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Göteborgs-Posten / April 27, 2016 Volvo Group has had a mixed first quarter. Both sales and earnings and order intake for trucks drops compared to the same period last year - but the drop is significantly less than the market analysts had expected. In addition, growing truck sales in the European market are having a positive impact on Volvo’s Tuve truck plant in Gothenburg, Sweden. The production rate will be raised from 60 to 75 units per day to meet the strong demand. The possibility of hiring further employees is now under consideration. “We are in the midst of the work to look at how production changes affect the various factories. I will therefore return to this matter. But a production increase of 25 percent is of course always positive,” says Volvo CEO and President Martin Lundstedt. He describes the past quarter as "decent". “We have handled the fluctuations in the various markets good, for example we have managed to deal with the declining demand in North America in a good way. Volvo CE is working on good and it is also good for buses,” summarizes Martin Lundstedt. North America continues therefore to be the major problem child - where more than half in order bookings for trucks over the same quarter last year. In South America and Asia, orders fell by 9 and 15 per cent. Demand for construction equipment and marine engines also decreased, while order bookings for buses rose. Europe is, with an increase in orders for trucks at 23 percent, the highlight of Volvo’s first quarter report. “The basic economy in Europe means that our customers now dare to reinvest,” says Martin Lundstedt. This past March, Volvo Group announced a new so-called brand-based organization, where the different truck brands Volvo, Renault, Mack and UD now have their own profit responsibility. The aim is to increase profitability. Exactly when the change will take effect at the numbers is now unclear. “We will see the effects of the gradual the coming time,” says Martin Lundstedt.

Rather than investing it's time, money and effort in the creation of a new engine architecture purpose-designed for a proper Bosch common rail fuel injection system, the company was investing it's time, money and effort on...........toys. And you ended up with a band-aid common rail retrofit design for unit pump engines produced by the world's worst fuel injection supplier - Delphi (the same supplier who brought you your injector cup nightmare). Think about that the next time you have injection and/or oil dilution problems. .

Volvo Trucks Press Release / April 26, 2016

Volvo Trucks Press Release / April 21, 2016

Strong European Truck Market Drives Record DAF Share Paccar Press Release / April 26, 2016 “PACCAR reported good revenues and operating income for the first quarter of 2016,” said Ron Armstrong, chief executive officer. “PACCAR benefitted from a favorable truck market in North America and record DAF market share of 16.6% year-to-date in Europe. PACCAR generated increased truck and parts segment margins, and good financial services results worldwide. I am very proud of our 23,000 employees who have delivered industry leading products and services to our customers.” First quarter 2016 net sales and financial services revenues were $4.30 billion compared to $4.83 billion for the first quarter of 2015. PACCAR earned adjusted net income (non-GAAP) of $348.0 million ($.99 per diluted share) in the first quarter of 2016, excluding a $942.6 million non-recurring charge for the European Commission investigation of all European truck manufacturers. The Company earned net income of $378.4 million ($1.06 per diluted share) in the first quarter last year. Including the non-recurring charge, which is not tax deductible, PACCAR reported a net loss of $594.6 million ($1.69 per diluted share) in the first quarter of 2016. The Company will continue to evaluate the amount of the charge pending final resolution of the proceeding. Ron Armstrong added, “PACCAR’s strong balance sheet and positive operating cash flow, which has averaged $2.1 billion per year in the last five years, have enabled the company to invest $3.3 billion in new facilities, products and services during the same period. New Kenworth, Peterbilt and DAF vehicles, an expanded PACCAR engine range and strong aftermarket sales are contributing to the company’s long-term growth.” PACCAR Share Repurchases PACCAR repurchased 1.1 million of its common shares for $56.3 million during the first quarter of 2016. Under the current Board of Directors authorization for $300 million of stock repurchases, PACCAR has repurchased 3.8 million shares for $192.6 million. “PACCAR’s excellent net profits and cash flow make the company’s shares an attractive long-term investment. The stock repurchase program reflects the Board’s confidence in PACCAR’s successful global business growth,” said Bob Christensen, PACCAR president and chief financial officer. Highlights – First Quarter 2016 Highlights of PACCAR’s financial results during the first quarter of 2016 include: Consolidated net sales and revenues of $4.30 billion. Adjusted net income of $348.0 million (non-GAAP), excluding a $942.6 million non-recurring charge for the European Commission investigation. Net loss of $594.6 million. Truck, Parts and Other gross margin of 14.9%. Cash generated from operations of $795.8 million. Financial Services pretax income of $80.3 million. Research and development expenses of $59.6 million. Manufacturing cash and marketable securities of $3.23 billion. Stockholders’ equity of $6.34 billion. Global Truck Markets DAF is the above 16-tonne market share leader in the United Kingdom, the Netherlands, Hungary and Poland. “Our customers recognize DAF’s excellent product quality, low operating costs and strong resale value,” said Preston Feight, DAF president and PACCAR vice president. “European truck industry sales in the above 16-tonne truck market are estimated to increase and be in the range of 260,000-290,000 vehicles in 2016, the strongest market since 2008.” Class 8 truck industry retail sales for the U.S. and Canada in 2016 are expected to be in a range of 220,000-250,000 vehicles, the third highest market in the last 10 years. “The truck market reflects the good economy and steady freight demand,” said Gary Moore, PACCAR executive vice president. “Our customers’ operations are benefitting from the fuel-efficient PACCAR MX engines, Kenworth and Peterbilt aerodynamic trucks and low oil prices.” PACCAR Parts Achieves Solid Results PACCAR’s 17 parts distribution centers (PDC) support over 2,000 DAF, Kenworth and Peterbilt dealer service locations. PACCAR Parts generated quarterly revenues of $719.5 million in the first quarter of 2016, compared to $752.7 million achieved in the first quarter of 2015. First quarter 2016 pretax income was $134.6 million, compared to $138.9 million earned in the first quarter last year. PACCAR Parts’ pretax return on revenues increased to 18.7%, compared to 18.5% in the first quarter of 2015. “PACCAR Parts’ sales growth over the last five years has been driven by ongoing investment in distribution, technology and products, and an increase in the North American and European truck parcs,” said Harrie Schippers, PACCAR senior vice president. PACCAR Parts opened its new 160,000 square-foot PDC in Renton, Washington this month. The PDC provides enhanced aftermarket support for dealers and customers in the Pacific Northwest and Western Canada. Financial Services Companies Achieve Good Results PACCAR Financial Services (PFS) has a portfolio of 175,000 trucks and trailers, with total assets of $12.3 billion. PACCAR Leasing, a major full-service truck leasing company in North America and Europe with a fleet of 38,000 vehicles, is included in this segment. PFS’ first quarter 2016 pretax income was $80.3 million compared to $89.0 million earned in the first quarter of 2015. PFS achieved first quarter 2016 revenues of $289.4 million compared to $284.7 million in 2015. “Excellent portfolio performance contributed to good PFS results during the first quarter of 2016,” said Bob Bengston, PACCAR senior vice president. “Our Kenworth, Peterbilt and DAF dealers and customers appreciate PFS’s commitment to providing technology solutions, excellent customer service and dedicated support of the transportation industry in all phases of the business cycle.” “PACCAR’s excellent balance sheet, complemented by its A+/A1 credit ratings, enables PFS to offer competitive retail financing to Kenworth, Peterbilt and DAF dealers and customers in 22 countries on four continents,” said Todd Hubbard, PACCAR Financial Corp. president. Environmental Leadership PACCAR is an environmental leader as reflected by the industry-leading fuel-efficiency of its Kenworth, Peterbilt and DAF trucks. The Kenworth T680 Advantage is Kenworth’s most fuel-efficient truck. Newly-designed aerodynamic features enhance the airflow around the vehicle. “Kenworth engineers continue to innovate and develop enhancements that will provide fuel economy gains for Kenworth customers,” said Mike Dozier, Kenworth general manager and PACCAR vice president. Capital Investments Focused on Enhanced Efficiency PACCAR’s excellent long-term profits, strong balance sheet, and intense focus on quality, technology and productivity have enabled the company to invest $6.0 billion in world-class facilities, innovative products and new technologies during the past decade. “In 2016, capital expenditures of $325-$375 million are targeted for new product development, enhanced manufacturing facilities and aftermarket support programs. Research and development expenses are estimated at $240-$260 million this year as Kenworth, Peterbilt and DAF invest in industry-leading products and services to enable our customers to enhance the performance of their businesses,” commented George West, PACCAR vice president. Peterbilt began construction of a 102,000 square-foot expansion to its truck manufacturing facility in Denton, Texas during the first quarter of 2016. “This expansion is Peterbilt’s largest facility investment since the construction of the Denton plant in 1980 and will enhance our manufacturing efficiency and provide additional production capacity,” said Darrin Siver, Peterbilt general manager and PACCAR vice president. Industry Recognition Peterbilt’s truck factory in Denton, Texas, earned Frost & Sullivan’s Manufacturing Leadership Awards in 2016. The Manufacturing Leadership Awards honor companies that are shaping the future of global manufacturing. Peterbilt was honored in the ‘Operational Excellence Leadership’ category for truck assembly and quality management processes.

Volvo Group Mack brand press release: http://www.volvogroup.com/group/global/en-gb/volvo%20group/worldwide/volvo-group-north-america/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151806&News.Language=en-gb http://www.volvogroup.com/group/global/en-gb/volvo%20group/worldwide/volvo-group-north-america/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151805&News.Language=en-gb

International Trucks Press Release / April 25, 2016

Truck News / April 26, 2016 Drivers who are accustomed to being jostled around all day inside a noisy old dump truck will soon discover there’s a much better option. The new International HX-series vocational trucks, set to replace the long-running International PayStar, boast an interior that’s in a completely different class than its predecessor when it comes to driver comfort and amenities. Three of the four HX models were introduced at World of Concrete in Las Vegas earlier this year and the HX520 made its debut here in Canada, at Truck World. The HX620, expected to be the top-seller among the four models, starred at Truck World alongside an HX520 decked out in a Tackaberry Construction paint scheme. Tackaberry took delivery of the very first HX520 to be delivered into Canada. But it was the set-back axle HX620 that I was able to talk my way into for a few hours following Truck World. A quick lap around a makeshift construction site in Las Vegas in February left me wanting some more time behind the wheel of International’s newest model. I was given a corporate-owned demonstration truck that’s currently touring the dealer circuit. I picked the truck up at Tallman Truck Centre’s Mississauga location the morning of Apr. 18 and was joined by Chad Semler, product marketing manager with International Truck, for the drive. Upgrades from the PayStar can be found all around the vehicle. What’s immediately noticeable at first glance is a more rounded front end, featuring a bolder grille. It’s a steel grille with a stylish chrome-plated grille surround and optional vertical bars to give it an even tougher look. The chassis itself is carried over from the PayStar product but new options have been added, including a new “super-single” 12.5-inch thick RBM frame rail. It saves about 43 lbs from the previous double-10 frame rail but more importantly, it also reduces “corrosion jacking” that can occur between adjacent metals. Also new is an optional centre tow pin rated to 150,000 lbs, so a truck and trailer can be pulled from sticky situations, in many cases without first needing to be decoupled. The headlamps are a reflector-style halogen design with a smart-looking LED brow, which also doubles as the daytime running light. Traditionally, the headlight bulbs are run at a lower energy setting to meet Canada’s daytime running light requirements, but that reduces bulb life, Semler pointed out. Why not LED headlamps? “In a word, cost,” Semler explained. “The LED headlights are still very expensive. They perform very well and use less energy but they’re still very expensive and for a vocational truck that tends to get beat up a lot, it made more sense to stay with something that was more cost-effective to replace.” Aside from the headlamps, all other lighting on and inside the truck is LED. The headlamps can be replaced without tools, allowing for quick and easy on-site repairs. The HX maintains an aluminum cab with a three-piece Metton hood. The hood is spring-loaded for nearly effortless opening; no more standing on the bumper and heaving open the hood. The hood opens to reveal easy access to all the fluid containers. The splash guards raise with the hood to provide even greater access to underhood components. International will offer external air cleaners on the HX520 and HX620, the two longer wheelbase offerings (120- and 119-inch BBC, respectively) within the family. Semler said external cleaners offer longer service intervals because they can provide greater filtration capacity, but he noted they’re becoming more difficult to spec’ as on-highway cabs are increasingly being repurposed for vocational applications. In addition to the two longer wheelbase models, there’s also an HX515 and HX615, with 114-inch and 115-inch BBCs, respectively. Those shorter trucks will offer International’s N13 engine while the longer models will come with the Cummins ISX15. My HX620 had an ISX15 rated at 500 hp and 1,650 lb.-ft. of torque, but you can spec’ this truck out with up to 600 hp and 2,050 lb.-ft. The HX620 is available in tractor or truck configuration for a variety of vocational applications, including heavy-haul, oilfield and of course, dump. The truck I drove was fitted with a dump body. While the exterior of the HX620 is a noticeable upgrade over the PayStar in terms of styling, it’s the interior that really sets it apart. And it’s this interior that was heavily inspired by Navistar’s now-defunct partnership with Caterpillar. As luck would have it, with Caterpillar announcing its withdrawal from the truck business earlier this year, the stylish interior now belongs solely to International. I’d say it was a fruitful venture for them. “Basically, between the A-pillars, the front dash structure was a Cat-inspired carryover,” Semler explained. There are subtle differences. The gauges look slightly different and the rocker switches are different, too. But for the most part, this is the dash that was co-developed with Caterpillar and found inside the now-discontinued Cat trucks. Among the carryovers is a combined speedometer/tachometer. I like it because it makes better use of the limited real estate on the dash cluster, but it takes a bit of getting used to. The steering wheel is designed to allow a full view of the gauges. A center console is tilted towards the driver to allow better access to other controls than the PayStar’s flat panel offered. The truck I drove had the Diamond interior, which included some styling upgrades such as faux wood panels on the dash and an ‘HX’ stitched into the door panels. International slimmed down the door panels to create more interior space but this doesn’t appear to have increased wind and road noise. The cab is nicely laid out with small touches that contribute to a nicer work environment. Examples of this include hooks on the rear wall for hanging high-vis vests, winter coats and hardhats and extra large cupholders and storage areas that can be found all over the place. One such storage area sits on the dash and is rubber-lined so keys, phones or a tablet can be placed there without sliding around and making noise. If the owner forgoes the in-dash infotainment option – and most vocational customers do – that area is also used for additional storage. It wouldn’t be fair to evaluate the ride of the HX, since we were completely empty and these trucks aren’t designed to run empty, but it was quiet. Semler attributed this to improved insulation in the floor and cowl areas. The HX has longer front springs – 52 inches versus the previous 48-inch design – which also improves ride quality, as does a new DriverFirst cab air suspension. All International trucks now come standard with Navistar’s OnCommand Connection remote diagnostics platform and the benefits of this are starting to be appreciated among the vocational crowd. When a fault code appears, the operator is given insight into the most appropriate course of action and that’s not just useful information when the truck is on-highway, far from home. Think of the mixer operator who receives a fault code and needs to know whether to continue on his route or get the cement out of the barrel, pronto, before the truck is disabled and the cement hardens inside the barrel. That’s some pretty vital information customers now have access to. Navistar is currently working with body builders to feed their fault codes through the same system, which would be even more beneficial to vocational customers. Telematics should no longer be considered the exclusive domain of the linehaul segment. Visibility out of the HX620 is excellent, thanks to its sloped hood and large one-piece windshield. Mirrors are door-mounted so they don’t impede entry and egress. It’s a comfortable truck to drive and also a safe vehicle to operate. Weaving my way through typically heavy Hwy. 401 traffic was less stressful because of the excellent visibility. The 18-speed Eaton UltraShift Plus automated transmission also contributed to its drivability in traffic. Of course, Allison automatics and a full slate of manual transmissions are also available. The HX-series has been well received by the market. Some 300 were sold at the Las Vegas launch and about the same number have been sold since then, Semler told me. Tallman Truck Centre has sold 23 HX units already as of this writing, and has another 15 on order. “Among the first orders, we saw a higher concentration of orders from Canadian dealers,” Semler said. “The Canadian market has been very anxious for this truck.” For good reason. The HX is a major upgrade in terms of styling and ergonomics over the PayStar. New options such as the 150,000-lb tow pin and 12.5-inch single frame rail add to its robustness, and the availability of the Cummins ISX15 with ratings of up to 600 hp mean this is a truck that can be deployed into basically any severe-service application. And as an added bonus, it will look good doing even the dirtiest of jobs. The HX enters limited production this week and will be ramped up to full production by sometime in May. Photo gallery - http://www.trucknews.com/equipment/driving-the-international-hx620/1003071798/

Heavy Duty Trucking / April 25, 2016 It took him all of an hour and a half, but Rick Schweitzer, general counsel for the National Private Truck Council, gamely managed to get across the key elements of the sweep of regulatory changes coming down the pike for trucking. Speaking to a standing-room-only audience attending NPTC’s annual meeting at the Duke Energy Center here on April 25, Schweitzer first sorted out the complicated tale of the yet-to-be-determined fate of the 34-hour restart provisions of the Hour of Service rule. “The previous THUD bill [that includes 2016 fiscal-year appropriations for the Department of Transportation] stated that before DOT could reinstate the [suspended] restart provisions, it had to complete a study to show they improved safety and operator fatigue and driver health and longevity and work schedules, and [the results] had to be certified by the DOT Inspector General. “But that law removed the statement that the 34-hour restart would remain in place, just without once every 168 hours and the 1 a.m.-5 a.m. [rest-break] requirements,” he continued. “The FMCSA report to Congress is expected in 2Q 2016; once submitted, FMCSA would remove the 34-hour restart entirely – revert back to 2003 HOS rules — and all drivers would need to do a rolling restart every 7 or 8 days to determine available on-duty time.” Noting that the American Trucking Associations has been leading a coalition to attain a legislative fix so there will be no reversion to the 2003 rule, he said that a political sticking point had been the view held by Sens. Cory Booker (D-NJ) and Richard Blumenthal (D-CT) that drivers could end up being allowed to work too many hours. “They did not like the hypothetical maximum number of hours [that would exist for drivers],” Schweitzer explained. “But now a deal has been struck [in the Senate] to get that fixed with a cap on on-duty driving after a total of 73 hours weekly in exchange for a 34-hour restart without it being once every 168 hours and without the 1 a.m.-5 a.m. requirements.” That solution was approved last week by the Senate Appropriations Committee for its 2017 THUD bill. Schweitzer said the legislative repair must also be addressed by the House Appropriations Committee, where he said approval is expected. Schweitzer advised that, separately, the Commercial Vehicle Safety Alliance petitioned the Federal Motor Carrier Safety Administration in late October to eliminate the 30-minute break provision of the HOS rule. “CVSA said the break rule is difficult to enforce, as an inspector does not know if driver is off duty or performing other tasks. In addition, FMCSA has already granted nine exemptions and there is no evidence that the break rule improves operational safety by reducing fatigue.” Schweitzer reviewed all the measures within the FAST Act highway bill with an eye to reforming certain existing FMCSA rules, as well as how the agency formulates all future rulemakings: FAST Act’s CSA Provisions The National Academies of Science is to conduct an 18-month study of CSA and SMS to analyze the accuracy of BASICs in identifying high-risk carriers and predicting future crash risk and crash severity The study will review methodology used to calculate BASIC percentiles, weights assigned to violations, ties between crash risk and specific violations, and use of non-fault crashes A Corrective Action Plan is to be submitted to Congress 120 days after the report. The plan must tell how FMCSA will address deficiencies identified in the study DOT IG is to assess whether the plan complies with the February 2014 IG Report on CSA. FAST Act on CSA Data Reform FMCSA may not make publicly available information on analysis of violations, non-fault crashes, or BASIC percentiles until IG concerns are addressed Also, the agency may not use CSA data on alerts or relative percentiles for safety fitness determinations until IG concerns are addressed and report to Congress completed. However, FMCSA may still use data to identify carriers for enforcement actions As of Dec. 4, 2015, BASIC data for property carriers was taken off CSA website; the agency restored absolute scores on March 7, 2016 FAST Act impact on Beyond Compliance initiative On April 19, FMCSA announced it is seeking input on implementation of the FAST Act requirement that FMCSA must offer a credit or improved SMS score for any carrier that: installs advanced safety equipment, uses enhanced driver fitness measures, adopts fleet safety management tools technologies, and programs, or satisfies other standards determined to be appropriate by the agency FAST Act and Regulatory Reform All regulatory impact analyses for proposed and final rules must consider the effect of rule on different segments of the motor carrier industry; use best available science to formulate estimates and findings; use data representative of CMV operators or carriers, and consider effects on various sizes and types of carriers All major rules (more than $100 million in costs) must begin with an Advance Notice of Proposed rulemaking (ANPRM) or as a negotiated rulemaking (with affected stakeholders) before FMCSA issues a proposed rule All guidance documents (including regulatory interpretations and statements of enforcement policy) issued by FMCSA must be dated and include the name and contact information of a person who can respond to questions on the guidance. In addition, the guidance must be posted on the FMCSA website for public view FMCSA must post a summary of all petitions for rulemaking, regulatory interpretation or clarification, on the agency’s website and decide within 180 days of receipt whether to accept, deny or further review the petition. It must also prioritize petitions based on their potential to reduce crashes, improve enforcement, and reduce unnecessary burdens Exemptions from the motor carrier safety regulations may be granted for up to five years and may be subject to renewal (the current limit is two years). Also due to the FAST Act, FMCSA must exempt the voluntary mounting on a windshield of vehicle safety technology likely to achieve a level of safety that is equivalent to or greater than the level of safety that would be achieved absent the exemption. This final rule is required by June 2016. And the FAST Act mandates that FMCSA must allow carriers to conduct pre-employment tests for alcohol and to use hair-testing as an alternative to urine-testing for pre-employment and random testing for controlled substances. Safety Fitness Determination Schweitzer also reported on progress on the Safety Fitness Determination rule that was published in January. “It provides for only one rating — ‘Unfit’ — with all others considered to be fit operators. It calls for monthly carrier assessments using absolute standards, rather than percentile ratings against peers.” Other aspects of the SFD proposal he outlined were: Uses a revised list of critical and acute regulations; violations would result in failing a BASIC Will use all investigation results (including roadside), not just compliance reviews, to rate carriers The proposed rule has different standards for failing a specific BASIC, based on correlation to crash risk Crash, Drug/Alcohol BASICs will only use investigation data He added that there will be three ways to be declared unfit: Fail two or more BASICs using roadside data (must have 11 or more inspections with violations over 24 months to fail a BASIC); fail two or more BASICs due to critical or acute violations identified during an investigation; or fail two or more BASICs based on combination of data from roadside and investigations. Schweitzer noted that the SFD comment deadline has been extended to May 23. In addition, there is an effort under way to include a provision in the House version of the THUD bill to withhold funding for the SFD rulemaking until the CSA study is done and the DOT IG has certified that remedial steps in the mandated Corrective Action Plan have been taken. ELD Details He hit the highlights of the Electronic Logging Device final rule: It mandates adoption of ELDs by all carriers in interstate commerce Phase-in within two years (December 2017), but carriers already using electronic logs will have another two years to equip trucks with ELDs compliant with this rule Short-haul drivers (not subject to log books) will be exempt from the ELD rule. They may use paper logs up to 8 days in any 30-day period if they exceed short-haul limits Supporting documents required to verify on-duty “not driving” time and carriers must retain up to eight documents for each duty period Drivers must submit supporting documents to carriers within 13 days Documents must contain driver name or ID number, date, location and time Prohibition of Coercion Schweitzer also noted the main points of the final rule on Prohibition of Coercion. Issued last November, it prohibits carriers, brokers, receivers or others from coercing drivers to violate FMCSRs or HMRs. It went into effect Jan. 29. “For coercion to exist, a party must make a threat or take action against a driver’s employment or work opportunities.” Speed Limiters As for the proposed rule on truck speed-limiters, Schweitzer said this regulation will affect all Class 7 and 8 trucks — both new and existing vehicles. “In response to petition by ATA and carriers,” Schweitzer said, “it is expected the rule will set limiters no higher than 65 mph.” Entry-Level Driver Training The long-awaited — “it’s been around since the 1980s” – entry-level driver training proposal was published in March. Schweitzer said FMCSA issued its NPRM having completed a negotiated rulemaking with stakeholders on driver training curriculum, hours of instruction, and self-certification standards.

Mack touts innovation, new features for 2017 engine lineup Fleet Owner / April 25, 2016 Mack Trucks on Friday used an Earth Day event in one of the country’s “greenest” cities to reveal the next step in the evolution of its integrated powertrain, introducing its 2017 Mack MP series engines [rebadged Volvo D-Series engines] which bring significant improvements in fuel efficiency, power and productivity while reducing greenhouse gas emissions. Speaking to a gathering of trucking industry editors, Mack officials also touted the introduction of predictive cruise control technology to Mack mDRIVE automated manual transmissions [rebadged Volvo I-Shift automated manual transmissions]. “We’re an American brand that is supported by great global resources. We’ve become a leader in innovation,” said Dennis Slagle, president of Mack Trucks. “If you look at the way the engine has been developed over the years, if you look at mDRIVE, if you look at GuardDog Connect and how we manage uptime—this is very much innovation leadership, put into practical applications that work for the customer.” Thanks to several upgrades and enhancements, the new engines boost fuel efficiency from 2.1 to 8.8 percent compared with prior model year engines, according to the company presentation. Mack’s 11-liter MP7 [rebadged Volvo D11]] and 13-liter MP8 [rebadged Volvo D13] engines received a number of advancements for 2017, designed to simplify maintenance and improve efficiency and productivity. Both engines feature an updated wave piston design that raises the compression ratio and enables more complete combustion of fuel, while a common-rail fuel system more precisely injects fuel. Combined with a two-speed coolant pump, these features help increase MP7 fuel efficiency by up to 5.1 percent and MP8 fuel efficiency by up to 5 percent. A number of additional improvements were made to both engines, including a new two-piece valve cover, shimless rockers and a low-pressure fuel system with an enhanced, integrated aftertreatment dosing module to reduce maintenance needs. An updated, double-walled EGR flow sensor helps reduce condensation and soot buildup in cold weather, while a new intake throttle enables a faster warmup when the engine is started. “We began this development journey about three years ago when we started working on the greenhouse gas regulations for 2017,” said Roy Horton, director of product strategy. “At the same time, we decided to update our powertrain platform to bring improved performance, improved efficiencies—and to increase the value proposition to our customers across the board.” For customers with long-haul applications, Mack will offer the 2017 MP8 engine with a turbo compounding system engineered to give customers a no-compromise increase in power and efficiency. Turbo compounding converts waste energy from the exhaust into mechanical energy that is fed back to the engine. The system adds up to 50 additional horsepower, enabling a substantial increase of fuel efficiency of up to 8.8 percent. “With turbo compounding, we’re putting extra power back into the driveshaft. With that 50 extra horsepower, we can actually lower the rpms down to 900 and get full torque on the engine,” added Stu Russoli, Mack highway and powertrain products marketing manager. “Today, it’s 1,100 rpm. If we get to 900 rpm, we can bring the improvement up to 9 percent. We’re saying 8.8 percent, but the guys in Hagerstown (the Maryland powertrain facility) are fairly optimistic that’s a low number.” The Mack MP8 with turbo compounding is available exclusively with Mack’s Super Econodyne downspeeding package. The additional power generated by the turbo compounding system not only enables a broader operating range in top gear, but also allows a truck to hold top gear longer when overtaking a hill, even with falling engine rpm. The updated 2017 Mack MP series engines complement Mack’s recently launched Mack mDRIVE HD 13- and 14-speed automated manual transmissions (rebadged Volvo I-Shift with crawler gears). With up to two low-ratio creeper gears, the new mDRIVE HD variants provide improved startability for heavy loads, while maintaining proper gearing for fuel efficiency at speed. “The mDRIVE has been a fantastic story for us from Day One,” Horton noted. “Looking at the order board for 2016, mDRIVE is the most dominant transmission for us, across all models.” Further extending the fuel efficiency improvements associated with the AMT, the company also introduced Mack Predictive Cruise [rebadged Volvo I-See, aka. Renault Optivision], an intelligent system that memorizes a route when cruise control is on, storing up to 4,500 hills in its memory. The next time the driver travels the route, Mack Predictive Cruise engages mDRIVE to choose the most fuel-efficient gear. Mack Predictive Cruise constantly monitors speed, engine load, weight and the road gradient in order to select the best gear for the road ahead, and can increase fuel efficiency by up to 1 percent, the company says. “These products are just more examples of how our integrated powertrain drives results at the customer bottom line,” said John Walsh, vice president of marketing. “The MP series engines, our mDRIVE transmissions and our Mack axles—powertrain integration: Mack pioneered it, Mack owns it.” The 2017 Mack MP8 will be available for order in April 2016, while the 2017 MP7 and MP10* engines will be available for order in July 2016. The Mack MP8 with turbo compounding will be available for order in October 2016. * The Mack MP10 (rebadged Volvo D16) will soldier on little changed for 2017, retaining unit pump injection rather than upgrading to common rail like the MP7 and MP8 [finally]. In the global market, the D16 does moved forward to common rail in 2014. http://www.bigmacktrucks.com/topic/44540-volvo-trucks-announces-us-market-common-rail-other-powertrain-enhancements/#comment-328779

More than 800 Recalled Volvos Still Need Steering Fix Fleet Owner / April 26, 2016 The federal government is reminding owners of certain recalled Volvo trucks that have not yet been in for repair of a serious steering problem that they could suffer a complete loss of steering and are not to be driven. Approximately 830 recalled Volvo 2016-2017 VNL, VNX, and VNM trucks remain unaccounted for, notes the Federal Motor Carrier Safety Administration. "These unsafe vehicles should not be operated, as they pose an imminent hazard and are to be immediately ordered out-of-service by federal and state roadside safety inspectors." On March 10, Volvo Trucks North America announced the recall of certain model year 2016-2017 VNL, VNX, and VNM trucks manufactured from May 11, 2015, through March 8, 2016. The trucks may have been manufactured without a roll pin on the steering shaft. If the roll pin is missing, the lower steering shaft may disconnect from the junction block. Also, the bolt connecting the upper steering shaft to the lower steering shaft may not have been properly tightened. Either condition can lead to separation of the steering shaft without warning, resulting in a complete loss of steering, which may lead to a crash. Volvo discovered the problem, according to its notice to dealers, when it learned of four cases in which the steering failed on vehicles equipped with a greaseable two-piece steering shaft manufactured by Willi Elbe. The recall affects nearly 20,000 Class 8 motor vehicles, with nearly 16,000 affected vehicles in the U.S. On March 18, FMCSA issued an Urgent Safety Bulletin advising operators and carriers of recalled vehicles to immediately contact Volvo Customer Support at 1-877-800-4945 (Option 1) before continuing driving operations. The recall has caused some headaches for fleets. At Sherwin-Williams' private fleet, "We were fortunate enough that almost all of our trucks currently in service were built before Volvo made the steering column change," David Phillips, director of fleet operations, told HDT when we contacted him shortaly after FMCSA issued its safety bulletin. Only 11 of its trucks had to be put out of service immediately, he said. "We do however have approximately 30 new trucks on order that are built but can not ship to us right now until Volvo corrects the steering, that's causing us to leverage rentals longer than we would like."

Absolutely, Euro-6 engines are easily adaptable to Tier 2 Bin 5 and EPA2010. Expect to see it in the US market full-size Transit van, Ranger and Everest.

Ford Motor Company / April 26, 2016 - Ford reveals all-new 2.0-litre Ford EcoBlue engine; first in a new range of advanced Ford diesel engines delivers unrivaled package of fuel efficiency, performance and refinement - Clean-sheet design reduces friction with innovations including an off-set crank, belt-in-oil and Ford’s first use of modular camshafts for a 13 per cent fuel efficiency improvement - Ford’s first mirror-image inlet manifold and a low-inertia turbocharger with rocket engine materials help deliver more than 20 per cent more low-end torque; enhanced drivability helps commercial vehicle drivers effortlessly tackle challenging everyday driving scenarios - Standard selective catalytic reduction emissions after-treatment contributes to improved NOX reduction. Optimised engine structure reduces radiated noise by 4 decibels at idle Download Fact Sheet (pdf) Ford today revealed the first new Ford EcoBlue advanced diesel engine that will offer optimised fuel efficiency and reduced CO2 and NOX emissions* for customers, using sophisticated technologies and innovative design. Building on the industry-leading performance and technology of Ford’s award-winning EcoBoost petrol engines, Ford’s range of EcoBlue diesel engines will power the company’s future passenger cars and commercial vehicles with power outputs ranging from 100 PS to 240 PS. The four-cylinder 2.0-litre Ford EcoBlue debuts in the new Transit and Transit Custom commercial vehicles, delivering an unrivalled package of fuel efficiency, performance and refinement. Drivability is enhanced with 20 per cent more torque at 1,250 rpm compared with the outgoing equivalent power 2.2-litre TDCi diesel engine, helping commercial vehicle drivers effortlessly tackle challenging everyday driving scenarios such as creeping in traffic, or overtaking slower-moving vehicles. The new engine also delivers passenger car refinement to the commercial segment, reducing radiated noise by 4 decibels at idle. “Ford’s EcoBoost created a new standard for petrol engines – smaller, more efficient with surprising performance. That same obsession to innovate for the customer is behind our new Ford EcoBlue diesel engine range,” said Jim Farley, chairman and CEO of Ford of Europe. “This new engine lifts fuel efficiency and reduces CO2 by over 10 per cent in Transit, part of Europe’s best-selling commercial vehicle line-up, lowering costs for our customers.” An all-new engine architecture delivers reduced friction and a clean-burning combustion system. Sophisticated after-treatment processes for exhaust gasses enable ultra-low emissions in line with stringent Euro Stage VI standards that will be introduced in September 2016, requiring a 55 per cent reduction in NOx emissions compared to Euro Stage V standards. Advanced technologies include an integrated intake system with Ford’s first application of mirror-image porting for optimised engine breathing; a low-inertia turbocharger featuring rocket engine materials designed for high temperature applications; and an all-new high-pressure fuel injection system that is more responsive, quieter and offers more precise fuel delivery. Developed by Ford engineering teams in the U.K. and Germany, the versatile all-new 2.0-litre Ford EcoBlue engine initially will be offered with 105 PS, 130 PS and 170 PS in commercial vehicle applications. Capable of delivering more than 200 PS, the engine will later feature in Ford passenger cars alongside further new EcoBlue engines – including a 1.5‑litre variant. Low friction, sophisticated combustion The all-new 2.0-litre Ford EcoBlue engine’s clean-sheet design features multiple innovations that reduce friction, contributing to a 13 per cent improvement in fuel efficiency, including: - A 10 mm offset crank design that minimises piston side-load, reducing rubbing forces against the cylinder walls of the downsized four-cylinder iron block - Minimised crankshaft bearing diameters - A belt-in-oil design for the camshaft and oil pump drive belts - An optimised valve-train and an all-new single-piece camshaft module Ford is for the first time using a new mirror-image porting design for the integrated inlet manifold that precisely controls the flow of air into the cylinders – with the clockwise airflow for cylinder numbers one and two, reversed for cylinder numbers three and four. This symmetrical arrangement ensures uniform mixing of fuel and air in the combustion chambers of all four cylinders, helping engineers more closely control the way the engine burns fuel. When fine-tuning the combustion process, computer experiments used measurements from more than 1,400 factors that affect performance of the valve lift and timing alone. “Our first ever mirror-image inlet design in combination with an optimised combustion chamber layout helps us turn fuel into energy more effectively than any diesel engine we’ve ever produced,” Dr. Werner Willems, Ford technical specialist, Combustion Systems. New fuel injectors are capable of delivering up to six injections per combustion event, with each injection taking as little as 250 microseconds (0.00025 seconds) and delivering 0.8 mg of diesel – equivalent to a grain of sugar. This tiny volume of fuel is injected through eight conical holes each 120 microns in diameter – about the width of a human hair. Piezoelectric technology that uses electrically-responsive crystals to closely control fuel delivery – typically found in premium passenger-car engines – is incorporated into the body of the injector unit. The new injectors deliver reduced noise levels; minimal energy wastage from the fuel pump; more responsive and less intrusive Auto-Start-Stop performance; and real-time calibration correction for maximum fuel efficiency. Advanced turbocharging The all-new compact turbocharger has been specifically designed to deliver more air at lower engine rpm compared with the outgoing 2.2-litre TDCi engine, for a light and urgent feel across the rev-range and up to 340 Nm of torque at 1,250 rpm. An aerodynamically advanced turbine wheel – made from Inconel, an alloy used in extreme temperature environments such as rocket engines – is reduced in diameter by almost 10 per cent. The aerospace aluminium grade compressor wheel is reduced in diameter by 15 per cent. The reductions decrease inertia and enable faster boost performance with wheel speeds up to 240,000 rpm, contributing to improved low-end torque. “One important factor we noticed through customer feedback is a growing tendency for drivers to ‘creep’ their diesel powered vehicles by engaging the clutch while the engine is at idle – making low-down torque even more essential,” said Paul Turner, base engine technical leader, Ford of Europe. Compressor wheels are milled from solid, rather than cast, improving tolerances to within two or three microns – around the size of a single bacterium – increasing durability and reducing noise and vibration. A new turbocharger actuator replaces a worm drive with a geared design that halves response times to 110 milliseconds – or the blink of an eye. The new engine will comfortably meet future European emissions requirements supported by Ford’s first standardised selective catalytic reduction system. The system is close-coupled to the rear of the engine for maximum efficiency and excellent cold-driving performance. A short-loop exhaust gas recirculation channel is incorporated into the cylinder head, contributing to a more compact engine design and helping optimise cooling of gasses. Enhanced refinement The 2.0-litre Ford EcoBlue engine will be the first diesel commercial vehicle powertrain from Ford to achieve passenger car noise, vibration and harshness criteria, contributing to enhanced driving appeal. The new engine radiates half as much sound energy at idle as the 2.2-litre TDCi diesel engine. A noise-optimised a cylinder-head, block, stiffening ladder-frame and oil pan are specifically developed to be desensitised to activity inside the engine, and non-flat mating surfaces are carefully designed to offer tight seals that trap noise within the engine. “The basic structure of an engine can act as a soundboard for the movements happening inside it, just like a bell. So we try to develop a bell that does not ring very well,” said Dominic Evans, NVH specialist, Ford of Europe. “We’ve engineered every significant noise-influencing component of this engine to be quieter and smoother operating – resulting in the most refined diesel commercial vehicles Ford has ever built.” A moulded acoustic cover that provides foam encapsulation of the cylinder head, and a front cover made from sound deadened steel, further prevent engine noise being transmitted to the cabin for a quieter driving environment. Additional measures taken to enhance NVH include: - Micro-geometry analysis of gear teeth down to a micron level (0.001 mm) to achieve perfect meshing for smoother operation and less high-frequency whine - An optimised oil pump featuring unevenly spaced vanes that break up the pump’s noise frequency to make it less perceptible to the listener - Advanced fuel injectors featuring integrated piezo-stacks, noise softening software and optimised pilot injection Commercial vehicle durability The new 2.0-litre Ford EcoBlue engine meets Ford's demanding global commercial vehicle durability standards for extreme usage in markets as diverse as Europe, the U.S. and China. The engine's performance has been trialled through the equivalent of 5.5 million km (3.4 million miles) of durability testing including 400,000 km (250,000 miles) at the hands of real-world customers, comprehensive analysis in laboratories and at Ford vehicle proving grounds, and CAE evaluations at every stage of development. The oil system – including the oil specification, oil pan and filter dimensions, bore distortion tolerances and piston ring specifications – has been engineered to extend oil life, and maintenance-free components include the camshaft belt, camshaft module, and water pump. “We developed the 2.0-litre Ford EcoBlue engine using feedback from customers around the world,” Turner said. “The versatile design even allows the same block to be used for front-wheel drive and rear-wheel drive applications, and the sophisticated design and technologies deliver future-proofed fuel efficiency and emissions.” Ford Press Release - https://media.ford.com/content/fordmedia/feu/en/news/2016/04/26/all-new-ford-ecoblue-engine-is-diesel-game-changer--cleaner--mor.html

Following up on the Volkswagen emissions scandal: ------------------------------------------------------------------------------------------------------------ The New York Times / April 26, 2016 A PowerPoint presentation was prepared by a top technology executive at Volkswagen in 2006, laying out in detail how the automaker could cheat on emissions tests in the United States. The presentation has been discovered as part of the continuing investigations into Volkswagen, according to two people who have seen the document and who spoke on the condition of anonymity because of the legal action against the company. It provides the most direct link yet to the genesis of the deception at Volkswagen, which admitted late last year that 11 million vehicles worldwide were equipped with software to cheat on tests that measured pollution in emissions. It is not known how widely the presentation was distributed at Volkswagen. But its existence, and the proposal it made to install the software, highlight a series of flawed decisions at the embattled carmaker surrounding the emissions problem. Those decisions exposed the company to billions of dollars in fines as well as criminal investigations. Last Friday, Volkswagen reported a record $6.2 billion loss, after setting aside $18 billion to cover the costs of fines, legal claims and recalls. As a first step in a broader settlement under negotiation, Volkswagen agreed to fix or buy back 500,000 diesel vehicles in the United States, beginning with model year 2009. At various junctures over the last decade, executives at Volkswagen ignored or underplayed warning signs. As the PowerPoint underscored, people inside Volkswagen were aware that its diesel engines were polluting significantly more than allowed. Yet company executives repeatedly rejected proposals to improve the emissions equipment, according to two Volkswagen employees present at meetings where the proposals were discussed. Even when regulators started asking questions in 2014, Volkswagen continued to install the cheating software for more than a year. And the company further compounded its problems by underestimating the potential penalties and the risks to its reputation, according to court documents. Volkswagen declined to comment, citing the continuing investigation. The company has said that top management was not aware of the cheating software, known as a defeat device. Ansgar Rempp, a partner at Jones Day, the law firm heading Volkswagen’s internal inquiry, also declined to comment. What is now clear is that the current crisis at Volkswagen traces back to the PowerPoint presentation a decade ago. Volkswagen engineers at the company’s research and development complex in Wolfsburg realized that the emissions equipment in their newest diesel engine would wear out too quickly if it were calibrated to meet American pollution standards. The emissions rules in the United States are more stringent than those in Europe. A technology expert at Volkswagen offered a solution in the PowerPoint presentation. Just a few pages long, the 2006 presentation included a graph that explained the process for testing the amount of pollution spewing from a car. In a laboratory, regulators would try to replicate a variety of conditions on the road. The pattern of those tests, the presentation said, was entirely predictable. And a piece of code embedded in the software that controlled the engine could recognize that pattern, activating equipment to reduce emissions just for testing purposes. Elements of the presentation were reported earlier by Süddeutsche Zeitung newspaper and several German broadcasters. Under German privacy law, the executive cannot be named. The software evolved over the years. It was later upgraded to detect other telltale signs of a regulatory test, like a steering wheel that was not moving. During regulators’ tests, the engine software would turn up the pollution controls. When it was on the road, equipment designed to neutralize harmful nitrogen oxides would turned down, resulting in emissions that were up to 40 times the legal limit. Volkswagen had a growing awareness of that emissions discrepancy in recent years. In a court filing, the company lawyers, as part of a defense in a shareholder lawsuit, suggest that the discrepancy was common knowledge within the industry. “The vehicles of all manufacturers exceed various emissions limits in normal street use,” Volkswagen lawyers said in a court filing. They further argued that the differences between road emissions and lab emissions were tolerated by regulators. The management board led by Martin Winterkorn, the CEO who resigned in September after the admission of cheating, repeatedly rebuffed lower-ranking employees who submitted technical proposals for upgrading the emissions controls, according to the two people who attended meetings where the proposals were discussed. The management board rejected the proposals because of cost, the people said. More effective emissions equipment would have made Volkswagen vehicles hundreds of dollars more expensive, without providing a benefit that customers could perceive. In the United States, even a modestly higher sticker price would have made it more difficult for Volkswagen to compete with rivals like Toyota and Honda. But cleaner diesel would also have spared Volkswagen a scandal that has already caused sales in the United States to plunge 13 percent from January through March. And repairing diesels in the United States will cost additional hundreds of millions, if not billions, of dollars. Court documents filed in Germany by lawyers for Volkswagen show how the company vastly underestimated the potential penalties. After American officials began asking questions about Volkswagen emissions, company executives, including Winterkorn, thought they could deal with the problem quietly at a relatively low cost, according to the court documents. An American law firm hired by Volkswagen to examine regulatory issues, Kirkland & Ellis, told the carmaker in an August 2015 memo that the previous record penalty was $100 million. The fine was imposed on Hyundai-Kia in 2014 for violating the limits on greenhouse gas emissions involving 1.1 million vehicles, or nearly twice as many cars as in Volkswagen’s case. At that level, the penalties could have easily been absorbed by Volkswagen, which had sales of 213 billion euros last year, or around $240 billion. But the potential fine for Volkswagen is likely to dwarf the previous record, based on what the company has already set aside. Court documents filed by Volkswagen indicate that the technicians thought the chances of being caught cheating were slim when the deception began in 2006. While technology to test cars under road conditions was available, it was not widely used by regulators. “The seemingly small danger of discovery may have been a factor in tempting the VW engineers to make the impermissible software alteration,” Volkswagen lawyers said in the court documents. In recent years, the chances of discovery increased. It became easier to buy emissions testing equipment from suppliers, and numerous environmental groups or independent laboratories did so to show that many carmakers were understating diesel emissions. Signs of irregularities in Volkswagen cars were discovered in 2014 by a nonprofit group, the International Council on Clean Transportation, based on testing performed at West Virginia University. Still, Volkswagen continued to install defeat devices in its cars, including some Audi and Porsche models, until last year. Volkswagen also underplayed the potential threat of the diesel problems, as well as the wrath of American regulators. Mr. Winterkorn and other top managers were used to deferential treatment by government officials in Germany, where it is one of the largest employers. After the American regulators started looking into the emissions issue in 2014, the company didn’t give the problem much weight. Winterkorn received a two-page memo in November 2014 that summarized the technical problems with Volkswagen vehicles in various locations. Plans to recall about 500,000 diesel vehicles in the United States because of the emissions issue were granted a single terse paragraph at the bottom of the second page, according to the memo. The emissions problem was not corrected with the recall. And despite the regulators’ growing impatience, Volkswagen did not appear alarmed by the possible consequences (German arrogance). During a meeting in July 2015 of high-ranking Volkswagen managers to discuss regulatory issues around the world, diesel engines in the United States was one item out of six on the agenda. It was allocated 10 minutes, in a meeting that was set to last 1 hour and 45 minutes, according to a copy of the agenda. On Sept. 3, 2015, Volkswagen finally admitted to American regulators that diesel vehicles had a defeat device. Still, executives were shocked at the response. Stuart Johnson, a Volkswagen executive responsible for relations with American regulators, said in a memo in January that the EPA gave him half an hour’s notice before announcing on Sept. 18 that the carmaker had admitted installing defeat devices in diesels. Although more than a year had passed since the E.P.A. first raised suspicions about Volkswagen diesels, Mr. Johnson said in a Jan. 19 internal memo that he believed that Volkswagen still had four months “where we could discuss the issue privately.” “I was very disappointed by this turn of events,” Mr. Johnson wrote.

The Liuzhou division of Dongfeng (completely separate from Dongfeng Commercial Vehicles with which Volvo has a joint venture) officially launched its all-new North American style short-nosed conventional tractor at the Beijing auto show on Monday. The truck is refined and impressive throughout......a job well done. If one swapped out the China market Euro-4 Cummins 13-liter ISZ, and replaced it with that engine's predecessor, the US market EPA2010 11.9-liter ISX12 (or larger), and added a DPF, you'd be ready to go. .

Always remember, Mack "customized parts books" were for one or more trucks built under the same GSO. They only list the mounting arrangement (front axle, for example) for that specific GSO. We of course offered many front axles and variations of each. If you bought a book for your truck, the book only applied to your specific serial number truck.

I suspect though that this is the "company line" for removing it, to distract from the real reason......cutting cost (decontenting) where their gambling the US customer either won't notice or care, to improve profitability. Meanwhile in the global market DD15, the Mercedes-Benz badged OM472, the feature remains. Scania engines employ TC technology, and it works very well in enhancing performance and fuel economy.

With your model and serial number from the vehicle identification plate on your driver's door, why don't you give the parts dept. of Watts Mack a call? http://www.wattsmack.com/parts-department/

This announcement applies to both the Volvo and Mack brands. http://www.bigmacktrucks.com/topic/44540-volvo-trucks-announces-us-market-common-rail-other-powertrain-enhancements/#comment-328779 At the NTEA Work Truck Show in Indianapolis, the Mack brand focused more on introducing the new Volvo I-Shift with crawler gears. It seems they wanted the Volvo brand to get the spotlight on the engine upgrades. http://www.bigmacktrucks.com/topic/44502-mack-adds-automated-manual-transmissions-for-vocational-use/#comment-328698

During the period that Andrew Jackson was alive, 1767 to 1845, slavery was common place in much of North America. Respectfully speaking, I don't feel it's proper to apply the racially sensitive standards of year 2016 to a man who lived in the America of 1767-1845. Based on the standards, intellect and way of life in the 1767-1845 period, I continue to judge him for his contributions to our country during his time. I fear there is an effort to cleanse and rewrite American history. That is a dangerous path indeed. Be it the civil war, or the argument at Princeton over Woodrow Wilson, history must be known in its accurate entirety, and judged on that period of time - not the standards of today.

A U.S. senator, governor of Ohio and Supreme Court chief justice who served as the U.S. secretary of the Treasury during the Civil War. He served as a justice until his death in 1873 at age 65. After representing Ohio in the U.S. Senate from 1849 to 1855, Chase went on to serve as the state’s governor from 1855 to 1859. He made a failed bid for the Republican presidential nomination in 1860 before serving as Abraham Lincoln’s secretary of the Treasury. And as fate would have it, Chase was a staunch abolitionist who spent his early career as a lawyer and became known as “the attorney general for fugitive slaves” for his frequent defenses of runaway blacks. In 1837, Chase argued before the Ohio Supreme Court in defense of James G. Birney, an abolitionist charged with harboring an escaped slave. His eloquent indictments of the Fugitive Slave Law were later reprinted in newspapers and widely circulated. Chase gained further acclaim when he defended the abolitionist John Van Zandt before the U.S. Supreme Court in 1847. While Chase lost the case, his impassioned defenses of Van Zandt and other abolitionists and runaway blacks eventually earned him the nickname “the attorney general for escaped slaves.” So there you go, we're already adequately politically correct as is. How is face got on the bill When the federal government started issuing greenback notes in 1861, Chase, as Secretary of the Treasury, was in charge of designing and popularizing the new currency. The politically ambitious Chase had to pick a portrait subject for the first $1 bill, and he chose......Salmon P. Chase. Although putting his face in everyone's pocketbooks never propelled Chase to the presidency, when the Treasury started issuing the new $10,000 bills in 1928, they put Chase's portrait on the bill to honor the man who helped introduce modern banknotes. Chase National Bank, the forerunner to Chase Manhattan Bank, was named in his honor.

We brag about our democracy, our ability to choose the president. But that all falls apart when neither individual has the qualifications for that highest of post. Neither Bush nor Gore were qualified to be more than a state governor. Where was the choice for president? There was none.

Big Rigs / April 22, 2016 Freightliner has introduced Australia's best warranty on any American truck. The generous extended warranty covers the Argosy cab-over and Coronado 114 conventional truck for four years or 800,000km (497,097 miles). The extended warranty is not a short term offer, and will be made available for new customers all the way through until December 31. "Freightliner is committed to supporting our customers and their businesses," says Freightliner Australia director, Stephen Downes. "Offering Australia's best warranty on any American truck is a good example of that commitment." Mr Downes says Freightliner is prepared to back its product because of its quality. "We are confident in our product and we want new customers to be able to share our confidence by knowing the truck is covered in the rare event there is an issue," he says. Freightliner customers are also supported by one of the strongest service networks in Australia, which is made up of more than 40 service points. All Freightliner trucks are covered by a standard one year/unlimited km warranty, while the extended warranty has been introduced for the most popular models in the range, the Argosy and Coronado 114. There are two parts to the extended warranty program. The first is the basic complimentary extended warranty for three years/800,000km, which incorporates the components originally covered by the basic one-year vehicle warranty. There is also the drivetrain component complimentary extended warranty for two years/800,000km, which covers such items as the transmission, clutch, driving axles and more. Neither the standard or extended warranties cover the truck's engine, which is covered by the engine manufacturer, being either Detroit or Cummins. Potential customers should consult a Freightliner dealer for further details and exclusions. The introduction of the extended warranty program comes as Freightliner further strengthens its product offering with the Cummins ISXe5 Argosy cab-over, the first Argosy to be offered with Selective Catalytic Reduction. Unlike some of its competitors, Freightliner offers its customers the choice of a Detroit engine or an optional Cummins powerplant in either Coronado or Argosy. .

Volvo First-Quarter Earnings Fall on North America Truck Market Bloomberg / April 22, 2016 Volvo AB’s first-quarter operating profit beat analyst estimates as the truckmaker reduced costs by scaling back production in response to slowing demand in North America. The stock rose to an eight-month high. Earnings before interest and taxes, and excluding capital gains and restructuring costs, amounted to 4.46 billion kronor ($547 million), the Gothenburg-based manufacturer said Friday in a statement. That exceeded the 3.92 billion-krona average of eight analyst estimates compiled by Bloomberg. Based on that measure, the operating profit as a proportion of sales widened to 6.2 percent from 6.1 percent a year earlier. Revenue fell 4.1 percent to 71.7 billion kronor, in part because of currency effects. The company, which owns the Mack Trucks brand in the U.S., outlined plans in February to reduce North American and Brazilian production in the first quarter following a drop in orders at the end of 2015. U.S. gross domestic product growth probably slowed in the quarter versus the last three months of last year, according to Federal Reserve forecasts, with the Atlanta Fed estimating expansion could have been as low as 0.1 percent. “Despite the expected market headwind tempering sales, the company managed to keep up margins,” Andreas Zsiga, a credit analyst at Nordea Bank AB, said in a note to clients. “A negative revision of the 2016 North American truck-market outlook was balanced by a positive revision of the European market.” Volvo rose as much as 4.8 percent and was trading up 3.1 percent at 97.45 kronor as of 9:47 a.m. in Stockholm, the highest price on a closing basis since mid-August. The stock has gained 23 percent this year, valuing the manufacturer at 207.4 billion kronor. First-quarter net income fell 11 percent to 3.77 billion kronor, with the decline buffered by an 885 million-krona capital gain from the sale of its information-technology operations to HCL Technologies Ltd. Volvo cut its full-year industry-wide forecast for the North American market 3.8 percent to 250,000 vehicles. “With stagnant freight volumes, increased availability of competitively priced used trucks and less need for fleet renewal, the market is expected to settle on a more normalized level during 2016,” it said. The company’s business in the region “did a good job” of adapting capacity to demand, Chief Executive Officer Martin Lundstedt said at a press conference. The company also reduced its forecast for Brazil’s market by 14 percent because of a lingering recession there. Volvo is predicting 290,000 industry-wide truck sales in Europe, an increase of 10,000 vehicles from a previous forecast.

Commercial Motor TV - sponsored by DAF Trucks / April 21, 2016