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Bolting in a Paccar MX-11 on the assembly line Fleet Owner / May 19, 2016 Kenworth showed off its assembly plant and processes in Chillicothe, OH, including allowing this look at mounting and bolting in Paccar's latest engine, an 11L MX-11 diesel, to the chassis and frame of a new truck. Click through the sequence to view this slice of production. This truck in particular, which was completed Wednesday, is a T680 for Oakland, CA-based third-party logistics company Dreisbach Enterprises; the engine is spec'd at 425 hp/1,450 lbs.-ft. of torque. Though it was just launched a few months ago in January, Kenworth says the new 11L engine already is going into 5% of the T880 vocational trucks being produced. "It saves 400 lbs. over the MX-13 and it's great as a light-weighting option," noted Kurt Swihart, Kenworth's marketing director, adding that the company is seeing uptake of the engine in bulk hauling, less-than-truckload, regional haul and pickup and delivery applications. "We very pleased and we see a lot of upside potential for it," Swihart said. Slide Show - http://fleetowner.com/equipment/flipbook-bolting-paccar-mx-11-assembly-line#slide-0-field_images-191981

Latest Kenworth features showcased in ride-and-drive event Fleet Owner / May 19, 2016 The latest features to be added to Kenworth's truck lineup were on display at a ride-and-drive event on Wednesday. That includes the new Paccar MX-11 engine, a new Aero Advantage package fairing, a "clear back of cab" DEF tank, Allison automatic transmission and severe-duty suspension for heavy duty trucks as well as heavier-duty front and rear axles for the T370 medium duty, which makes that truck a "baby Class 8," according to company spokesman Kurt Swihart. Slide Show - http://fleetowner.com/equipment/latest-kenworth-features-showcased-ride-and-drive-event#slide-0-field_images-191971

Fuel economy, automation among 2017 Kenworth highlights Today’s Trucking / May 19, 2016 Most of Kenworth’s trucks roll off the assembly line at Chillicothe, Ohio, so it was only fitting that the manufacturer showed off its 2017 lineup by rolling vehicles past the facility’s front gates. Maybe “gliding” would be a better word. Enhanced fuel economy is clearly driving some of the most recent updates. The flagship T680, when incorporating an aerodynamic Advantage package, is now available with a new partial fairing under the sleeper, better directing air out and around the rear wheels and onto trailers. An optional fuel fill point under the sleeper allows fuel tanks to be moved forward, too, further enhancing aerodynamics by reducing trailer gaps and wheelbases. But that’s not the only fuel-saving enhancement on the truck that includes the MX-13 engine, automated Eaton Fuller Advantage transmission, and fuel-efficient drive axles. There’s also the option to include Predictive Cruise Control, which combines maps and GPS to decide if a truck should coast over the crest of a hill, harnessing the power of gravity to keep things on the move. “The growth of Automated Manual Transmissions has been significant for Kenworth,” added Kurt Swihart, marketing director, when briefing industry media. A few years ago, barely a quarter of T680s were delivered with the self-shifting designs. This year, close to 70% were equipped that way. “A lot of younger drivers today are not familiar with manual transmissions and prefer to be able to drive an automated transmission,” he said. There is more automation to come. The Allison TC10 automatic transmission will be available sometime in 2017, and he expects several markets to embrace it. “I think the TC10 will be attractive to Pickup and Delivery types of applications – applications where there is a lot of braking and acceleration,” Swihart said. Just don’t expect Kenworth to adopt the ZF transmissions now used by their European counterparts who equip DAF trucks. “The Eaton partnership is very strong.” Technology is making its presence known in other ways as well. Last month came the addition of an engine oil temperature monitor, ideal for those in cold climes who are concerned about issues like fuel gelling. Trucks with the auto-start-stop feature will even start without drivers inside if the temperature drops to sub-freezing conditions, which can be defined by fleets themselves. Meanwhile, the Bendix Wingman Fusion – which draws on a camera and radar – is now in production, offering adaptive cruise controls and lane departure warnings. Follow someone too close, and the alarm begins to sound. Unlike previous generations, this system can also detect stationary objects. About 30% of all T680s are already spec’d with Bendix Wingman, and Kenworth expects the share to grow. Sleep tight, haul light One of the latest options to begin production is the 40-inch sleeper for the T680 and T880. This promises some extra comfort while still shedding about 260 pounds when compared to the 52-inch regional sleeper. When coupled with the T880 it offers a match for petroleum haulers or towing operations that use straight trucks, as well as businesses that need the added space to haul lowboys. Compared to the 38-inch AeroCab sleeper, there is an extra 22 cubic feet of storage space, even though the 87-inch roof is six inches lower than its counterpart. Other features include a 24x75-inch liftable bunk and cell phone cubby. Vocational customers will also appreciate hooks that are designed to hold hard hats and coats, and two standard toolbox doors. Both the Diamond VIT and Vantage interiors are available. Views around the truck can be enhanced with 19x36-inch stationary or sliding windows on the back of the sleeper, helpful when manoeuvering in tight locations, and those can be combined with a pair of 19x12-inch outboard windows. Still other options include extreme-temperature insulation, LED marker lights, premium speakers, side extenders, and stainless steel sun visors. The 76-inch mid-roof sleeper, launched last September, rounds out a lineup that includes a 76-inch high-roof used by most linehaul fleets, and the 52-inch mid-roof, high-roof, and day cab. “That mid-roof option is a great option for many flatbed and tanker customers,” Swihart said, referring to how fuel economy can improve 5% when pairing a 76-inch mid-roof sleeper and a trailer or tanker that has a lower height. Running with a high-roof sleeper, after all, can create unnecessary drag against the upper part of the sleeper. “It acts as kind of a parachute in a way, by pulling the tractor back with the additional drag,” he explained. The power Then there’s the matter of big power in a smaller package. The Paccar MX-11 engine, designed with weight-sensitive applications in mind, is expected by Kenworth to be a popular seller. That new power plant offers up to 430 hp and 1,550 lb ft of torque, and is available in the T880, T680, T800 with FEPTO (Front Engine Power Take Off), and W900S. Most important, it is about 400 pounds lighter than comparable 13-liter engines and almost 100 pounds lighter than 11-liter counterparts. The six-cylinder, 24-valve design with double overhead camshafts injects fuel through a high-pressure common rail. The company says a graphite iron engine block with vertical ribs also helps to maximize strength and reduce noise. “It’s an ideal engine for redi-mix customers,” Swihart said. Dump applications are using it, too, when customers are looking to shed weight from the overall packages. “We will see an increasing level of interest in LTL applications, Pickup and Delivery, and regional haul.” Market share For municipal, dump and tanker fleets, Kenworth has unveiled a “Baby 8” model in the form of the T370, with a 46,000-pound rear suspension and an 18,000- or 20,000-pound front suspension. The market could be 10,000 trucks across North America, Swihart added. Kenworth’s K370 and K270 cabovers continue to grow in popularity among urban users as well, he said, referring to the models that feature decidedly automotive-like interior styling. “Trucking business is not necessarily their primary business,” Swihart said. “One of the elements behind our market share growth is the continued growth of the cabover in those markets.” On the bigger side of the equation, the company’s vocational flagship in the form of the T880 now represents about 30% of sales. Combined with T800s – which has a narrower cab -- and W900s, vocational units still account for 40% of Kenworth trucks. Maintenance tech Then there’s the matter of keeping the trucks rolling. TruckTech+ systems – now standard on the MX-11 – can monitor exactly how well the engine runs. The systems are already featured in about 10,000 Class 8 trucks, and come with a two-year subscription under the two-year standard warranty or Kenworth extended warranties. “That’s really the seed of a much broader connected truck platform,” Swihart said. “Right now it’s a one-way system where the truck is able to transmit information.” Over time? The messages could flow two ways. Tesla, for example, already offers over-the-air engine updates. The TruckTech+ system emails guidance ranging from whether a driver should keep driving, have a fault addressed at the next service interval, head to a dealer, or pull over. When service is needed, the system maps the three closest repair facilities, and data is fed to fleet managers through a web portal. DEF storage Body builders will also enjoy some added room thanks to another option. Diesel Exhaust Fluid tanks can now be removed from T680 and T880 frame rails, and replaced with a version that can be mounted above the fuel tank and under the cab. This means easier work for body installers when the tank is combined with an in-cab battery boxy, right-hand under-cab aftertreatment, or left-hand under-cab fuel tank. Space is not the only thing that is saved. The US 7.3-gallon tank is 25 pounds lighter than the version it replaces. Glide and ride Recent changes have also focused on adding strength. The T880 is now available with Hendrickson Ultimaax severe-duty rubber suspensions. On the T880, those are available with axle ratings between 46,000 and 52,000 pounds, axle spacings of 54-60 inches, and an 11-inch ride height. That’s a match for refuse, sand and gravel, cranes, platform trucks, and logging operations, among others. Service life is said to be improved thanks to bar end bushings, a progressive load spring design and rugged axle connection. Replacements are eased with a progressive load spring design, while the axle connection is meant to reduce re-bushing needs. The suspension’s integrated walking beam also uses a central pivot point to keep tires in contact with the road, and the flat bottom increases ground clearance and offers a 17.5-inch diagonal wheel articulation. The T370, meanwhile, now comes with 16,000-20,000-pound non-drive front steer axles and 44,000-46,000-pound tandem-drive rear axles. The MFS20 front axles and MT-44 and RT-46 rears can be spec’d with Paccar’s PX-9 engine rated up to 350 hp and 1,150 lb ft of torque. The offerings at the upper end of the spectrum open the truck up to be used by dump, fuel and mixing operations, among others. The MFS20 front axles, meanwhile, come with 16,000-, 18,000-, and 20,000-pound Gross Axle Weight Ratings, and feature a front frame reinforced with cross braces, bolted cross members, and 10-3/4-inch frame rails or 10-5/8-inch frame rails with bolted cross members. The lighter engine and higher-capacity front axle combination are rounded out with iron hubs, dual-power steering gears, and a power steering cooler. The 44,000-pound MT-44 rear axle and its 46,000-pound RT-46 counterpart are both designed to run 800,000 kilometers between lube changes. The T370 is also available with other rear suspensions rated up to 46,000-pounds.

Kenworth's Ohio plant to complete robotics-rich addition Fleet Owner / May 19, 2016 Kenworth's nearly 500,000 sq. ft. assembly plant in Chillicothe, OH, expects to complete a major, technology-rich expansion in November. The "building on top of our building," as Plant Manager Judy McTigue referred to it, "speaks to our industrial engineers' ingenuity," and editors got a chance to see why on Wednesday. The addition will be a fully automated area for storing parts like cabs and painted panels, for instance, which now have to be stored in limited available space at the plant or outside at certain stages. With southern Ohio's weather, that's often "a real challenge," McTigue said. Inside the plant, two separate elevator systems will bring parts up for storage or down as they're needed for assembly. It'll all be done by robotics and computers in a sending-requisitioning inventory system, according to McTigue, representing a significant efficiency improvement vs. current processes. It's a $17 million project for the plant, and "we're excited about the investment," she noted. While a release from the company states the new facilities add 25,000 sq. ft. to the plant, McTigue told Fleet Owner it's considerably more than that, especially since the addition is three stories high. "We'll be twice as tall as we are today," she said. Meanwhile, she added, the facilities expansion had to be planned and executed "while we continue to produce on both shifts." This has been a big year for the plant, which just rolled its 500,000th Kenworth off the line three months ago. On that note, as a good indicator for Class 8 sales, the Chillicothe plant is now churning out 80 trucks on the day shift and 48 every night, according to McTigue. So it's a slightly dialed-down — but still high — production rate following market demand, and the company "did a good job feathering it down," she said, from 2015's higher production levels.

Mack to Demonstrate Zero-Emission-Capable Drayage Trucks Trailer/Body Builders / May 20, 2016 Mack Trucks will demonstrate two zero-emission-capable Class 8 drayage trucks at freight-intensive locations throughout the state as part of a California-based heavy-duty truck development project designed to help reduce air pollution. The project, which will be led by the South Coast Air Quality Management District (SCAQMD), will receive funding through a $23.6 million grant from the State of California. The grant was announced during the Advanced Clean Technology (ACT) Expo 2016 in Long Beach. SCAQMD will partner with four separate air quality districts in California to work toward the first large-scale demonstration of zero-emission heavy-duty trucks. As one of the truck manufacturers selected to receive funding, the Mack trucks will focus on ultra-low NOx technologies, while advancing plug-in hybrid and geo-fencing capabilities explored in previous and on-going projects. “Mack looks forward to continuing our collaboration with SCAQMD and demonstrating two zero-emission capable drayage trucks,” said Dennis Slagle, president of Mack Trucks. “Mack has been a leader in powertrain innovation for decades, and we are excited to apply our knowledge to this project.” The goals of the zero-emission capable drayage truck project include reducing pollution and greenhouse gas emissions at locations with heavy freight volumes, including ports, rail yards and the freight corridors connecting them. “This unique collaborative effort is aimed at fostering the development of advanced zero-emission truck technologies that are vital to improving air quality in communities near our busy freight corridors,” said Joe Buscaino, Los Angeles City Councilman and SCAQMD Board Member. “Cleaner truck fleets on our roadways are important for air quality and climate goals, and essential to protecting public health.” Mack’s efforts will build upon its experiences in designing and demonstrating a plug-in hybrid electric (PHEV) drayage truck based on a Mack Pinnacle daycab model. The Mack drayage truck, which was displayed during ACT Expo 2016, was built as part of an earlier SCAQMD-sponsored project, and is capable of zero-emission operation thanks to the integration of a Mack MP7 diesel engine with a parallel hybrid system and lithium-ion battery pack. Additional lightweight and aerodynamic-enhancing components were also included to extend the benefits of the hybrid technology and maximize zero-emission range. The truck utilizes geo-fencing capabilities similar to those enabled by Mack’s GuardDog Connect telematics platform to switch between zero-emission and hybrid operating modes. Geo-fencing establishes a virtual perimeter as determined by GPS coordinates. The onboard hardware can then identify each time the truck passes through the perimeter. When inside the zero-emission geo-fence – which includes locations with the heaviest freight traffic, such as a port – the truck operates in pure electric mode. When outside the zero-emission geo-fence – such as on the way to a rail yard or distribution center – the diesel engine is enabled, allowing for hybrid operation and recharging of the batteries. The Mack drayage truck, with its suite of integrated technologies, is currently undergoing evaluation and testing in a drayage fleet at the Ports of Long Beach and Los Angeles. .

Kenworth T680 and T880 Now Mainstays at Chillicothe Plant Undergoing Expansion Transport Topics / May 19, 2016 Kenworth Truck Co.’s two latest models, the T680 and T880, launched in 2012 and 2013, respectively, now account for 90% of production at its manufacturing plant here, replacing earlier legacy models, said Kurt Swihart, director of marketing at Kenworth Truck Co. At the same time, the plant has begun a $17-million addition of a parts management system and automated storage facility, the company said. The new system will increase the plant’s efficiency by using technology to achieve rapid storage of painted parts, and faster delivery of those parts when needed on the assembly line, Kenworth said. The new storage facility is being constructed atop the plant, which continues to operate and build trucks during day and night shifts. Swihart spoke to reporters during a ride-and-drive event that included the latest configurations of the trucks and components, including a T880 40-inch sleeper tractor, a T680 52-inch mid-roof sleeper tractor that weighed about 14,200 with a partially filled fuel tank, the Allison 4700RDS seven-speed automatic transmission used in a T880 day cab with cement mixer body, as well as Paccar Inc.’s 10.8-liter MX-11 and 12.9-liter MX-13 engines. Swihart said Paccar, the parent company of Kenworth as well as Peterbilt Motors Co., believes U.S. and Canadian retail sales this year will range from 220,000 to 250,000. That compares with 280,000 in 2015. He said the year-end total could reach the “third-highest in the last 10 years.” He cited several encouraging trends, including: a rise in tonnage, gains in the ISM index of supply chain activity, housing and construction starts “doing well”, 5% unemployment and crude oil climbing back up toward $50 a barrel. Swihart said, “2016 is going to be a very good year for Kenworth.”

FedEx Founder Fred Smith Believes Twin 33s Will Win Approval Transport Topics / May 19, 2016 Fred Smith, founder and chairman of FedEx Corp., said he believes nationwide use of 33-foot twin trailers can gain approval during the next presidential administration. “We don’t think there is any chance 33-foot trailers will be approved until there is a new administration, but we think it will eventually because they are safer, more environmentally friendly and they save tremendous amounts of fuel,” Smith said. Smith made the comments during a media roundtable here May 19 just before the release of an updated report from the Securing America’s Future Energy group, of which he is co-chairman. The 170-page document outlined a series of environmental and technological steps the United States should take to further reduce its dependence on oil. Gaining approval of twin 33s was one goal stated in the heavy-truck section of the report. For a portion of 2015, it appeared twin 33s would gain federal approval. However, the provision ultimately was left out of the final version of a large fiscal 2016 spending bill. “We think this was a huge missed opportunity and, as in most things in Washington, it is very easy to stop something and very hard to get something done,” Smith said. Explaining his position during the media briefing, he said the entire parcel delivery and less-than-truckload sectors, “without exception,” wanted to move to 33-footers and that FedEx already runs them in Florida and a few other areas. “Adoption of the 33-foot standard would have saved 130 million gallons of diesel fuel a year, reduced emissions by thousands of tons of carbon every year and reduced the number of accidents on the road by a tremendous amount,” Smith said. He added that they are “more stable” than the 28-footers. “The drivers like them better because they don’t drift in the wind when they are empty.” Smith also had harsh criticism for advocacy groups that lobbied against them. “The ‘safety advocates,’ not one of whom operates a truck or knows what it is like to get that call at 5 a.m. when there has been an accident, somehow felt 33-footers were ‘unsafe, ’ ” he said. Smith made his comments just days after FedEx Freight CEO Michael Ducker participated in a May 16 kickoff event for Infrastructure Week event and called on Congress to authorize the use of twin 33-foot trailers as a “creative solution” to help the nation’s declining condition of roads and bridges.

Mack Trucks to Demonstrate Practicality of Zero-Emissions Drayage Trucks Transport Topics / May 19, 2016 Mack Trucks announced that it will demonstrate two zero-emission capable Class 8 drayage trucks as part of a California-based heavy truck development project designed to help reduce air pollution at freight-intensive locations throughout the state. The South Coast Air Quality Management District, which will lead the project, will receive funding through a $23.6 million grant from the state of California. Mack said its efforts will build upon its experiences in designing and demonstrating a plug-in hybrid electric drayage truck based on a Mack Pinnacle day cab model. The Mack drayage truck was built as part of an earlier SCAQMD-sponsored project and is capable of zero-emission operation using a Mack MP7 diesel engine with a parallel hybrid system and lithium-ion battery pack, according to the company. Additional lightweight and aerodynamic-enhancing components were also included to extend the benefits of the hybrid technology and maximize zero-emission range, according to the company. Plus, the trucks use geo-fencing capabilities similar to those enabled by Mack’s GuardDog Connect telematics platform to switch between zero-emission and hybrid operating modes, the company said. Geo-fencing establishes a virtual perimeter as determined by GPS coordinates. The onboard hardware can then identify each time the truck passes through the perimeter. Mack said when inside the zero-emission geo-fence — which includes locations with the heaviest freight traffic, such as a port — the truck operates in pure electric mode, according to Mack. When outside the zero-emission geo-fence — such as on the way to a rail yard or distribution center — the diesel engine is enabled, allowing for hybrid operation and recharging of the batteries. The drayage truck is undergoing evaluation and testing in a drayage fleet at the Ports of Long Beach and Los Angeles, according to Mack. Volvo Group "Mack brand" press release - http://www.volvogroup.com/group/global/en-gb/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151886&News.Language=en-gb

Heavy Duty Trucking / May 18, 2016 The American Petroleum Institute is introducing a special Service Symbol Donut designed to help buyers differentiate between the new API FA-4 and CK-4 service categories for diesel-engine oils. The new donut features a shaded section to differentiate API FA-4 oil from CK-4 oil. The API CK-4 Service Symbol Donut will look the same as the current CJ-4 Donut. API approved the new FA-4 and CK-4 diesel oil standards earlier this year, which are designed to protect the next generation of diesel engines. “API is introducing a diesel engine oil category for use in truck engines designed to meet 2017 model year on-highway greenhouse gas emission standards,” said Kevin Ferrick, senior manager for engine oil licensing. “The FA-4 donut was developed to help truck owners who need FA-4 oils easily recognize the oil and distinguish it from CK-4 oils.” Manufacturers recommending CJ-4 engine oils will most likely recommend API CK-4 oils as soon as they are available to better protect current diesel engines, according to API. API FA-4 oils will be formulated to protect diesel engines that are expected to be introduced in 2017. API recommends that technicians and truck owners check with the manufacturer of their engine to determine the correct oil to use. For more information from API on the new diesel engine oil standards, go to NewDieselOil.com. .

Big business runs the world (today's Rockefellers / aristocracy). Governments are the servants of big business. An example that came up this week in a meeting: Who decides the used car values in the Blue Book? (they're actually yellow) Do you really think the values are decided based on market data, and not by the carmaking heads whose profit model is based on repeat business). Not. Both the car AND commercial truck industries, not unlike your cellular and internet service providers, are examples of "price fixing" on a massive scale. And your government is "hands off".......as instructed.

You're right Paul. But you need to drive on the left side of the road to really appreciate it. South Africa and NZ, with their spectacular scenery, are great RHD countries to motor in.

Autoblog / May 19, 2016 A new House bill proposes decreasing the ethanol fuel-blend mandate. Some US lawmakers want to lower the minimum amount of ethanol that is required to be blended into the domestic gasoline supply. The irony is that some ethanol advocates have a problem with the fact that better fuel economy may be to blame. The idea of House Resolution 5180 is to bring this year's annual target usage of renewable fuels down to 18.1 billion gallons from 22.3 billion, a drop of about 19 percent. This would bring the amount of ethanol blended into the national gasoline supply to under 10 percent. Proponents say blending ethanol into gasoline cuts foreign-oil dependency and emissions. Opponents say ethanol production may actually increase pollution while tightening up the supply of corn that would otherwise be used for food stock. Also, some in the vehicle industry aren't convinced that ethanol doesn't damage engines, especially at higher blend levels like E15. What can't be debated is that increased fuel economy is causing an overall decrease in gasoline use. That is great news for the environment but makes it harder and harder for the country to reach its ethanol mandates because they are largely based on flat numbers and not on a percentages of total fuel use. The current fleetwide fuel economy of more than 25 miles per gallon is about 25 percent more than it was when the Renewable Fuel Standard was first enacted. For more, take a look at the EPA's "rule summary" page on the Renewable Fuel Standard proposal here. Earlier this year, the anti-ethanol camp received yet more ammunition after researchers at the Argonne National Laboratory estimated that ethanol production used about 12 times as much water as gasoline. So, basically, those folks could argue that more ethanol production is messing with both the country's food and water.

UAW Leader Suggests Union Will Back Clinton for U.S. President Bloomberg / May 20, 2016 United Auto Workers President Dennis Williams said his union won’t endorse Donald Trump for U.S. president, all but assuring support for Hillary Clinton as she closes in on the Democratic nomination. Williams said the UAW will wait until the conclusion of the Democratic primary before endorsing a candidate. Clinton has 2,293 delegates to 1,533 for rival Bernie Sanders. Clinton needs only 90 of the remaining 939 unallocated delegates to lock up the nomination. The UAW could help Clinton by cajoling its 1 million workers and retirees to vote and campaign for her in the industrial Midwest, where she struggled against Sanders in the primary elections. The union’s big issues are trade and income equality, which Sanders successfully used to win votes in current and former auto-producing states Michigan, Indiana and Wisconsin. While Williams stopped short of making an endorsement on Thursday, he said the union’s executive board likes Clinton and Sanders and won’t support Trump, the presumptive Republican nominee. Williams also exonerated her from blame for the trade agreements enacted by her husband, former President Bill Clinton. He signed the North American Free Trade Agreement (NAFTA) which has been a sore point with the union ever since. “He made a bad mistake with NAFTA,” said Williams. “It has been very harmful to us. I don’t blame Hillary. That was Bill.” Blue-Collar Battle While Trump’s criticism of automakers investing in Mexico resonates with autoworkers, his suggestion that companies shift manufacturing to lower-wage states undermines the union’s efforts to preserve compensation for members in states like Michigan and Ohio. “He said he would close plants here and move jobs to lower-wage states,” Williams said. “How does that help the middle class?” The UAW has lost political influence as its membership has declined, but it still can help a candidate. Clinton, the former secretary of state, has sought to woo middle-class voters by taking on corporations like Milwaukee-based auto parts supplier Johnson Controls Inc. over a merger that would shift its tax base to Ireland. But Sanders appealed to many blue-collar voters by highlighting her support from Wall Street banks and her husband’s approval of free-trade deals. Even Trump has appeal to some workers. Williams said 28 percent of UAW members said in an internal union survey that they supported the real estate mogul in his presidential bid. He believes that support is declining since Trump made his comments to the Detroit News about moving jobs to lower-wage states. Benefit Balance The union has been struggling to find a balance between getting higher wages for its members and keeping workers competitive with factories overseas. Labor agreements ratified last year with General Motors Co., Ford Motor Co. and FCA US LLC, the North American unit of Fiat Chrysler Automobiles NV, gave raises to entry-level workers, who start at lower pay and with less-valuable benefits. While allowing new workers to reach to the top pay scale, the contracts didn’t prohibit automakers from investing in places like Mexico, particularly to make smaller, less-expensive cars, and importing models from China. That stunts growth of union membership at U.S. auto plants and leaves the UAW more reliant on sales of pickups and sport utility vehicles. The UAW, contending with a recent right-to-work law in Michigan, is now focused on organizing workers in other industries and at U.S. plants owned by foreign automakers like Volkswagen AG to get more members, Williams said. FCA said it will stop making its Dodge Dart compact and Chrysler 200 mid-sized cars and focus its U.S. production on Jeep SUVs and other larger vehicles. Ford has said it will stop building its Focus compact in Michigan; that work will go to Mexico, said a person familiar with Ford’s plans. Autoworkers in 2013 earned $8.24 an hour on average in Mexico, compared with $37.62 in the U.S., according to the Center for Automotive Research.

Bloomberg / May 20, 2016 Daimler AG said its truck unit’s profit will be “significantly lower” this year than in 2015. The company said the truck unit’s earnings before interest and taxes will decline as demand shrinks more rapidly than expected in North America and the Middle East, without giving a figure. Daimler Trucks earned a record 2.7 billion euros (US$3.03 billion) on that basis last year. “The situation of global truck markets has been challenging for several months and has recently got worse,” said Wolfgang Bernhard, head of Daimler Trucks. The global market for Class 6 to Class 8 trucks will contract by about 15 percent in 2016, including declines of 20 percent in Brazil and 15 percent in Indonesia, the company said. Daimler Trucks is the German company’s second-largest unit, behind Mercedes-Benz autos. The truck unit plans to take a special charge against earnings of 100 million euros related to a voluntary severance offer for workers in Brazil.

Paul, I actually enjoy operating right-hand drive trucks. Perhaps BC Mack and our members from Oz can weigh in on the benefits of right-hand drive.

Introduced in 2005, the Ural model 6464 was the truckmaker’s first attempt at a North American style conventional (bonneted) heavy truck. The 6464’s cab and hood were created by i-Design*, utilizing Iveco's old "TurboStar" cab. * http://www.i-design-izh.com/index.php?n=34 In addition to license-built 311-412 horsepower Renault 11-liter dCi in-line six-cylinder engines and proprietary 400 horsepower 14.9-liter V-8 engines produced by GAZ Group’s Yaroslavl Motor Works (YaMZ) unit, Caterpillar C15 and Cummins engines were also available options. Established in 1942, Ural is the heavy truck unit of GAZ Group. Located in the Ural mountains, the plant was established in World War 2 when the ZIS truck plant was evacuated from Moscow. Ural 6464 6x2 Tractor - Specifications Max. GCW: 49,000 to 72,000 kg (gross combination weight) Front GAW: 7,000 kg (gross axle weight) Rear GAW: 20,500 kg Engine: 400hp YaMZ-7511.10 turbocharged V-8 14.86L (Euro 2) 400hp YaMZ-6581.10 turbocharged V-8 14.86L (Euro 3) 412hp YaMZ-650.10 (Renault dCi 11) 11L (Euro 3) Transmission: YaMZ-239 9-Speed overdrive (12.24/0.78) Front Suspension: Parabolic Springs Rear Suspension: 6 rod steel spring suspension Fuel Tank: 670 Liters .

Vedomosti / May 17, 2016 A determined marketing push by truckmaker KamAZ resulted in a 30 percent sales rise over the January thru April period. The company's Russian domestic and international sales totaled 6,470 trucks, a 30 percent jump over the same period last year. According to KamAZ, Russian brand truck sales with GVWs over 14 metric tons rose 7 percent in the first four months of 2016 to 9,900 units. The truckmaker’s Russian domestic market share increased from 54 percent during the 2015 January – April period in 2015 to 65 percent in 2016 January – April period. In the first quarter of 2016, KamAZ exported 1,022 trucks, including both CBUs (completely built units) and KD (knocked down) kits, an increase of 14.2 percent over the same period last year. First quarter results in the Russian domestic market saw 12.3 percent growth to 4,190 trucks, including 4,137 heavy trucks (14-40 metric tons) and 53 medium trucks. Market share jumped to 60.7 percent, versus 48.9 percent in the same period last year. The truckmaker is forecasting 2016 year global sales of 32,000 trucks - 25,000 in Russia and 7,000 overseas. KamAZ ranks 11th among the world's heavy truck manufacturers, and is the eighth largest producer of diesel engines. .

Vedomosti / May 19, 2016 Truckmaker to establish fifth overseas assembly plant in 2017 KamAZ has announced that it will establish its fifth overseas truck assembly plant in Cuba. The operation will be a 50-50 joint venture with Cuban state company Gesime. Last month, KamAZ confirmed that it had signed a contract to supply heavy trucks to KamAZ Cuba. The trucks will be assembled from knocked down (KD) kits shipped from Russia. A plant location is expected to be chosen shortly, with production beginning late this year or in early 2017. KamAZ plans to supply 1,000 units for the 2017 model year. The truckmaker exported 6,600 trucks to the international market in 2015. The plant in Cuba will be the fifth foreign assembly site for KamAZ, who already assembles trucks in India, Kazakhstan, Lithuania and Vietnam. The company is also evaluating production in Iran. In 2015, 500 commercial trucks of all brands were sold in Cuba. This number excluded KamAZ, who last exported trucks to the Caribbean country in 2013. Though the Cuban market is presently small, KamAZ said it believes the market has a strong future with the lifting of economic sanctions. The country’s current fleet of trucks is outdated and badly in need of updating. The market is interesting for Russian truckmakers because it was open to them not that long ago. Over past years, over 15,000 KamAZ trucks have been delivered to Cuba. .

UD Trucks (Nissan Diesel) Press Release / May 18, 2016 UD Telematics is a high tech wireless communication system designed to help you keep your fleet on the road for longer, while reducing ongoing cost. Join us as we highlight the key features and how UD Telematics Services can help your bottom line improve. .

Trucks.com / May 17, 2016 As the long-haul trucking industry enters a promising new era of connected vehicles, it is also preparing to confront the cybersecurity threat that comes with it. Each gadget that is installed in the cab or under the hood potentially expands the number of targets for a global army of hackers who are increasingly sophisticated and well-funded. Already, a mind-bending number of features, gadgets, services and applications have come on the market in recent years. There are sensors in the engines to monitor performance and anticipate mechanical problems. Video systems help drivers avoid collisions and provide warnings. Awareness systems look for signs of driver fatigue. For long-haul trucking companies fighting to remain profitable, the prospect of new tools to monitor driver behaviors, avoid costly crashes and save fuel is irresistible. However, these systems are sending more and more data over the air. Each device and service increases the “surface area” for a hacker to find a way into a truck, security experts told Trucks.com. “As you connect more data centers to long-haul trucks, you create a more attackable system,” said Rod Schultz, vice president of product at San Francisco-based cybersecurity firm Rubicon Labs. “And we’ve found that when you create a platform of that data, it’s very difficult to predict the way that data is going to be exploited. The savvy attacker figures out where the vulnerability is in the system and how to attack it.” New Risks With New Technologies To be clear, there has not been a single known hacking incident involving long-haul trucks. But industry officials understand that the adoption of new technologies increases the risk. The automotive world got a jolt last summer when a team of security researchers demonstrated how they could remotely disable the engine of a Jeep as it was driving down the highway by slipping into its controller area network, or CAN bus, via the vehicle’s entertainment system. Even more alarming, a security researcher named Jose Carlos Norte recently wrote a detailed analysis of how he was able to find thousands of vulnerable telematics units, one of the trucking industry’s oldest and most commonly used technologies, using a search engine called Shodan that scans for Internet-connected devices. As wireless networks have become more robust in recent years, telematics have becoming increasingly sophisticated, two-way communications channels. As Norte found by combing through Shodan, which has proved to be popular with hackers, many of them lack the most basic of password protections. “It is possible to monitor and control float trucks, public bus or delivery vans from the internet, obtaining their speed, position, and a lot [of] other parameters,” he wrote. “You can even control some parameters of the vehicle or hack into the canbus of the vehicle remotely.” The consequences of failing to take cybersecurity seriously are all too easy to find these days. Target saw 40 million of its customers’ credit cards compromised in a massive hack back in 2013. More recently, Sony Pictures faced enormous embarrassment when hackers splattered its internal emails and documents across the Internet. In terms of connected gadgets, poor security around so-called Internet of Things devices has allowed hackers to use baby cameras to spy on families and break into a Ukrainian power plant to cut power to 80,000 people. Leaders in long-haul trucking are racing to get ahead of the problem by commissioning research and hosting industry discussions. But beyond just understanding the risks and establishing best practices, they face the challenge of raising awareness throughout the marketplace and educating companies about the need to take the issue seriously. The hope is that the long-haul trucking industry can learn from others’ mistakes. The fear is that, well, history has a devilish way of repeating itself when it comes to technology. “It’s an area we’re just really starting to broach,” said Boyd Stephenson, vice president of international supply chain operations for the American Trucking Associations. “As with all cybersecurity issues, nothing can or will be perfect. But we understand the more integrated our approach, the better we’ll be in the long run.” So far, much of the conversation about hacking vehicles has focused on passenger cars. But researchers believe that economics will drive faster adoption of connected technologies in long-haul trucking, thus making it potentially more vulnerable to cybersecurity risk. “In the U.S., the margins for trucking are in single digits, 3 to 5 percent,” said Mohammad Poorsartep, project manager for the Connected Transportation Initiative at the Texas A&M Transportation Institute. The hope is that connected technology can push profit margins higher by enabling things like platooning of trucks; avoiding more accidents; alerting companies to the need for preventative maintenance; and reducing stress on drivers to lower turnover rates. “That translates a lot to your bottom line,” Poorsartep said. “It’s not just a luxury. It serves a purpose.” Seeking Security on the Front Lines Karol Smith, safety manager at BarOle Trucking in Minneapolis, has seen the future rumbling toward her since the day she joined the business in 1997. As the pace of new technologies quickens, she’s now also wondering about the security risks that come with them. Back then, she said, her primary challenge was to move the mid-size company away from using keycards on walls for managing routes and communications toward using devices like Nextel’s two-way radiophones. Now she and BarOle operations manager Paul Gerou are fielding daily calls from new vendors they’ve never met offering a range of technologies to aid the company’s 70 drivers. For the moment, Gerou and Smith are confident that the technologies they have in place are secure. But they are learning which questions to ask about security precautions and how to evaluate vendors’ claims. They keep an eye out to make sure that their bundle of technologies doesn’t become so overwhelmingly complex that they can’t spot the vulnerabilities down the road. “All of these technologies are only as good and as safe as the end users,” Smith said. Some larger truck manufacturers, such as Mercedes-Benz, Volvo and Daimler, are hoping that customers will decide that the best solution for guaranteeing security is to buy new connected trucks built from the ground up. Their argument is that rather than cobbling together new technologies from multiple vendors, it will be safer to upgrade to new connected trucks that have a single, fully integrated platform. In the case of the Daimler Highway Pilot Connect system, which uses a Wi-Fi-controlled platooning system to save fuel, security protocols are tight, said Uta Leitner, a company spokeswoman. A hacker would need some inside information and have to access three different systems to trigger the emergency brakes, for instance. Although the company said it was still examining potential security issues, it currently believes that the chances for mischief are minimal. “We only transmit data of the vehicle in front that are relevant for braking,” Leitner said. “Therefore, externally controlled malevolent ramming of the vehicle ahead is not possible.” Still, the National Highway Traffic Safety Administration isn’t taking any chances. It has already begun efforts to analyze the risks for the long-haul trucking industry. “While we’re aware of theoretical risks, there have been no known instances of this occurring in the real world,” NHTSA spokesman Derrell Lyles told Trucks.com. “The government and industry are conducting research to assess any cyber vulnerabilities in electronic control systems of vehicles today and future vehicles as they grow more connected through vehicle-to-vehicle technologies.” Last year, NHTSA reached out to the University of Michigan Transportation Research Institute to launch a 14-month study of cybersecurity and long-haul trucks. The project is being led by Dr. André Weimerskirch, an associate research scientist in the institute’s Engineering Systems Group who had previously founded and sold an automotive cybersecurity startup. Weimerskirch said his team has been examining what similarities exist between passenger cars and freight trucks. One important difference with trucks is that many are often older, with legacy systems, and components (like the engine) from one company and a cab and chassis from another. That patchwork effect could create potential vulnerabilities that are not readily apparent, he said. And then there is the question of what types of attacks might be plausible, Weimerskirch said. Would they be aimed at stealing data? Shutting down a truck in a remote area to hijack the contents? Or just a little mischief by rewriting the day’s manifest for deliveries? As the Michigan study continues, groups like the American Trucking Associations have begun to make cybersecurity regular features of their industry conferences. Stephenson said that last year was the first time the group held an event dedicated to looking specifically at vulnerabilities. Much of the work ahead is going to be tough. The industry has about 500,000 firms, and 94 percent have six or fewer trucks. When the ATA polled members about top concerns, the most immediate worries remain the traditional ones, such as the industry’s driver shortage and retention rates. When these companies do start thinking about new technologies, the people handling those decisions are going to be stretched thin. “It’s a tough issue,” Stephenson said. “You’re talking about companies where the chief technology officer is the chief security officer and the chief executive officer and maybe a driver. There will be a wide, wide disparity in how these things are going to get adopted. And we have to make sure that security is not an afterthought.”

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Scania Group Press Release / May 4, 2016 Is it possible to run a full-sized truck solely on electricity in full speed? This month, an electrically powered truck will begin rolling along a two-kilometre (1.24 mile) test strip in Sweden. This is how the technology works. .

Scania Group Press Release / May 18, 2016 Finland is now expanding its ambitious programme to improve efficiency in timber transport. In addition to the ongoing trials with the giant 104 metric tonne (229,281 lb) Scania forestry truck, Finnish authorities have approved trials for 84 metric tonne (185,188 lb) transport operations on unpaved forest roads. Named Pikkujätti, or the Little Giant, the 12-metre (39.4 ft) Scania truck has started operations on behalf of the Finnish State Forest Enterprise, Metsähallitus, following approval by the Finnish Transport Safety Agency, Trafi. “We believe that the Little Giant has the makings of a future model for timber transport,” says Ari Siekkinen, Development Expert at Metsähallitus. The 730 horsepower V8-powered Scania R730 rigid truck has been exceptionally equipped with a shorter-than-normal cab to accommodate a longer chassis bed. The truck can carry two log bundles, which are usually 4–4.5 metres in length (13-15 ft). An additional 2–3 bundles, depending on length, are loaded onto the trailer. The truck features five axles, of which the first four have leaf springs and the fifth, a retractable tag axle, is equipped with air suspension springs. With this specification, the 25.25-metre (82.8 ft) truck and trailer combination truck can be maneuvered with sufficient traction on unpaved forest roads even while unloaded. With the first two and the last axle steered, the truck can follow previously carved tyre tracks without causing irreparable damage to sensitive roads. .

Kenworth’s Ohio Plant Getting New Parts Storage Facility Heavy Duty Trucking / May 18, 2016 The Kenworth plant in Chillicothe, Ohio, is getting a $17 million automated storage facility to bring cab parts inside, out of the weather, and add efficiency to assembly operations, executives said on Wednesday. They also foresee another healthy sales year for Class 8 trucks. Contractors are adding a second story that will house the facility, along with a computerized material handling system that will store parts as they’re delivered and retrieve them for trimming and positioning on the assembly line, where they’ll be matched to chassis. The facility is scheduled for operation in November, said Judy McTeague, the plant’s manager. The plant now is on two shifts: The first shift is at capacity, 80 trucks per day, and the second assembles 45 a day, following a “feathering” of production last year to react to a slight softening in new-truck orders, she said. Healthy sales Class 8 retail sales in North America his year should reach 220,000 to 250,000 – still a healthy number following last year’s 280,000, Swihart said. Overall economic factors have turned upward in recent months, boding well for continued high freight tonnage and therefore demand for trucks to haul various commodities and products. Construction in particular is strong as “new-housing starts are the highest they’ve been since 2006-2007,” Swihart said. That maintains the strong market for vocational trucks. “We have anecdotal stories from around the country that it’s difficult for dealers to keep stock dump trucks on their lots,” he said, “because they’re selling so fast.” Plant production The Chillicothe plant makes Kenworth’s two latest models, the T680 highway tractor and the T880 vocational model, along with “legacy” T660 and T800 models. The T680, introduced four years ago, now comprises half of all KW sales, said Kurt Swihart, marketing director. The T880, introduced in 2013, accounts for 30% of all sales. The remainder of sales are of legacy trucks with some customers still prefer, but the percentage is dwindling as buyers discover the room and technology advantages of the more recent models, he said. The new parts facility and handling system will boost efficiency through rapid storage of painted parts, and deliver them faster when they’re needed on the assembly line, McTeague said.The 25,000 square-foot addition, being built on the top of the current plant, will have a climate-controlled environment to provide quality improvements for painted parts. The first Kenworth truck rolled off the Chillicothe assembly line in 1974. Employees at the state-of-the-art Kenworth factory produced the plant’s milestone 500,000th truck in February. Throughout the plant’s 42-year history, Kenworth-Chillicothe employees have maintained a strong focus on quality, efficiency, customer satisfaction, and environmental stewardship, executives said.