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Walter M. May, 97, Mack Trucks Engineer and co-inventor of the truckmaker’s advanced Maxidyne high-torque rise engine technology Walter M. May, age 97, of Luther Crest Retirement Community, South Whitehall Township, formerly of Harris York, Macungie, died March 27, 2015, at home. He was the husband of the late A. Hazel May. Walter worked as an engineer and C.O.O. at Mack Trucks, retiring as Vice President of the Engineering Department. He held many engine and transmission patents that are still used in truck manufacturing 60 years later. Born in New York City, he was the son of the late Walter H. and Janet (Forbes) May. He was a 1939 graduate of M.I.T. Like his former colleague Zenon C.R. Hansen, Walter was an Eagle Scout. During World War Two, he worked for the Civil Defense Department. He and his wife Hazel were benefactors at M.I.T., Cedar Crest College and Lehigh Valley Medical Center. Survivors: Daughter: Susan wife of Paul Trexler of Seminole, FL., Step-Sons: Malcolm W. Heckman and his wife Joanne of Galloway Twp., NJ and Ronald B. Heckman and his wife Pamela of Emmaus, Fiancée: Carol R. Cook of Topton, 10 Grandchildren, 20 Great-Grandchildren and 1 Great-Great-Grandchild. .

The Mack family once again remembers legendary chief engineer and vice president, Alfred Fellows Masury.

Do you have an E6-350 2-valve or 4-valve ? (We still built both in 1985) I'm a sales guy, but the legendary Mack parts numbering system having been as brilliantly straightforward and simple as it was, I vaguely recall: 62GB2382 P1 (standard size) for E6-350 2VH 62GB2393P1 (standard size) for E6-350 4VH These are the part numbers for a set. The actual stamped part number is for a bearing half, which you never could buy separately. Your Mack parts representative can supercede the stamped number on the rod bearing half to the set part number. You stated 62GB312 (the other half being 62GB313).......that's a 62GB2393......a rod bearing for a 4VH E6-350. Main bearing sets didn't change, so a 215SB72DP1 kit (standard size). If you need oversize, the "P" variation will be different. And if need be, source your rod and main bearings from the good folks at Watts Mack. I thank legendary Mack Trucks chief engineer and vice president Alfred Fellows Masury for creating the best parts numbering system that the global truck industry ever knew. I pity the Mack parts people today who are bogged down with meaningless Volvo global part numbers you can't remember.

European Parliament Plenary Session Press Release / April 13, 2016 A proposal to grant €1,793,710 (US$2.02 million) in European Union (EU) aid to Sweden to help find new jobs for 500 workers made redundant by Volvo Trucks, mainly at the Umeå plant, and by four of its suppliers and downstream producers, was approved by the European Parliament on Wednesday. The employees were laid off due to difficulties faced in recent years by European manufacturers in competing with newly emerging Asian truck manufacturers. Heavy truck production in the EU fell in 2014, as did exports of heavy commercial vehicles, buses and coaches, while overall imports of commercial vehicles into the EU rose. Volvo therefore decided to boost efficiency by cutting costs to meet existing and expected global competition. The redundancies are a challenge for Västerbotten county (of which Umeå is the capital). Most of the redundant Volvo workers are from Umeå, but others from Gothenburg and Eskilstuna are also included in the scheme. Volvo's optimisation programme also affected subcontractors, especially in Umeå. The resolution by rapporteur Victor Negrescu (S&D, RO) was approved by 585 votes to 82, with 7 abstentions. Background The European Globalisation Adjustment Fund contributes to packages of tailor-made services to help redundant workers find new jobs. Its annual ceiling is €150 million. Redundant workers are offered measures such as support for business start-ups, job-search assistance, occupational guidance and various kinds of training. In most cases, national authorities have already started the measures and will have their costs reimbursed by the EU when their applications are finally approved. Related reading: http://www.bigmacktrucks.com/topic/44047-european-commission-proposes-almost-18-million-euro-from-globalisation-fund-to-support-former-volvo-trucks-workers-in-sweden/#comment-324651 http://www.bigmacktrucks.com/topic/33165-volvo-to-restructure-truck-manufacturing-in-europe/#comment-212024

Simard Suspensions Press Release / April 6, 2016 After 5 years of development, thousands of test hours in extreme conditions, the industry unique off-road truck able to legally roll on the road, the Dramis D55T truck, is on its way to the Chilean salt mines. A total of 7 trucks will join the Excon Construcciòn fleet, one of the biggest ore transportation companies in South America. "With a payload of 55 metrics tons (60 imperial ton), twice the capacity of actual trucks, Excon Construcciòn will be able to greatly increase its production," explains Denys Dufour Simard Suspensions Sales Manager. Industry unique specifications The Dramis benefits of a superior payload and also operates faster. With its active hydraulic suspension and adapted gear ratio, it is able to circulate up to 90km/h, giving it the capacity to do more cycles than articulated or rigid trucks. The cost per ton of the Dramis D55T is the most profitable of its category. Built on a class 8 vocational truck chassis, its purchase price is less than its competition, and its maintenance does not require a specialized technician. Its fuel consumption cost is between 15 and 20l/hour depending on the configuration. Another decisive advantage, the Dramis can circulate unloaded legally on road that offers the opportunity to move from site to site without requiring a trailer or special permits. “I thank Excon Construcciòn and its team for the support given to us all along this project as well as all those who participated in its development,” says David Tremblay, Simard Suspensions Chief Executive Officer. Custom configuration Totally assembled in Québec, Canada, the Dramis is available in many configurations and adaptable on all vocational commercial trucks in North America such as Mack/Volvo, Kenworth/Peterbilt, Freightliner/Western Star, and soon to be the new International HX. Simard Suspensions 100% Canadian Company, Simard Suspensions (http://simardsuspensions.com/) is established in the Quebec since 1935. Employing 110 persons, Simard stands out with its tandem suspensions distributed in all North America and South America. Simard Suspensions is always hiring to meet new orders and with the ongoing need for labor a training program in partnership with Formation Continue Charlevoix has been implemented. .

Canada Big Truck Sales Down 26.7% in March Wards Auto / April 13, 2016 Big-truck deliveries in Canada were down 26.7% on a daily sales basis in March with 3,275 units, compared with 4,294 from prior-year. Sales in Class 8 fell 36.1% to 1,915 units. All manufacturers posted double-digit losses. Share leader Freightliner sales declined 26.1% on 752 units while still increasing share to 39.3%. The worst performers were Volvo, down 62.6%, and Kenworth, 44.9% below prior-year. Western Star showed the smallest drop at 19.6%.

Wards Auto / April 13, 2016 Sales of medium and heavy trucks in the U.S. totaled 40,323 in March, 2.5% below year-ago on a daily sales basis. Class 8 posted sales of 20,034 units, down 10.1% from prior-year. Substantial losses by International (-29.1%), Peterbilt (-22.8%) and Volvo (-52.7%) led the decliners. Daimler’s Freightliner and Western Star outsold last year, leaving the parent company up 16.5%. Mack posted a small gain, growing 1.3%. Year-to-date, Class 8 sales were down 7.1%.

Two Renault Range C trucks have joined the 30-stron g fleet of Scottish demolition, asbestos removal and recycling specialist Central Demolition. The company’s first from the Renault Trucks stable, both 32-tonners are C430 RKs with Optidriver AT 2612E AMTs (automated manual gearboxes), have been specified with the night and day cab. They have been mounted with Weightlifter Muckaweigh hardox tipping bodies, and equipped with Kelsa top and bottom light bars, comfort seats, Renault’s comfort pack and vertical exhausts. “When we needed additional, new vehicles to keep up with the demand I turned to the team at Renault Trucks Scotland who put together an impressive package,” comments Central Demolition owner Ross Craig. “We’ve previously used Renault Landers and have been extremely impressed by their robustness and overall performance, so the Range C was the natural progression for us,” he continues. “Access in and out of demolition and recycling sites can be tricky, so we needed tippers with exceptional mobility... “We’ve found the Range C to be well up to the challenge... It’s a well-constructed vehicle, very well accepted by our drivers and provides good value-for-money overall.” The new 32-tonners were supplied by Renault Trucks Scotland. .

http://www.truckingboards.com/bb/threads/volvo-s-validated-interim-remedy-for-yrc.73391/ http://www.truckingboards.com/bb/threads/nationwide-major-volvo-recall-detailed-recall-information-for-volvo-vnl.73326/#post-1034065

Commercial Carrier Journal (CCJ) / April 13, 2016 ABF Freight System has instituted a $5.92 surcharge for each shipment going to or from California. This month, the Arkansas-based, LTL division of ArcBest Corp. (No. 15 in the CCJ Top 250) began the California Compliance Surcharge to offset the state’s higher operating costs and stricter regulations. The surcharge does not apply to shipments moving under Volume Price, TimeKeeper Price, a TurnKey Price or U-Pack quotes. In recent years, truckers have had to meet progressively stricter emissions standards in California. Additionally, the state’s courts upheld the state’s meal and rest break rules for truckers and ordered carriers to reclassify independent contractors as employees in several high-profile cases.

Transport Topics / April 13, 2016 Transportation activity in the United States rose moderately in late February and March, with several areas of the country reporting increases in freight volumes, the Federal Reserve reported. National economic activity continued to expand, with most areas saying economic growth was in the modest to moderate range. Contacts expected growth would remain in that range going forward, the Fed said in its Beige Book report released April 13. The survey is based on reports gathered by regional Fed banks to give an anecdotal picture of the economy. The Fed releases its Beige Book report eight times a year. This report covered Feb. 22 through April 7 and was prepared by the Federal Reserve Bank of Chicago. In contrast to the March 2 Beige Book, when Fed district banks said prices were “generally flat,” the report indicated that “overall, prices increased modestly across the majority of districts, and input cost pressures continued to ease” amid cheap energy bills. Trucking firms in the Richmond area reported stable to stronger growth in demand in recent weeks. Port contacts in the Richmond District cited record import volumes in February that moderated in March, as well as a modest rise in exports in part because of stronger shipments of agricultural and forest products, according to the report. In the Atlanta District, trucking contacts cited notable increases in overall tonnage during the reporting period. Port contacts cited continued growth but rail cargo in the area continued to decline, the Fed said. In the St. Louis region, contacts in the trucking industry reported an increase in revenue and reduced costs from low diesel prices, and some in the industry have announced expansion plans. The Cleveland area reported freight volume expanded slightly in late February and March, though some of the increase was seasonal. “Our contacts anticipate a modest expansion in volume during the upcoming months. Overcapacity is forcing some haulers to lower shipping rates. Diesel fuel surcharges have been largely eliminated,” the Fed said in the report. However, compared to a year earlier, freight volume is lower in the Cleveland District due to weakness in the energy and steel industries and lower demand for industrial goods, the report said. San Francisco noted an increase in cargo volumes and the Kansas City District said transportation and wholesale trade activity had increased sharply. Contacts in the Dallas District told the Fed ongoing weakness in the energy and steel sectors continued to weigh on freight volumes.

Another reason why I dislike Delphi (maker of Volvo's fuel injection systems). They are for all intents and purposes a U.S. company, headquartered in Michigan and profiting here. But they pulled an inversion scam to avoid paying taxes in the United States, registering itself in the tax haven of Jersey, a channel island between England and France. Their act makes them criminals.........I don’t support purchasing from criminal entities. ------------------------------------------------------------------------------------------------------ Amid Inversion Crackdown, IRS Blesses Delphi's British Domicile Bloomberg / April 14, 2016 Three days after President Barack Obama held a news conference pledging to close “loopholes” that allow U.S. corporations to claim they’re foreign for tax purposes, his Internal Revenue Service blessed one of the biggest corporate expats. That company is Delphi Automotive Plc, a Michigan auto-parts maker that attempted to cut its tax rate by adopting a British address in 2009. The IRS had insisted that Delphi, still run from a Detroit suburb, remained an American taxpayer. But on April 8, an appeals panel within the tax agency sided with the company. The secret decision came to light on Wednesday, when Delphi notified its investors in a regulatory filing. It may save the company as much as $100 million a year. The decision comes as the Obama administration takes new and aggressive steps to stop corporate tax avoidance, particularly the corporate address changes known as inversions. On April 4, the Treasury Department issued new rules targeting the transactions, forcing the New York drugmaker Pfizer Inc. to drop plans to become Irish, and potentially crimping the tax savings from dozens of past and future inversion deals. Unique Obstacles The Delphi case may have presented unique obstacles, said Jerald David August, a partner at Kostelanetz & Fink LLP, a New York tax firm. The IRS may have worried that a loss in court would force it to revise a round of anti-inversion regulations from 2009, he said -- or that the case would bring unwelcome attention to the administration’s own role in Delphi’s expatriation. The company shifted its tax address as part of the fallout from General Motors Co.’s 2009 bankruptcy and bailout, which were overseen by Obama’s administration. “The government threw in the towel when it may have had a strong case to present to a court to review,” said August, who wasn’t involved in the case. “The stakes involved in presenting this issue for full review may have had other, non-tax repercussions.” For their part, Delphi officials had always insisted their case was strong and pledged in securities filings to “vigorously” defend their position. On Wednesday, Delphi declined to comment beyond saying it’s “satisfied” with the IRS’s decision. The IRS also declined to comment. GM’s Bankruptcy The former auto-parts arm of Detroit-based GM, Delphi changed its legal address in 2009 as part of a plan to emerge from bankruptcy protection. Under the deal, creditors including GM and a group of U.S. hedge funds purchased most of Delphi’s assets through a newly formed English partnership. The U.S. Treasury, which had bailed out GM amid a collapse in the U.S. auto market, took part in the negotiations and authorized GM to release $1.7 billion in Treasury funds to pay for its portion of the deal. In September 2009, just before the transaction was completed, the IRS issued a new interpretation of tax law that seemed aimed at Delphi. It said a bankruptcy reorganization that results in a U.S. company becoming foreign may not be recognized under U.S. tax law. Delphi went ahead with the deal anyway. Official Address When it prepared to go public in 2011, Delphi incorporated itself in Jersey, a Crown dependency in the English Channel, but retained British tax residence. Its official address is at a diesel plant and research compound in an industrial park about an hour’s train ride east of London. Most of its top executives continue to work from the Troy, Michigan, offices that Delphi used to call its headquarters. In 2014, the IRS, which is part of the Treasury Department, formally challenged Delphi’s foreign domicile, starting a litigation process within the agency. In a regulatory filing in February, Delphi said that a loss in the IRS case would increase its long-term effective tax rate to about 20 percent or 22 percent, from about 17 percent. Analysts estimate Delphi will earn about $2.1 billion before taxes this year, translating to a savings of $63 million to $105 million.

That's a proper CAT install. Great work. The M35A3 with the factory-installed CAT 3116 looks ridiculous with the upward sloping hood.

Turnbull to abolish RSRT, ATA looks to new solution Owner/Driver / April 13, 2016 Federal government says it will no longer seek to delay the RSRO until after the election. The ATA calls for mandatory code of conduct for trucking be added to ACCC powers The Coalition government will introduce legislation for the immediate abolition of the Road Safety Remuneration Tribunal (RSRT) when the Parliament reconvenes next week. It is a move from prime minister Malcolm Turnbull’s earlier statement, where he promised the abolition of the tribunal if he was re-elected in the federal election this July. The announced comes after independent senator Jacqui Lambie joined senators Glenn Lazarus, David Leyonhjelm, and Bob Day in calling for an immediate abolition of the tribunal and the Contractor Driver Minimum Payments Road Safety Remuneration Order 2016 (RSRO). Employment minister Michaelia Cash says the government stands by the owner-drivers and will not allow their livelihoods to be destroyed by the Order. NOT ALL SMOOTH While the move appears in line with Lazarus' own, the independent senator says he doesn't trust Turnbull or his government. "They have changed their position on the RSRT issue a number of times," Lazarus says. "They have even tried to use truckies to buy votes by telling Australians that they would only abolish the RSRT if they were re-elected. "The reality is that the Turnbull Government has mismanaged the truckie issue from day one." He says if he sees legislation in support of owner-drivers in the parliament, he will support it, "but just in case, I will also be introducing my own Bill." "I am not prepared to take any chances," he continues. "Too many truckies are already suffering and I can not risk the Turnbull Government changing its position again." As he has explained in the past, Lazarus says in the wake of the RSRT the National Heavy Vehicle Regulator (NHVR) will be "given more teeth to work with all areas of the road transport sector to address safety and to ensure owner-drivers get a fair go in a level playing field environment." "Owner-drivers are the heart and soul of the road transport sector and we need to take care of them. "Without them, community events like the Burrumbuttock Hay Run would not happen." POWER DEBATE Reiterating its call to the Senate to abolish the tribunal, the Australian Trucking Association (ATA) says the government must still address market power issues such as extended terms of payment, dispute resolution and force majeure. "The ATA urges the government to use an existing and well-accepted mechanism to address market power issues – the development of a mandatory code of conduct under Part IV B of the Competition and Consumer Act. "A mandatory code of conduct would apply to all industry participants, not just a specific segment of the industry. "These codes of conduct are legally binding – the ACCC has the power to enforce a code, impose penalties, and follow up complaints. "There are already five mandatory codes regulated by the ACCC, including ones covering the horticulture and franchising industries and bulk wheat leading. "Adding another code to cover the trucking industry would be a logical and effective way to address market power issues affecting small operators. "The first step for this code to be developed and implemented is for the Government to invite the industry to develop a draft mandatory code for consideration, and the ATA stands ready to engage with Government and industry on this matter. "There has been some discussion that the National Heavy Vehicle Regulator (NHVR) could be involved in this space. "However, it is a safety regulator, not a competition policy regulator. "Australia already has an expert competition policy regulator through the ACCC; there is no need to invest the NHVR with overlapping sector-specific powers over competition issues." SMALL BUSINESS ANGLE Australian Small Business and Family Enterprise Ombudsman (ASBFEO) Kate Carnell also joined widespread calls for the tribunal's termination. "I urge those who are still weighing-up the legislation to consider the devastating ramifications the RSRT’s Payment Order will have on mum and dad owner-drivers, who have mortgaged their homes to buy a truck and forge a living for their family," Carnell says. Carnell applauds all the politicians who have indicated their support to dismantle the RSRT. "Drivers are telling me they face financial ruin as a result of the new minimum pay rates, which will do nothing to improve driver safety, and only force owner-operators to charge more for their services, making them uncompetitive and sending them broke." REPEAL CALLS Meanwhile, transport industry bodies including the National Road Transport Association (NatRoad) and the Australian Logistics Council (ALC) are calling on all political parties to end the tribunal and repeal of the Road Safety Remuneration Act 2012. "I urge all Members of Parliament to act in the best interests of working families and support the government's bill to abolish the RSRT when it is introduced next week," NatRoad CEO Warren Clark says. During his meeting with Lambie on Monday, Clark suggested that the issues surrounding road safety must be handled by the National Heavy Vehicle Regulator (NHVR), not the RSRT – a view Carnell backs. "Safety is a priority for our members and everyone on the road. But the Road Safety Remuneration Tribunal is not the body to handle heavy vehicle safety – safety-related measures should be managed by the National Heavy Vehicle Regulator," Clark says. The ALC has written to all federal MPs and senators, including cross-benchers to back the abolition bill. "The Parliament must act now to repeal the legislation establishing the Road Safety Remuneration Tribunal and focus its efforts on working with industry to put in place practical measures, such as on-board technologies, that can improve supply chain safety," ALC MD Michael Kilgariff says. "The Tribunal’s Orders are resulting in regulatory overlap, confusion, inefficiencies and costs, and the Parliament needs to act as a matter of urgency to address this growing issue, which threatens to undermine industry’s efforts to improve supply chain safety and compliance." The ALC backs NatRoad’s view that road safety matters must be under NHVR’s authority. "In recent years, government and industry have been collaborating and developing the Heavy Vehicle National Law and the National Heavy Vehicle Regulator to focus on Chain of Responsibility and drive heavy vehicle safety outcomes across Australia. "Improving safety in the heavy vehicle industry must be based on achieving greater compliance and enforcement of Chain of Responsibility within the Heavy Vehicle National Law. "That approach has been working with the number of accidents involving heavy vehicles in a downward trend. "To impose an industrially-focussed body on the industry, which overrides the National Heavy Vehicle Regulator and work health safety laws, is a counter-productive approach to dealing with supply chain safety. "Legislative steps need to be taken to abolish the tribunal and to redirect its funds to appropriate bodies, such as the National Heavy Vehicle Regulator, to focus on safety and compliance measures that actually work." STUDY SLAM On the other hand, the Transport Workers Union (TWU) is slamming the government for intervening in an issue that, it says, will ensure road safety by ensuring minimum pay rates for truck drivers. "Studies show the deaths are inextricably linked to pressures drivers are under: pressure to drive long hours, to speed and forgo safety checks and maintenance," the union states. "Meanwhile, small transport operators have one of the highest rates of bankruptcies. "The Road Safety Remuneration Tribunal has the power to investigate this pressure and ensure big companies at the top of the transport supply chain are held to account for low cost contracts which cause the pressure."

The Mack part number for your steering gear begins with 20QC. It is NOT stamped on the steering gear. Your Mack dealer can look it up, using your truck's model and serial number (RW613-4349). TRW should be able to cross-reference the Mack number to their number. For example, an Ultra-Liner's steering gear with Mack number 20QC368M is a TRW number HFB64063. So call Mack back, get the 20QC number, and call TRW and see what they can offer.......if not a new or newer series unit (TAS 55 for 12K axle), then a factory-reman HFB64 like you have now. But they of course need the OEM (20QC) number to work with. Incidentally, here are HFB64 service manual downloads courtesy of TRW. http://trucksteering.trwauto.com/hfb_64_downloads