. “We’ve thoroughly analysed all major heavy transport operations and feel confident that we can make well-substantiated tailored specification recommendations,” says Christopher Podgorski, Head of Scania Trucks. “In an industry with squeezed margins, this will enable transporters to optimise their earnings.” These analyses have been undertaken in collaboration with the industries in question, closely monitoring typical routes and transport patterns. Scania Fleet Management has proven to be an excellent tool to monitor vehicle and driver performance in highly varying situations, providing the necessary insights to tailor products optimally. Ecolution by Scania Added services such as Ecolution by Scania, driver training, driver coaching and individually planned maintenance will help the transporter to reach reliable uptime objectives while substantially saving on fuel consumption. “The business is undergoing a shift whereby the truck increasingly is viewed as a part of a production flow with stringent demands on delivery,” explains Podgorski. “This requires a holistic perspective of the entire logistics process.” Each truck is a production unit; the better adapted it is for its unique assignment and the more supported it is by applicable customised services, the greater the haulier’s chances of receiving a healthy return on investment. The truck operator’s 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 foresee. Instead of exclusively focusing on costs, including vehicle procurement costs as well as variable costs such as fuel, the earning potential is easily overlooked. These are to a large extent determined by the vehicle being optimised for its transport purpose, which greatly impacts on bottom line results. The right specification and the right maintenance contribute to the vehicle being available and being used effectively. A Scania-unique toolbox Scania has concentrated its entire combined expertise about trucks, optimised transportation solutions, industry conditions and actual customer needs in its new sales support system. This toolbox is the result of several years’ work compiling, analysing 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 that has been collected from tens of thousands of vehicles in actual operation for more than ten years,” says 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 customised solution that, based on each customer’s unique needs, has full potential to become profitable.” .

International Trucks Press Release / September 1, 2016 As the Official Equipment Truck of the Big Ten Conference, International Truck is kicking off this college football season by bringing relentless reliability and toughness to the playing field. From Ann Arbor to Lincoln, Madison to Columbus and all across the conference region, if the Big Ten can count on International to deliver the game day experience for their schools, you know your business can do the same. .

Detroit Adds Analytics to Suite of Connected Vehicle Services Heavy Duty Trucking / September 1, 2016 Detroit has introduced Detroit Connect Analytics as part of its Detroit Connect suite of connected vehicle services, to give customers “important insights about their vehicles to help them make critical business decisions.” Analytics will be available through the connectivity platform launching with the next-generation Freightliner Cascadia, which was rolled out on Sept. 1 in Colorado Springs. Detroit said Analytics, accessed via a dedicated section of the new Detroit Connect portal, will provide users with on-demand automated fuel-efficiency and safety analysis and reports featuring key insights from Detroit and Daimler Trucks North America engineers. “Analytics uses that expertise to quickly identify behaviors, trends, root causes and key insights on fuel consumption and safety performance data across the fleet,” stated the company. Detroit said the data provides easy-to-read analysis and recommendations for improving vehicle and fleet performance and fleet managers can view the data for a single trip, single vehicle or their entire fleet over different periods of time. Fuel-efficiency performance data analyzed includes engine speed, idle time, cruise control, engine power, integrated powertrain performance and driver interaction. The safety data is collected from all available safety systems, including the Detroit Assurance suite of safety systems, and includes collision mitigation braking, lane departure warning, distance violations and speed violations. “The combination of Detroit Connect Analytics and the new Cascadia enhances the truck’s performance potential by using data to deepen the connection between the fleet’s management, the driver and the vehicle,” said Matt Pfaffenbach, director, connectivity for DTNA. “The ability to unlock and understand what’s happening with the truck and use that knowledge to make adjustments is a significant time and performance advantage for our customers,” he added. “Customers can spend less time crunching data and more time optimizing vehicle performance.” The system will be included in different service option packages with the new Cascadia that will deliver the fuel efficiency features only or both fuel efficiency and safety features. Detroit Connect Analytics will be available for use with the new Cascadia beginning in the first quarter of next year. It will be available with other Freightliner and Western Star models later in 2017. Click here for more information from Detroit. .

The new Cascadia Freightliner pushes Innovation with new Cascadia Daimler Press Release / September 1, 2016 The new Cascadia is the most advanced truck Freightliner has ever designed, and will further lower the Real Cost of Ownershipsm for customers. Freightliner leveraged the global expertise of Daimler AG, as well as conducted hundreds of hours of testing in Daimler Trucks North America’s proprietary, state-of-the-art wind tunnel and millions of miles of real-world on-highway testing, to evaluate and design the new Cascadia. “Many of the new Cascadia enhancements are the direct result of feedback from customers, dealers, service technicians and historical data” Richard Howard, Senior Vice President of Sales and Marketing bei Daimler Trucks North America Powering Efficiency When developing the new Cascadia, engineers set a priority goal of achieving significant fuel savings over the already industry-leading Cascadia Evolution by conducting robust testing, research and development. The new Cascadia is available with the integrated Detroit™ Powertrain, which combines the fuel-efficient downsped 400 hp/1,750 lb/ft. of torque Detroit™ DD15® or Detroit™ DD13® engines with the Detroit™ DT12™ automated manual transmission, Intelligent Powertrain Management (IPM4) and corresponding Detroit™ steer and rear tandem axles. The new Detroit rear axles have features such as lower sump volume, gear-set coating, friction reducing gear cutting and optional Axle Lubrication Management that reduces parasitic loss and improves fuel economy. The new DT12 has also been updated to improve fuel efficiency and reduce friction by using super-finished gears and use of low viscosity transmission oil. It also features the latest generation of intelligent powertrain management (IPM4), which uses a GPS-based system to anticipate upcoming road terrain and maximize the powertrain’s ability to utilize fuel most effectively. World-Class Aerodynamic Design he new Cascadia has a fresh, aerodynamic shape with dozens of sleek new updates, selected specifically to push fuel efficiency to the next level. Standard enhancements such as an upper door seal, elliptical-shaped mirrors, sloped hood, bumper with integrated air deflector and integrated antennas all minimize drag. The optional Aero and AeroX packages provide additional aerodynamic benefits to manage airflow, including longer side extenders, lower chassis fairings, drive wheel covers and proprietary-designed wheel fairings. “When you take a look at the new Cascadia, you’ll first note its modern lines and refined styling. But take a closer look, and you’ll see the attention that was given to every detail of the truck to create an aerodynamic vehicle that will reap bottom line benefits for our customers.” Richard Howard, Senior Vice President of Sales and Marketing bei Daimler Trucks North America Focusing on the Driver Experience: Inside and Out The new Cascadia is loaded with improvements ranging from the layout of the gauges and switches in the driver compartment to features inside the sleeper area, including a new Driver’s Loft configuration. Steering and handling have been improved with the driver in mind. A new front suspension provides a smoother ride and improved roll stiffness, and the steering gear is now located further forward to help improve steering precision and ultimately lead to less driver fatigue. The original Cascadia is one of the quietest trucks on the road; the new Cascadia is even quieter, thanks to new noise abatement technology. To further improve the truck’s interior sound level, Freightliner engineers have developed an optional insulation package using 3M Thinsulate™ technology. Additionally, a new engine mount design provides better vibration isolation and the engine tunnel cover is now constructed using Quiet Steel® technology. Delivering Safety Using a full LED system, the Cascadia’s innovative new headlights incorporate LEDs in the low beam, high beam, daytime running lamp, park lamp and turn signal lamp. The LED provides an impressive field of view in nighttime and bad weather conditions, which enables drivers to better distinguish objects in the road as well as reduce eye strain. The optional Detroit™ Assurance 4.0 suite of safety systems includes Active Brake Assist that now provides full braking on stationary objects, Adaptive Cruise Control and Lane Departure Warning with optional video capture. This proprietary safety suite includes driver-friendly controls and is seamlessly integrated into the truck’s dashboard, engine and transmission electronics and can enhance driver safety by mitigating collisions. .

Fuel efficiency, performance and safety focus of Detroit Assurance 4.0 Truck News / September 1, 2016 As part of the unveiling of its new Cascadia truck, Freightliner underscored the importance of fuel efficiency, performance and safety with its flagship vehicle, and are offering the latest version of Detroit Assurance 4.0 to emphasize this effort. Detroit Assurance 4.0 offers customers several driver-friendly controls, an interactive dash display, as well as driver assist safety features like active brake assist, adaptive cruise control and lane departure warning. “We are driven to find and develop the right solutions that maximize truck, powertrain and driver performance,” said Kary Schaefer, general manager of marketing and strategy for Freightliner and Detroit Brands, Daimler Trucks North America. “That dedication goes beyond fuel savings; it also centers on active safety systems like Detroit Assurance that protect everyone on the road.” Assurance is integrated with the Detroit engine, transmission, braking system and dashboard to provide drivers with enhanced safety and collision mitigation technology. There is also an optional video-capture feature that records safety related events for 20-30 seconds before, during and after an incident, which is available through the Bendix SafetyDirect web portal, which the company said would help inform fleet manager of possible driver training opportunities. “There are so many challenges that drivers face on the road today, including the performance of other drivers and road conditions,” said Schaefer. “We will continue to improve our safety offerings to help drivers return home accident-free.” I was part of a test drive that demonstrated Detroit Assurance 4.0 in action in a Freightliner Cascadia in Colorado Springs, Colo., Sept. 1, and along with providing a smooth ride, the vehicle, while utilizing the adaptive cruise control feature, was able to maintain not only a steady speed on various road grades, but also a safe distance from other vehicles on the highway, all with the driver’s foot off the pedals. Even coming off the highway on an exit ramp, Assurance was able to continuously reduce the speed of the Cascadia, recognizing the slower moving vehicles ahead. The truck was able to maximize its fuel efficiency by lowering its RPMs depending on the grade of the road, minimizing them while on a down or level slope and producing more power while traveling uphill to maintain the set cruising speed. When the driver approached a vehicle from behind, Assurance was able to provide a notification when they were traveling too closely and reduce speed to back away and maintain a safe distance. Fleets can set a following distance with the adaptive cruise control feature between 2.6 and 3.4 seconds in set intervals, depending on various driving conditions. Assurance 4.0 tracks up to 40 objects simultaneously, up to 825 feet in front of the truck, while identifying the Top 6 vehicles by level of threat, with a speed, distance and time refresh rate of 200 times per second. Coming standard is the radar system, with active brake assist, full braking on stationary objects, moving pedestrian warning, adaptive cruise control and tailgate warning. The camera system is option, which provides lane departure warning and video capture with Bendix SafetyDirect. The Assurance 4.0 integrates into Freightliner’s new Cascadia equipped with a Detroit engine with either a DT12 or manual transmission.

Detroit DT12 transmission offers improved fuel efficiency, reduced friction Truck News / September 1, 2016 Freightliner’s newly unveiled Cascadia, which was revealed Sept. 1 in Colorado Springs, Colo., brings a lot of new technology, driver and safety enhancements to the table, including the Detroit’s DT12 [Mercedes-Benz PowerShift 3] automated manual transmission. Part of the Detroit Powertrain, the DT12 is combined with the fuel-efficient downsped 400 hp/1,750 lb/ft. of torque Detroit DD15 or DD13 engine, Intelligent Powertrain Management and corresponding Detroit steer and rear tandem axles. The DT12 was updated to use super-finished gears and low viscosity transmission oil to help improve fuel efficiency and reduce friction. “By combining advanced aerodynamics of the new Cascadia with the power of the high-performance, high-efficiency integrated Detroit Powertrain we will help customers get the most out of every gallon,” said Richard Howard, senior vice-president of sales and marketing for Daimler Trucks North America. “We have provided an optimized, one-stop fuel efficiency solution.”

Freightliner takes wraps off new Cascadia Truck News / September 1, 2016 New Cascadia achieved 8% better fuel mileage than the Cascadia Evolution on cross-country run Freightliner has completely redesigned its top-selling truck with the introduction of the 2018 Cascadia. The company showed the new Cascadia – as it has officially been dubbed – for the first time to customers, dealers and truck press at a special event here this week. Twelve carriers, including Bison Transport, that have collectively spent US$9 billion on some 60,000 Freightliner Cascadias over the last six years were the first to receive the new model. “You don’t spend $9 billion on a good vibe,” said Martin Daum, president and CEO of Daimler Trucks North America. “What sells a truck is to have the absolute best product in the market.” Freightliner wasn’t content to have the top-selling Class 8 truck in its stable; it set out to improve fuel economy by 5% compared to the Cascadia Evolution. A real-world coast-to-coast trip from Detroit to Portland yielded an 8% fuel economy advantage for the new Cascadia, exceeding the company’s own expectations. Gains came from improved aerodynamics, enhancements to the DT12 automated transmission, elliptical-shaped mirrors, a new upper door seal and integrated antennas. Freightliner will continue to offer the current Cascadia and the Cascadia Evolution, giving customers a choice from a range of on-highway trucks that span a fuel economy breadth of 19%. This marks the most expansive line of on-highway tractors in Freightliner’s history, noted Richard Howard, vice-president of sales and marketing. He acknowledged the Cascadia helped DTNA grow its Class 8 market share from 34.5% in 2007 when it was launched to 42.6% through July of this year. “Starting with the best truck is the best place to start,” he said of the redesigned Cascadia, noting nearly everything inside and outside the truck has been changed. The engine has been lowered thanks to a splayed frame rail, which also offers better access to underhood components. The lower seating of the engine allows for a rounder front end of the truck, which differentiates the new Cascadia, giving it a more modern – but not radically so – look. The new Cascadia is available in Professional and Elite trim and with optional Aero and AeroX aerodynamic packages. Every truck will come loaded with Detroit Connect telematics and will be constantly connected, Howard explained. “The biggest mobile device on the road will be the new Freightliner Cascadia,” he said. Detroit is upgrading its telematics with the launch of a new portal that will allow customers to manage Virtual Technician remote diagnostics and monitor key data points. For example they’ll be able to easily identify performance outliers within the fleet and investigate poor performing trucks. Virtual Technician will be offered for five years on the new Cascadia with no subscription fees. Customers will also be able to receive remote engine updates and will be able to select a new Detroit Analytics service that aims to convert data from the fleet into meaningful information. The interior has been completely redesigned. Kary Schaefer, general manager, product marketing and strategy, said Freightliner worked closely with interior design firm Teague, which specializes in designing small spaces and has done such work with Boeing. LED lighting is standard on the interior and exterior of the new Cascadia and dimmer switches allow drivers to adjust the bunk lighting. Two seats and a table provide a comfortable workspace or dining area but they fold away to allow a Murphy bed to be deployed in about six seconds. In single bunk sleepers, drivers enjoy a redesigned “loft” area with ample upper storage and larger areas for clothing, TV, microwave and refrigerator. “Driver turnover and wages are a big part of fleet costs,” said Schaefer. “We wanted to develop a truck that drivers are proud to drive. We want to think of it as a tool for attracting and retaining new drivers for fleets.” The sleeper is also configurable for team drivers. A new telescoping ladder allows safer and easier access to the top bunk and folds neatly away when not in use. The new driver display is extremely vibrant, and uses bright colors to communicate important messages to the driver. Fault code information is presented in plain English (or French, or Spanish) instead of by code. Also new is a fully adjustable steering column. “We spent a lot of time on the dash layout trying to understand where the placement of switches and gauges need to be for different heights and sizes of drivers,” Schaefer noted. A third door seal has been added to reduce noise and a redesigned suspension offers a smoother ride. A new thinsultate insulation package is also now available. The AeroX package offers a full set of low-to-the-ground fairings, which would appear at first glance to be impractical in a Canadian winter. But officials said the low front air dam was tested extensively in a Minnesota winter and it was able to snap back into place undamaged after making contact with snow and ice. The truck can be ordered without the low air dam but it contributes up to a 1% improvement in fuel economy. The new Cascadia will be available with Detroit Assurance 4.0, an updated collision mitigation system that will now be able to identify pedestrians and apply partial braking. The radar range has been extended by 50 meters. The truck was also built for easier serviceability. The input of technicians was sought and applied to the design, according to Toby Faulkner, program leader for the new Cascadia. Some of the design attributes that were based on technician feedback include a two-piece, easy to remove front bumper that can be removed in two minutes. All electronic control units (ECUs) are now housed together in an easy to access electronics vault accessible from inside the cab. The HVAC is also easier to access through a panel on the top of the dash. The new Cascadia will enter production in early 2017 with production ramping up in the second quarter. It will cost approximately US$15,000 more than today’s Cascadia Evolution, depending, of course, on how it is spec’d. But even with the upcharge, an 8% fuel economy improvement is something many fleets will find difficult to ignore. And the gap could widen. Schaefer said the truck was built with the potential to add further fuel economy improvements every couple years.

First look: 2018 Freightliner Cascadia Commercial Carrier Journal (CCJ) / September 1, 2016 When Freightliner Trucks introduced the first Cascadia in May 2007, the company said it would offer 3 percent fuel savings over the Columbia and Century Class models it ultimately would replace. The OEM’s flagship truck has matured over the last nine years with a number of fuel efficiency- and emissions-related improvements. When Martin Daum, president and CEO of Daimler Trucks North America introduced the company’s newest iteration of the Cascadia in front of a group of dealers, press and its executives from 12 of Freightliner’s largest fleet customers at an event in Colorado Springs on Wednesday, he boasted the new 2018 model-year truck could achieve significant fuel efficiency gains over the best-spec’d 2016 Cascadia Evolution as demonstrated in a 2,400-mile road test earlier this summer that netted 8 percent better fuel consumption. The Cascadia has earned a solid reputation, particularly among fleet customers, and the possibility of a major leap in fuel efficiency certainly earned the attention of the fleet executives in the room, who soon after were released to climb aboard their new rigs and experience the model-year changes for the first time. Despite the potential leap in fuel efficiency, the new truck is still a Cascadia at heart and is built on the same frame as its predecessor. The fuel efficiency gains stem largely from advancements in powertrain technology and aerodynamic improvements, many of which are the realization of efforts from DTNA’s participation in the U.S. Department of Energy’s first SuperTruck project. We spoke with several fleet executives in attendance to gauge their initial reaction to the new Cascadias. Here’s what they had to say: Derek Leathers, CEO, Werner Enterprises: “My first impression is very positive. I like the look of it – sleeker and more modern – a nice next take from the previous model. I’m 6’ 5” and loved getting inside and walking around and experiencing the roominess and some of the new cabinetry and features.” Chad England, CEO, C.R. England: “Everything from the design on the dash seems to be enhanced and simpler, more like driving a car. I think drivers are going to love it – there is more space. For solo drivers, the table option is cool.” Max Fuller, chairman and CEO, U.S. Xpress: “I saw it two years ago when it was a concept on a pasteboard, but seeing the product for the first time – the Cascadia really made a big improvement on the previous product that [Freightliner] had and they continue to go forward and set new standards on fuel economy and diagnostics. Looking at this truck it should be a lot easier for the mechanic to work on. They really are thinking about the mechanics and how quickly you can get the trucks back on the road. The dash layout is cleaner, it’s easier to reach the controls and buttons and they’ve made some changes to the seats and now they have two grab handles to get in and out.” Dave Williams, vice president of equipment, Knight Transportation: “The aerodynamics of the truck have changed substantially in the last decade. There is a lot of fine-tuning that goes on. We’ve learned through the process that little nips and tucks are important for improving fuel economy but it also has to look good because there is an emotional element to buying. At first glance it meets the task. There are sharper lines than the previous version that was more rounded. Recruiting and retention issues aren’t going to be solved by a truck, but it can make [truck driving] a little bit better of a job. Anything we can do to make a driver feel more at home, safer, more comfortable and more productive is what we are after. Obviously that is the intent here.” Impressions from a morning ride-along While DTNA wasn’t ready to hand us the keys to one of the new 2018 Freightliner Cascadias just yet, we were afforded an opportunity for a ride-along on the interstate around Colorado Springs. Our tractor was an Aero version 72” raised roof sleeper cab with the Elite interior trim package and the Detroit integrated powertrain, which included a 2.28:1 ratio 6×4 rear axle configuration, DT12 automated manual transmission and DD15 engine rated at downsped 400-hp/1,750 lb-ft torque. The DT12’s skip shift feature got us up to speed quickly as we pulled from the traffic light and onto the interstate onramp. Once we were underway, the first thing that stands out is the noise, or more accurately, the lack of it. Thanks to the third door seal and 3M Thinsulation, we didn’t have to raise our voices to be heard during our conversation with Lee Gannant, technical service advisor for Detroit and our driver for the morning. Navigation on the new 5-inch instrument display – located directly in front of the driver in the middle of the instrument cluster panel – is a snap with steering wheel-mounted controls that toggle between the different menu items such as diagnostics, audio controls, driving assistance, setup options, trip information and more. Our tractor was equipped with the optional Detroit Assurance safety package which includes active braking assist, lane departure warning and adaptive cruise control feature that monitors traffic up to 250 meters in front of the vehicle using radar on the front bumper. If the system detects a vehicle in front of the truck, the information display shows its approximate distance and road speed and adapts speed automatically. Adaptive cruise control worked well during our demonstration ride as we eased along in the right lane at 65 mph and cars darted in and out in front of us, but never to the point that the system had to engage the service brake. You could certainly feel the engine brake activate when a slower car caused the system to reduce speed, but we decelerated at a natural rate and quickly returned to our set 65 mph cruising speed once the slower car exited the interstate, all without Gannant ever having to touch the controls or brake and accelerator pedals. Unfortunately, the flat route we took around the base of the foothills east of the Rocky Mountains didn’t lend itself to demonstrate the DT12 transmission’s newest-generation intelligent powertrain management (IPM4) that uses GPS technology to anticipate changes in road terrain and adapts transmission and engine functions to optimize fuel efficiency as it crests and descends hills. But you can expect future coverage on that and other new features as a media test drive event is in the works for the near future. --------------------------------------------------------------------------------------------------------------------------------------- Freightliner unveils revamped, redesigned 2018 Cascadia Commercial Carrier Journal (CCJ) / September 1, 2016 Not resting on its 42.6 percent U.S. and Canadian Class 8 year-to-date market share, Daimler Trucks North America (DTNA) unveiled Wednesday its reimagined 2018 Freightliner Cascadia tractor, ushering in what DTNA President and CEO Martin Daum calls “the new frontier for fuel efficiency,” with up to 8 percent better fuel economy performance over the current-model Cascadia Evolution. “Every aspect of the truck has been re-imagined,” says Richard Howard, senior vice president of sales and marketing for DTNA. “We are raising fuel efficiency, connectivity, safety, quality and uptime performance to even greater levels.” Freightliner shared the spotlight Wednesday night at Broadmoor Arena in Colorado Springs with 12 of the company’s largest volume customers – U.S. Xpress, Heartland Express, Schneider, Bison Transportation, Old Dominion, Prime, Inc., Werner, Swift, Knight Transportation, C.R. England, Crete and J.B. Hunt – each of whom purchased the new Cascadia sight unseen early in the development process. Collectively, these 12 customers have ordered one of every four of the 275,000 Cascadias built since 2011, investing more than $9 billion into Freightliner trucks in that time. Cascadia powertrain The new Cascadia is available with the integrated Detroit Powertrain that includes GHG 2017-compliant Detroit DD15 or Detroit DD13 engines, updated Detroit DT12 automated manual transmission, fourth-generation Intelligent Powertrain Management (IPM4) and Detroit steer and rear tandem axles. The updated IPM4 transmission management software now uses GPS-based technology to maximize the DT12 fuel economy performance by anticipating changes to road terrain. The transmission also has super-finished gears to allow for lower-viscosity transmission oil. Changes to the rear axle include a lower sump volume, gear-set coating, friction reducing gear cutting and optional Axle Lubrication Management that reduces parasitic loss. New Detroit rear drive axle ratios 2.28 and 2.16 are available in the new Cascadia to further promote downspeeding and thus improved fuel economy. Updated to the DT12 improve fuel efficiency and reduce friction by using super- finished gears and use of low viscosity transmission oil. It also features the latest generation of IPM4, which uses a GPS-based system to anticipate upcoming road terrain and maximize the powertrain’s ability to utilize fuel most effectively. Exterior styling On the outside, the new Cascadia gets a fresh, aerodynamic shape with dozens of sleek new updates, designed to specifically to drive fuel efficiency gains. Standard enhancements such as an upper door seal, elliptical-shaped mirrors, sloped hood, bumper with integrated air deflector and integrated antennas all minimize drag. Optional Aero and AeroX packages provide additional aerodynamic benefits to manage airflow, including longer side extenders, lower chassis fairings, drive wheel covers and proprietary-designed wheel fairings. Interior enhancements, improved ergonomics While the exterior styling is a notable departure from previous generation Cascadias, Daum says DTNA recognizes its role in helping customers with driver recruiting and retention, and much of the design process was focused behind the steering wheel. “Drivers are our job, too,” said Daum. “Being on the road for 10 days and sleeping in a truck can be brutal, and we have to make that job easier for drivers. [Truck driving] is potentially one of the toughest jobs you can have in North America. We invested a lot of money in the sleeper, the dashboard … into the human machine.” DTNA partnered with Teague, designer of Boeing airplane interiors, to develop the interior of the new Cascadia on lighting, storage and ergonomic features. Additional grab handles improve driver ingress and egress, and new ceiling-mounted LED lights offer more diffuse ambient cabin illumination to reduce eye strain. An ergonomically designed wraparound dashboard includes switches and steering wheel controls that are designed to allow drivers of all sizes to work without leaning and stretching. The instrument cluster features digital smart gauges and information displays. A new front suspension provides a smoother ride and improved roll stiffness, and the steering gear is now located further forward to help improve steering precision and ultimately lead to less driver fatigue. A new 5-inch display on the instrument cluster panel provides plain text messaging rather than numeric fault codes and is navigable with steering wheel-mounted controls that also handle phone and radio commands. The new Cascadia is even quieter than prior generations. Kary Schaefer, DTNA general manager of product marketing and strategy, credits noise abatement to an insulation package using 3M Thinsulate technology. A new engine mount design provides better vibration isolation and the engine tunnel cover is now constructed using Quiet Steel technology. DTNA also added a third door seal to lower interior cab noise. Available in a variety of cab configurations, the new Cascadia offers customizable living-space options, including a redesigned sleeper area that include more cabinets, as well as larger spaces that can accommodate standard appliances. For entertainment, a television swivel bracket can hold up to a 26-inch flat panel TV for movie- theater-like viewing. Double-bunk and Driver Loft options are also available. The Driver’s Loft features a dinette table/work table and opposing seating with seat belts. The seats can be folded flat to allow for a murphy-style bed to drop down. The Driver’s Loft also comes standard with aircraft-inspired LED ceiling-mounted ambient lighting at provides more diffuse illumination for reduced eye strain and a dimmer switch so drivers can personalize their light level. A new cargo shelf option allows drivers to store containers or duffle bags easily. If an upper bunk is spec’d, it will come standard with a telescoping aluminum ladder to aid egress into the upper bunk. An uptime design Toby Faulkner, director of the new Cascadia’s development, says the new truck was designed with input from nine Freightliner master technicians, who each inspected and rated components for ease of serviceability and maintenance improvement recommendations. The technicians looked over 72 key points during the design and prototype phases, which helped drive designs innovations for the new model. Among the first changes was the integration of splayed frame rails versus the straight frame rails on today’s Cascadia, which create more room in the engine compartment to allow technicians easier access for maintenance. Most electronic control units are now stored in the cab in the new eVault for easier convenience and protection from the elements. In front of the eVault is the fuse and relay box which is accessible without hand tools. To increase dash component accessibility, the dash panel was designed to be easily removed. Additionally, the standard two-piece front bumper of the Cascadia can be quickly removed within two minutes. “It says it best when a guy who actual does the work comes back and says it’s a game-changer,” Faulkner says. An updated, larger, engine air filter increases airflow and requires less frequent replacement intervals. Standard, interior and exterior LED lights further add to the Cascadia’s ease of maintenance. Faulkner says the new generation truck was heavily tested in extreme temperatures designed to stress the truck’s performance in worse-case scenario real world conditions. “We spent a lot of months in really cold temperatures to see what kind of traction control issues we might have, issues with any fuel line freezing,” he says, adding the truck was also tested in Arizona in temps upwards of 125 in order to tax the HVAC system and other internal components in extreme heat conditions. Improved safety The new Cascadia uses a full LED system, including headlights that incorporate LEDs in the low beam, high beam, daytime running lamp, park lamp and turn signal lamp. A one-piece windshield design increases wiper coverage by 12 percent over the current Cascadia and is specially constructed to provide increased resistance to breakage. Both the one-piece windshield and one-piece door glass provide an unobstructed view to the mirror and road. “There’s a significant improvement in visibility,” Schaefer says. The optional Detroit Assurance 4.0 suite of safety systems includes Active Brake Assist that now provides full braking on stationary objects, Adaptive Cruise Control and Lane Departure Warning with optional video capture. The proprietary safety suite includes driver-friendly controls and is seamlessly integrated into the truck’s dashboard, engine and transmission electronics and can enhance driver safety by mitigating collisions. Detroit Assurance safety event reporting can be accessed using Detroit Connect Analytics, which will be available to customers early next year. Safety event reporting available through Analytics can be viewed using the new Detroit Connect portal, informing fleet managers and further enhancing driver safety performance. Always connected, always online The 2018 Cascadia features an exclusive proprietary connectivity platform introduced by Detroit just for the new model. The new platform will facilitate the delivery of current Detroit Connect features, such as Virtual Technician remote diagnostic service, as well as new features designed to provide deeper insights on fuel efficiency and safety performance. “The biggest mobile device on the road will be the new Cascadia,” says DTNA Senior Vice President of Sales and Marketing Richard Howard. “Welcome to real connectivity,” says Matt Pfaffenbach, DTNA director of connectivity. “It is both hardware in the tuck as well as user experience in the back office.” The introduction of the new platform also marks the debut of Detroit Connect Remote Updates, which enables over-the-air engine parameter programming and Detroit-initiated remote engine and other powertrain electronic controller firmware updates. Remote Updates features will be available to customers mid-next year. Also available as an option with the new Cascadia, Detroit Connect Analytics provides users with on- demand, automated fuel efficiency and safety analysis and reports featuring key insights from Detroit and DTNA engineers. The connectivity platform will be available with start-of-production of the new Cascadia in January. A five-year standard base package includes Virtual Technician, access to the new Detroit Connect portal and – later in 2017 – Remote Updates. Detroit Connect Analytics will be available within different service option packages with the new Cascadia, one that will deliver the fuel efficiency features only and one that will include both fuel efficiency and safety features. Detroit Connect Analytics will be available for use with the new Cascadia in early 2017. Pfaffenbach says Detroit Connect Analytics offers the ability to see and consume information on fuel economy and safety performance of a trip, the life of the truck or for the entire fleet. “What we do with the tool is not only gather the information, but also attempt to explain why a certain vehicle performed well or did not perform well,” he says. Fuel economy improvements, independent testing DTNA conducted hundreds of hours of testing in its proprietary, state-of-the-art wind tunnel and millions of miles of real-world on-highway testing, to evaluate and design the new Cascadia, Schaefer says. A pre-launch test that spanned six days and 2,400 miles in a trip from Detroit to Portland, Ore. pitted a 2018 Cascadia against a 2016 Cascadia Evolution, currently the most fuel efficient truck on the road. The new truck, Schaefer says, proved to consume 8 percent less fuel than the Cascadia Evolution. While the 2018 Cascadia does offer improvement over its Cascadia Evolution sibling, Daum says there are no plans to stop building Cascadia Evolution for at least the next two years. Production on the new Cascadia begins in January and will ramp up through spring 2017. Photo gallery - http://www.ccjdigital.com/freightliner-unveils-revamped-redesigned-cascadia-will-come-to-market-in-2017/ . . . .