kscarbel2

John Q. American is "programmed" from an early age, via school, advertising, ect. They really have it down to a science. Then from age 50 or so, some begin to reflect and question.

We've been down that road before. But Scania's company culture is so much different from Volvo, A merger with Volvo was justly and widely resisted. Scania is organized with profitability as a key priority (Scania is the most profitable truckmaker in the world). But Volvo is a mess, focused on volume over profitability, as their goal (dream) has been to become the number one global truckmaker by volume. Meanwhile, Volvo Construction Equipment doesn't make money. And, like Volkswagen who dreamed of passing Toyota to become global no.1 by 2018, as Volvo's chase of a dream took them further and further away from reality, it all finally caught up with them.......hence Persson's firing and a phone call to Scania's Martin Lundstedt from Volvo board chairman Carl-Henric Svanberg. He's wants Scania-style management at Volvo, which amounts to a cultural revolution. And Martin has assembled some of Scania's finest talent to get the job done. “Martin Lundstedt has 25 years of experience in R&D, production and sales within the commercial truck industry [at Scania]. He is also known for his winning leadership style.” Carl-Henric Svanberg, Chairman of the Board – AB Volvo ------------------------------------------------------------------------------------------------ Volvo urges truck merger with Scania Independent / January 16, 1999 Volvo yesterday urged Scania to merge with it and create the biggest truck and bus manufacturer in Europe after picking up a 13.5 per cent stake in its Swedish rival in a stock market raid. A Volvo-Scania merger would produce a combined group with truck and bus sales of 130,000 a year, turnover of pounds 7.6bn and 50,000 employees. In the market for heavy trucks of 16 tonnes and over, the merged business would leapfrog Mercedes Benz into the number one spot commanding 30 per cent of sales in West Europe. Worldwide, it would be the second biggest truck and bus company. The controlling shareholder in Scania, Investor, reacted angrily to Volvo's move. Investor's chief executive, Claes Dahlback, described the pounds 385m share purchase as "unfortunate" and said it would make the merger discussions so far held between the two companies more difficult. The discussions are thought to have stalled because of a dispute between the two companies over the valuation of Scania. Mr Claes said a merger with Volvo could produce significant synergy gains but there were alternative possibilities that were even more interesting which it would continue to pursue. Volvo said it was interested in pursuing a "constructive dialogue" with Scania's shareholders, suggesting that a hostile bid was unlikely. However, it indicated it could launch a tender offer for the remaining shares. If that happened, it would pay the difference between the price at which it picked up shares yesterday and the final takeover price. The move on Scania fuelled speculation that Volvo would sell off its car division in a deal with a volume car maker. It has appointed the investment bank JP Morgan to examine a sale and two possible partners are Ford and Fiat of Italy. However, Leif Johansson, Volvo's chief executive, appeared to contradict this yesterday saying the strategy in cars was to be a niche player based on organic growth. In 1997 Volvo produced 70,000 trucks and 12,000 buses while Scania produced just over 42,000 trucks and 4,500 buses. In the key heavy trucks market they each have a 15 per cent share compared with Mercedes Benz's 21 per cent. Any merger could run into trouble with European Commission competition authorities. Karl-Erling Trogen, president of Volvo Truck Corporation, said there is a need for consolidation within the automotive industry and Volvo wants "to take part in this industry restructuring." ------------------------------------------------------------------------------------------------ Prospects dim for Volvo-Scania merger approval Today’s Trucking / March 8, 2000 Volvo AB chairman Leif Johansson said his company would offer no further concessions to quell concerns of the European Commission (EC) that its proposed acquisition of rival Scania AB would create near monopoly conditions in Sweden and a dominant position in Nordic Europe. The EC will meet on March 14 and is expected to rule on the deal by March 23. The Reuters news agency said an EU source has said that the planned takeover in its present form is likely to be stopped on antitrust grounds. Hans Westberg, an analyst at den Danske Bank, told Reuters news agency that Volvo wants to pressure the EC to consider the future political ramifications of its decision. "Volvo is saying that if the EC blocks this deal it is probably going to block other truck deals, and that will allow the North Americans into the market with their strong currency,' Westberg said. If the EC blocks the deal, Volvo may be forced to come up with an alternative strategy, which could include entertaining offers from prospective buyers. "If such a bid is proposed the board will look at it and see what is best for its shareholders," Johansson told a news conference. "We never see bids as hostile," added PACCAR, Volkswagen, and Fiat were among those opposed to the deal, according to daily Dagens Industri. These firms have also been mentioned by analysts as possible buyers of Volvo. The Financial Times speculated today that Volvo could make a bid to buy Chicago-based International if the Scania deal failed. ------------------------------------------------------------------------------------------------ European regulators reject Volvo-Scania merger Today’s Trucking / March 15, 2000 The European Commission (EC) yesterday rejected Volvo AB's planned $6.9 billion US merger with rival Swedish truck and bus maker Scania over concerns that it would be anticompetitive. The unanimous decision was based in part on a report that the combined companies would own 50% to 90% market shares in several European countries. While Volvo is not allowed to combine operations, its 45.5% ownership of Scania is not affected by the decision. Volvo has said it does not plan to sell its stake in the company; shares purchased from stockholders that accepted Volvo's takeover bid will be returned, however. The commission's decision sparked rumors about how Volvo would react. Some market analysts have said Volvo may put itself up for sale, a strategy Volvo CEO Leif Johansson would consider. "We will evaluate the alternatives both in Europe, North America and Asia," Johansson told journalists during a conference call. "We have as an overall strategy to make sure that we are among the world's biggest in all our business areas. ... We certainly feel that we have the opportunity as a company to be in the driving seat to make acquisitions but we have also said that if good proposals come from outside, whatever the structure, we will look at them."

From 2000 and particularly during the Persson era, Volvo had no friends among its supplier base. The universal feeling was, they had little sympathy with the Swedes at Volvo. They were no stranger to copying (stealing) another truckmaker's or a supplier's designs (technology).

Nothing at all to do with dieselgate, but everything to do with being under German control.

Thank you. I was looking under "Odds & Ends".......never thought to look under "Truck Shows & Events". At any rate, good post.

What happened to the Rockefeller/Bilderberg video that was posted yesterday ?

NQ Group to undergo “fleet rationalisation exercise” Prime Mover Magazine / April 8, 2016 Auctioneering company Manheim has reportedly been appointed by NQ Group to manage a major fleet sale on its behalf. According to Manheim, the Archerfield, QLD based heavy haulage specialist is undertaking a “fleet rationalisation exercise” with the goal of “aligning its fleet to better service current market conditions”. As such, Manheim said a number of NQ Group assets are being made available for sale, with an auction scheduled for 11 May at Eagle Farm. Manheim commented, “Highlights include multiple Kenworth prime movers, including T659, T909, C508, K908 and K200 models … as well as multiple Drake low loaders with modular platform combinations.” Brendan Webb, CEO of NQ Group, commented “NQ Group has a range of late model equipment for auction as part of our rationalisation strategy post the acquisition of CQ Group in 2015. “Aligning our fleet with market needs means we have a number of high quality assets available for sale.”

Australasian Transport News (ATN) / April 8, 2016 Company says upcoming auction is part of its 'fleet rationalisation exercise' Heavy haulage and heavy equipment rental firm NQ Group has appointment Manheim to manage an auction of its fleet in Brisbane next month. The auctioneering company says NQ Group is undergoing a fleet rationalisation move in order to align its fleet "to better service current market conditions". "NQ Group has a range of late model equipment for auction as part of our rationalisation strategy post the acquisition of CQ Group in 2015," NQ Group CEO Brendan Webb says. "Aligning our fleet with market needs means we have a number of high quality assets available for sale." While the auction is scheduled for May 11 at Eagle Farm, Manheim says the assets are available for purchase through direct sale prior to the event. The auction items are available for inspection at Manheim’s Brisbane location. To view the catalogue of auction items and details about the sale, visit the Manheim website. (http://www.manheim.com.au/trucks-machinery/landing/heavy-haulage)

Minister calls for anti-RSRO convoy to Canberra Owner/Driver / April 8, 2016 Michaelia Cash insists Senate support so far only goes to RSRO delay rather than RSRT abolition Federal employment minister Michaelia Cash has called on owner-drivers to bring their trucks and grievances to Canberra over the Contractor Driver Minimum Payments Road Safety Remuneration Order 2016 (RSRO). "Quite frankly, get your trucks out and, if you have to, do a convoy to Canberra," Cash tells radio station 2GB’s Ross Greenwood last night. "That’s how serious this issue is and that’s how serious the Turnbull government takes this issue." The move came as independent senator Glenn Lazarus made plain his belief that direct action would ensue. "Convoys are about to take place across the country!," Lazarus states on his facebook page. Along with the effort, which will have echoes of the 2011 ‘Convoy of No Confidence’ if realised, Cash urges calls be made to opposition leader Bill Shorten’s office. With the order in force, she also advises affected parties to clarify their positions with the Road Safety Remuneration Tribunal (RSRT) and the Fair Work Ombudsman. She also appears to agree that the RSRO net could open wider than truck owner-drivers to encompass. On parliamentary moves, she says legislating a delay is the first priority as Senate numbers for abolishing the RSRT were unavailable. "I need to work with what my reality is – my reality is that I need six cross-benchers," Cash says. "Labor and the Greens will not support this legislation to vote for the stay. "Some [cross-benchers] have indicated they will vote for the stay but they will not vote for the abolition." What has happened since last week? The ALC, ATA, SARTA and Ai Group called for the abolition of the tribunal owing to its flawed approach to road safety. Read the full story here. A Government-commissioned review of RSRT was released, wanting major changes made to the RSRT. Read the full story here. The review even pointed to the benefits in removing the tribunal. Read the full story here. The RSRT decided not to delay the introduction of mandatory rates for contractor drivers. Read the full breakdown here. The tribunal used its verdict to slam its opponents. Read the full story here. Industry bodies joined forces in condemning the decision of the RSRT. Read the full story here. Later that evening, the Federal Group in Brisbane put a temporary stay on RSRO following an urgent application by NatRoad and ATA. Read the full story here. Earlier this week, employment minister Michaelia Cash announced the government would push for legislation to delay the start of RSRO to January next year. Read the full story here. The Transport Workers Union (TWU) announced it would strongly fight the delay. Read the full story here. Members of the TWU heckled minister Christopher Pyne at a press conference in Adelaide for his views supporting a delay to the RSRO. Read the full story here. The federal government to rely on Senate crossbenchers for legislative changes to delay the Order. Read the full story here. The government invites industry feedback on the Road Safety Remuneration System policy reforms, releases schedule of review forums. Read the full story here. Private contractor group Independent Contractors Australia seeks cash to challenge RSRT in the High Court. Read the full story here.

Reuters / April 7, 2016 A rebound at MAN is drawing near after operating profit dropped by three quarters last year to 92 million euros Germany's MAN SE expects to revive profit and sales in coming years as the Volkswagen-owned truck maker's efforts to slim down and cut costs are finally starting to work, its chief executive said. MAN announced plans last year to cut 1,800 jobs at its main trucks division and reshuffle production in Europe as part of a VW-led revamp to tackle high fixed costs and boost languishing profitability at the Munich-based firm. A rebound at MAN is drawing near after operating profit dropped by three quarters last year to 92 million Euros (US$105 million) because of restructuring costs and plunging demand in Brazil, according to Chief Executive Joachim Drees. "We are targeting an operating margin of 8 percent by 2021" (at the truck & bus division), Drees said in an interview. "There will already be a significant improvement in 2016 results if markets develop reasonably well." A revival of MAN's truck business, which accounts for two-thirds of the group's sales, would be welcome news for parent VW, grappling with the fallout of its emissions scandal. Europe's largest automaker spent billions of euros on expanding stakes in MAN and Swedish peer Scania and a year ago aligned the two brands in a truck holding company to better compete with market leaders Daimler and Volvo . To boost performance, CEO Drees is counting on growing benefits from MAN's integration with Scania, steps to improve product quality and greater efficiency in production. MAN is reorganising production at truck and component factories in Germany, Austria and Poland to avoid costly overlaps. The steps will help increase cost savings at the trucks division by 880 million Euros (US$999.7 million) through the end of 2017, Drees said. "That's the only way for us to generate the means we need to invest in the future," said Drees, who heads MAN's trucks unit and the group which also makes diesel engines and turbines. VW's truck holding, which includes MAN and Scania, said on Monday it will spend about half a billion euros by the end of the decade to improve connectivity and automated features for heavy-goods vehicles. MAN is also expanding into light commercial vehicles with the new TGE van, a sister model to the next-generation VW Crafter to go on sale next year. The TGE will help boost deliveries of MAN trucks and busses by more than half to 125,000 vehicles by 2021, from 79,000 last year, Drees said. The operating margin at MAN Truck & Bus is expected to surge to 8 percent by 2021 from a dismal 0.2 percent last year, putting the company on a par with Daimler which posted a 7.3 percent margin for 2015. MAN is more exposed than Daimler and Volvo to problems in Brazil, where it’s Volkswagen brand has been the market leader for trucks of more than 5 metric tonnes for over a decade, because it lacks a presence in the growing North American market. "I don't believe that the crisis (in Brazil) will come to an end this year," Drees said. "The market is at rock bottom. This will negatively impact the MAN group results" in 2016.

Scania gang takes over Volvo Dagens Industri / April 6, 2016 In their struggle for higher profitability, the Volvo Group flick excellence from arch rival Scania. "It is not unnatural that you look at those who have experience in commercial vehicles. It is even healthy, "says Martin Lundstedt, President and CEO of Volvo. He himself had spent his entire career at Scania until last year when he agreed to join Volvo as president and CEO. At Wednesday's annual shareholder’s meeting at the Gothenburg concert hall, Lundstedt greeted a former Scania colleague - Hakan Samuelsson, current president of the car manufacturer Volvo Cars and former CEO of MAN - who was elected to Volvo Group's Board of Directors. At the meeting, Lundstedt announced that another former Scania colleague, Lars Stenqvist, would join Volvo as the technology and product development director of the Volvo Group Executive Committee. With the recruitment of Lars Stenqvist, Volvo is once again taking a key worker from the heart of Volkswagen Truck & Bus, which includes Scania and German truck giant MAN. Lars Stenqvist was appointed in September last year as head of Research and Development at VW Trucks, an extremely important position in the coordination of MAN and Scania. Between 2007 and 2015 he was director of development and continuous quality improvements at Scania. Scania has over the years been far more successful than Volvo in terms of profitability and efficiency of production. Volvo Board Chairman Carl-Henric Svanberg sees the benefits of recruiting from Scania. "That it comes in Scania, Volvo People of course depend on the changes that have been at Scania, where people which is looking for new work, and then we are a natural alternative," said Svanberg. He added, "We also wanted to change the culture a little bit [at Volvo] and focus more on efficiency and the customer. And, it’s also exciting to bring in people from outside Volvo with fresh thinking. To look at how the customer thinks, Scania has been very strong and it can be coming in to contribute. " Volvo has been able to take advantage of Scania takeover by Volkswagen, leaving the stock market in 2014. It has not only attracted Martin Lundstedt and Lars Stenqvist to Volvo, but lower level employees as well. Last year, Volvo recruited Scania’s Frederick Ljungdahl, who now is the head of Treasury and Corporate Finance. Mats Ekberg, of the Swedish Shareholders' Association says Volvo is in favor of recruitment from Scania. "They take ideas from Scania and it is good. Volvo has a lot to learn, especially with respect to modular custom manufacturing. " Mats Ekberg sees several reasons. "It certainly reflects dissatisfaction with the ownership of Scania and Martin Lundstedt helps, of course, too." It is clear that the Volvo Group's strategy in recent years has been to replace large sections of the board and senior management. 2013 had the whole group management has made a long career in Volvo, after it has several external recruitments have been made to management. Last year when Martin Lundstedt agreed to become the new president of Volvo, he received SEK 5 million (US$612,700). He viewed the compensation as a sign-on bonus similar to those encountered in the sports world. "It was a compensation for a number of elements that froze inside when I agreed to become president of Volvo. Then they thought it was fair that I was replaced. I do not want to be seen as greedy, "said Martin Lundstedt. Was it a requirement that you would go to Volvo? "No, it was not." During the meeting, he described Volvo’s tough savings program where costs have been reduced by SEK 10 billion (US$1.2 billion) between 2012 and 2016, and several thousand employees have been let go. He highlighted how Volvo is now focusing on organic growth and increased profitability. Even on Volvo's Board under Chairman Carl-Henric Svanberg's leadership, there have been major changes. After the shareholder’s meeting yesterday, only three of the nine board members are left over from 2013. Hakan Samuelsson was clearly pleased with his new assignment. "It's great to be back in the truck world," he says. His appointment to the board has been seen as a plan to have a new chairman when his contract as CEO of Volvo Cars expires at the end of 2017. The question is whether he is prepared to grab the helm of Volvo. His short answer is, "It is not a current issue." Industrivärden's CEO Helena Stjernholm, a new member of the board, is expected to put increased pressure on profitability. She also improves gender equality on the board to four women out of eleven people. New to Volvo’s Executive Committee since 2013 Name Arrived Previous work background Jan Gurander, 2014 Finance Director Volvo Cars, Scania, MAN Financial Officer Martin Lundstedt, 2015 CEO Scania CEO, president Henry Stenson, 2015 Communications SAS, Ericsson Communications Sustainability Director Bruno Blin, Head 2016 Internally recruited from Renault Trucks Lars Stenqvist, Head 2016 Volkswagen, Scania Group Technology * Jan Ohlsson, chief 2016 Internally recruited group Truck Production Claes Nilsson, 2016 Internally recruited head of Volvo Trucks * Effective formally later this year People who have left Volvo’s Executive Board since 2013 Name Departed Worked at Volvo since Olof Persson, President and CEO 2015 2006 Peter Charles Stone, truck head of Europe 2014 2001 Torbjörn Holmström, Chief Technology Group * 2016 1979 Mikael Bratt, chief global truck production 2016 1988 Håkan Karlsson, Head of business 2013 1986 Anders Osberg, CFO 2016 1992 Karin Falk, head of strategy 2014 1998 (employed elsewhere 1999-2008) Marten Wikforss, Director of Communications 2014 2001 Niklas Gustavsson, Director of Sustainability 2014 1987 (employed elsewhere 1999-2008) Magnus Carlander, IT Director 2014 1985 .

U.S. Dept. of Defense Contracts Release No: CR-060-16 March 31, 2016 Navistar Defense LLC, Lisle, Illinois, was awarded an $8,311,516 firm-fixed-price, foreign-military sales Iraq defense contract for 46 medium tactical trucks in two variations. One bid was solicited with one received. Work will be performed in Springfield, Ohio; West Point, Mississippi; and Ootlewah, Tennessee, with an estimated completion date of July 29, 2016. Fiscal 2015 other procurement funds in the amount of $8,311,516 were obligated at the time of the award. Army Contracting Command, Warren, Michigan, is the contracting activity (W56HZV-16-C-0096). http://www.defense.gov/News/Contracts/Contract-View/Article/710219

Fleet Owner / April 7, 2016 LED lighting is providing long-lasting options for better visibility Advances in lighting technology are lowering the bar for fleets that want to take advantage of the benefits of LED headlights, notes Mitchell Wilston, communications/product specialist at Truck-Lite. “Due to newer systems that are being produced at a lower cost, the savings are being passed onto fleets,” he says. “In addition, in the long run, LED headlights pay for themselves in lower maintenance costs and reduced downtime, not to mention the safety benefits that LED lighting provides.” LED headlights, Wilston explains further, are also more durable. “A halogen headlight has an expected life­span between 1,000 and 2,000 hours,” he states. “The light source is a fragile filament ... that breaks easily and rapidly loses light output. Comparatively, an LED will last over 30,000 hours, is extremely efficient and durable, and provides a much cleaner, whiter light.” In 2013, Truck-Lite unveiled its first custom-engineered LED headlight for the Freightliner Cascadia. Today, the LED headlight is available as a standard and aftermarket specification on Freightliner Cascadia and Navistar ProStar models, and as an aftermarket option on Volvo VN platforms. Truck-Lite’s 4x6-in. LED headlight systems utilize an innovative new design that combines the housing and reflector to produce a highly effective class beam pattern, Wilston notes. “We also continue to develop new headlight options for other models. Moving forward, there will be more opportunities to design and offer custom LED headlights for commercial vehicles.” Grote Industries offers LED headlights in 7-in. round and 5x7-in. rec­tangular designs. The DOT-approved systems have a three-pin, H4 connector and a UV-protected, high impact-resistant polycarbonate lens. “Grote White Light will deliver safe and efficient lighting solutions that strategically fill gaps in our product range, including modular LED solutions to meet OEM and aftermarket lighting needs,” Joe Weingarten, BDM of Forward Lighting, says. “We have discussed high- and low-beam modules as replacements for halogen lamps in the most common sizes.” Peterson Manufacturing’s 701C 7-in. round headlight is a drop-in LED replacement for all PAR56 standard headlights, including H6014, H5024 and H6024 halogen sealed beams, found primarily on Class 6 and 7 vocational trucks. The company also offers 4x6-in. 702C and 703C LED rec­tangular headlights in a four-lamp system that fit many older Class 8 truck models, and it is planning to offer a 5x7-in. LED headlight replacement. According to John Hansen, senior project engineer, Peterson’s LED headlights produce light in a wide, even pattern with a color temperature close to natural daylight. The lamps feature the company’s most advanced diode technology and H4 three-blade terminals integrated directly into a cast alloy housing. Optronics introduced its newly designed second-generation LED headlights in early March. The high-style 7-in. round and 4x6-in. rectangular LED headlight models feature daytime running lights and are covered by a lifetime LED warranty. Optronics utilized the same SMD (surface mount device) LED technology used on its other lighting products to ensure reliability and performance. Each LED headlight features a die cast aluminum housing coating that resists corrosion and a tough polycarbonate lens that withstands harsh road conditions. The manufacturers note that today’s LED headlamp systems are benefiting fleets, their drivers and other motorists by providing more light for improved object recognition at night. They also offer better control of light through improved beam patterns that cause less glare to oncoming traffic and reduce eyestrain and driver fatigue.

Fleet Owner / April 7, 2016 Lubricant makers aim for the “Goldilocks solution” when it comes to the right engine oil additive mix If you wonder about the purpose of all the chemical additives blended into truck engine oils—especially the new PC-11 formulations coming to market this December—it helps to think about barbecue sauce. Barbecue sauce? “Think about the spices that get added to barbecue sauce to create a specific flavor,” explains Dan Arcy, OEM technical manager for Shell Lubricants. He says such spices—cayenne pepper, honey, Worcestershire sauce, and prepared mustard, just to name a few—need to be added in just the right amounts and at just the right time in the sauce-making process so they don’t overwhelm each other in terms of flavor. Those formulations also take into account what kinds of meats they’ll be used with, as well as the heat levels of the particular cooking procedure involved, Arcy notes. A similar brand of thinking occurs when blending chemical additives into engine oils, an effort he calls aiming for the “Goldilocks solution,” to ensure the additives balance one another in terms of their properties. “You’ve got detergents, dispersants, corrosion inhibitors, anti-wear chemicals, and viscosity modifiers among the many additives in the PC-11 engine oil blends,” he points out. “And we’re trying to balance them for specific purposes.” Gary Parsons, global OEM and industry liaison manager for Chevron Oronite Co., emphasizes that fully formulated engine oil—one containing specific additives—serves four primary purposes: - It lubricates by keeping metal surfaces within the engine from coming into contact with one another. - It cools engine components. - It removes or neutralizes combustion by-products and contaminants from the engine. - It prevents oil degradation due to oxidation, which is the absorption of oxygen. “Additives play a major role in each of these performance areas,” Parsons says. Additive classifications include anti­oxidants, detergents, dispersants, anti-­wear compounds, friction modifiers, pour point depressants, antifoam, viscosity modifiers, and seal swell agents, he explains. During the development of engine oil, formulators optimize performance by carefully balancing the treat rates and performance of each component. “In the case of PC-11, the finished oil must be capable of passing 11 standard industry engine tests and six bench tests, all evaluating various aspects of engine oil performance,” Parsons notes. “In addition to the engine and bench tests, additive companies and lubricant suppliers also run extensive field trials to test the performance of oil formulations under a wide variety of conditions over millions of miles.” Marvin Kerkstra, manager of lubricants technology for Citgo, says that “finished” heavy-duty truck engine oil is typically comprised of 85% to 90% base oil, with the remaining balance made up of a concentration of chemical additives. “The additives provide several benefits, including keeping the engine clean by controlling deposit and sludge formation, providing wear protection, and preventing corrosion and oil aeration,” he explains. “The antioxidants help control oil breakdown or varnish formation resulting from sustained high engine operating temperatures.” Mark Betner, Citgo’s heavy-duty product line manager, points out that PC-11 oils will use more advanced additive technology designed to reduce oil oxidation by up to 60%, provide greater wear protection, and reduce the tendency for oil aeration. “Since newer diesel engines tend to break down multi-viscosity oils more rapidly due to design, PC-11 engine oils will provide greater viscosity shear stability, which means they have greater high temperature viscosity retention or resistance to viscosity breakdown due to viscosity shear,” he notes. Parsons adds that PC-11 is actually a category that will contain two distinct engine oils: - A conventional viscosity grade of oil, which will supersede CJ-4 and be commercialized as CK-4; and - A lower viscosity or thinner oil that will be commercialized as FA-4 and may not be backward compatible. “Each [truck and engine] OEM is anticipated to offer guidance on which model-year engines the oils can be used,” Parsons points out. “From a performance standpoint, CK-4 and FA-4 oils will pass all of the tests mentioned above. [But] depending on the additive supplier and formulations involved, some oils may contain new additives, and others may contain different combinations of existing additives.” Friction modifiers, for example, will be used to help improve fuel economy while maintaining the wear performance of the oil. “In the case of the thinner FA-4 oils, supplemental wear inhibitors may be necessary to provide wear performance with thinner oil films,” he notes. Brian Humphrey, OEM technical liaison-HD driveline for Petro-Canada Lubricants, adds that while lower viscosity oils are beneficial for improving fuel economy, there is concern thinner oils may not sufficiently keep engine surfaces separate to prevent wear due to rubbing. “Sufficient anti-wear compounds or other forms of chemical surface protection must be included in the oil,” he stresses. “All oils must be tested and certified for additive compatibility and long-term stability, no matter what base oils or additives are used,” Humphrey explains. “While synthetic oils may often use the same additive system as mineral oils, it may be desirable to use a specific additive package that takes maximum advantage of synthetic oil properties to create an even higher performance product.” In his view, lubricant formulation is a balance, and more additives don’t necessarily make engine oil better. “Each additive has different attributes and can impact the performance of oil,” Humphrey says. “It’s finding the right balance that is key. Of course, there are additives that may not be fit for purpose on their own but may provide benefits when used in a properly formulated lubricant.” No DIY Engine oil experts also strongly caution against engaging in a “do-it-yourself” additives strategy since after­market chemical additive packages may be fine on their own, but they can throw off the “careful balance” of fully formulated engine oils, especially where PC-11 is concerned. “For example, fully formulated engine oil contains detergents and anti-­wear compounds,” explains Parsons. “The anti-wear component works by attaching to the surface [while] the detergent wants to keep the surface clean. That’s why [engine oil] formulators strike a careful balance between the detergent and anti-wear [additives] to make certain the anti-wear can do its job without interference from the detergent. That’s also why the use of a supplemental additive could potentially throw off that balance and actually lead to problems.” Citgo’s Kerkstra agrees with that view. “Most major engine manufacturers do not recommend adding additional additives to engine oil,” he says. “Think of it this way: If we get a prescription from our doctor, do we go to the pharmacy and grab an off-the-shelf medication to add to our prescription thinking that we will improve the prescription? Most likely we’ll end up with bad results by thinking that we know more than the doctor and pharmacist.” Another consideration is that engine oils are licensed by the American Petroleum Institute based on their specific formulation. “When aftermarket additives are added to that engine oil, the original oil formula has been altered, which results in that engine oil no longer being representative of the oil that was manufactured,” Kerkstra emphasizes. “If for any reason there is an engine warranty dispute involving a lubrication-related failure, the equipment owner’s warranty for both the engine and the engine oil could be denied.” More isn’t better Lastly, “more is not better,” he stresses, so attempting to add any aftermarket additive to the engine oil can result in poor engine startup lubrication or even promote greater engine deposits since the aftermarket additive may not be compatible with the original engine oil formula. As always, the primary recommendation is to use the engine oil that’s approved and suggested in a vehicle’s operating manual, Petro-Canada’s Humphrey notes. “What makes PC-11 special is that these products are the culmination of considerable research into lowering viscosity while maintaining their ability to withstand a high-shear engine environment. [This means] that although thinner, especially with the FA-4 tier but not with the CK-4 tier, they are stronger and may require fewer regular oil changes [as they] provide engine protection for longer periods,” Humphrey says. ”The opportunity for extending drain intervals will exist, but it will have to be proven viable for each fleet.” The final lap for PC-11 With the first licensing date for the new PC-11 truck engine oil standard still officially pegged for Dec. 1 of this year, Shawn Whitacre, senior staff engineer of engine oil technology for Chevron Lubricants, says by now most formulations are “locked in” and awaiting final results from various OEM-specific bench tests. “To have products ready for Dec. 1, testing needs to be wrapped up by April or May,” he explains. One last avenue being pursued by several lubricant makers is crafting PC-11 oils that can be used in both diesel and gasoline truck engines. “That’s more challenging because of the phosphorus limits due to the three-way catalysts used in gasoline engines,” which are 33% lower compared to diesel engines, Whitacre points out. “The flexibility regarding phosphorus limits goes away” when lubricant makers seek to craft such dual-performance oils, he stresses. “That also forces you to use more additive chemistry.” Whitacre, who also serves as chairman for the American Society for Testing and Materials heavy-duty engine oil classification panel tasked with the final development of PC-11 oil requirements, stresses that only one of the two PC-11 blends being developed—CK-4, a 10W-30 blend—will be considered backward compatible. “CK-4 will be able to claim compatibility with older 15W-40 specifications in terms of viscosity,” he says. CK-4 oils will be approved for use in many of the same engines and applications that currently recommend CJ-4. The second PC-11 oil blend (FA-4), however, is of a thinner viscosity than CK-4 and won’t be as backward compatible. “FA-4 will be at a lower viscosity level than today’s oils, offering more optimized fuel economy for engines that are designed to use these thinner oils,” Whitacre notes. “Like with other low viscosity oils, we don’t expect that engine makers will allow these oils across the board.” He said it seems that OEMs are still working on their own engine test programs at this point to determine to what extent the new FA-4 oils can be recommended—if at all. Other issues to note include the following: - Now that the “rules of the game” are officially established, the lubrication industry effectively goes into a commercialization phase for CK-4 and FA-4. - Both PC-11 oils will be formulated to be more resistant to oxidation, meaning that they can stand up to elevated temperatures for longer periods of time without breaking down. “This is something that engine makers identified as a priority because of the greater demands that new engines are placing on the oil and because engine makers continue to push for longer oil change intervals,” Whitacre notes. - Engines need to be specifically designed to operate with thinner oils, especially the FA-4 blend, which is why the new PC-11 oils may not meet all the lubricant specs established for some older engine models.

Cummins-led team awarded $4.5M to develop Class 6 PHEV that reduces fuel use by 50% Green Car Congress / April 7, 2016 Cummins has been awarded a $4.5-million grant from the US Department of Energy to develop a Class 6 commercial plug-in hybrid electric vehicle that can reduce fuel consumption by at least 50% over conventional Class 6 vehicles. When fully loaded, Class 6 vehicles weigh between approximately 19,000 and 26,000 pounds; typical examples include school buses or single-axle work trucks. With their expertise in internal combustion engines and related products, Cummins researchers will optimize the powertrain by selecting the engine with the best architecture to use as an electric commercial vehicle range extender, using the engine to manage the charge level of the all-electric drive battery pack. The range extender will be integrated, using advanced vehicle controls, with the electrified powertrain and other applicable technologies. Ultimately, the researchers aim to demonstrate improved fuel consumption and state of the art drivability and performance regardless of environmental conditions. Cummins is partnering with PACCAR on the project, and the full team includes representatives from The Ohio State University, National Renewable Energy Laboratory and Argonne National Laboratory. The close integration and control of the electrified powertrain with an appropriately selected engine is critically important to developing a plug-in hybrid electric vehicle system. We believe that through the team’s efforts we can soon make these innovations commercially available. —Wayne Eckerle, Vice President, Research and Technology, Cummins The reduction of fuel consumption will be met or exceeded during a wide-range of drive cycles designed to meet the needs of a wide variety of commercial fleet operators. The fuel reduction goals will be achieved through the use of an electrified vehicle powertrain, optimization of the internal combustion engine operation, and other technologies including intelligent transportation systems and electronic braking. Related reading - http://www.greencarcongress.com/2016/03/20160302-supertruck.html

Heavy Duty Trucking / April 7, 2016 Cummins has been awarded a $4.5 million grant from the U.S. Department of Energy to develop a Class 6 commercial plug-in hybrid electric vehicle. The trucks must reduce fuel consumption by at least 50% compared to conventional Class 6 vehicles. Cummins is partnering with Paccar on the project as well as representatives from Ohio State University, National Renewable Energy Laboratory and Argonne National Laboratory. Cummins researchers will optimize the powertrain by choosing the best suited engine for use with an electric commercial vehicle range extender that will be integrated with the electrified powertrain and other technologies. Cummins intends to achieve fuel consumption reduction that will meet or exceed expectations in a wide range of drive cycles in order to meet a variety of fleet needs. In addition to the electrification of the powertrain, Cummins will also optimize the internal combustion engine and use other technologies such as intelligent transportation systems and electronic braking. "The close integration and control of the electrified powertrain with an appropriately selected engine is critically important to developing a plug-in hybrid electric vehicle system," said Wayne Eckerle, vice president of research and technology at Cummins. "We believe that through the team’s efforts we can soon make these innovations commercially available, which has the potential to translate into substantial savings annually per vehicle, helping our customers and the environment." Cummins Press Release - http://social.cummins.com/cummins-led-team-develop-plug-in-hybrid-reduces-fuel-50-percent/

Fleets racing to align with shipper needs Fleet Owner / April 7, 2016 Data demands, regulatory compliance driving battle for freight business. Many trucking companies are speeding up technology deployment efforts and regulatory compliance initiatives as they discover shippers are making such moves mandatory prerequisites for keeping current freight business and earning more down the line. For example, Louisville, KY-based Mercer Transportation recently noted that its 2,500 owner-operators will need to install and use electronic logging devices (ELDs) by July of this year – well ahead of the mandated mid-December 2017 deadline – as well as download the carrier’s smart phone mobile app by July as well in order to provide critical shipment transit data to customers. “What is important for us is to get more freight,” explained Dale Corum, Mercer’s operations manager during the carrier’s annual drivers meeting ahead of the 2016 Mid America Trucking Show last week. “We’re in the digital age now; many don’t like it but it’s where we are at,” he said. “Our customers tell us we have very few problems and very few claims, so we’d be getting more business if our [data] reporting was better.” Corum added 1,600 of Mercer’s 2,500 current drivers have already downloaded the carrier’s mobile app, but only 1,200 of them use it consistently. He emphasized that ELDs will need to be used in conjunction with the company’s mobile app in order to document to shippers compliant time and location transit information regarding their cargoes. He also stressed that Mercer drivers who don’t install ELDs or the app simply won’t be matched to that often-lucrative freight. “We don’t want them knocked out of that opportunity,” Corum emphasized. John Larkin, managing director and head of transportation capital markets research at Stifel Financial Corp., noted that some shippers have decided that it is too risky to wait until the middle of December 2017 to see if core carriers have sufficiently progressed in installing ELDs as those carriers who have not completed installation would be considered non-compliant. “Most shippers have little interest in using non-compliant carriers,” he noted in a presentation at the 2016 Truckload Carriers Association (TCA) annual meeting in Las Vegas last month. “We mention this fairly widespread trend to suggest that the impact associated with ELD implementation may be felt a little earlier than some had projected,” Larkin said. Data demands from key Mercer customers are also at the heart of this technology-adoption push, noted Joel Franklin, Mercer’s general manager of sales. “Better information determines the [freight] sale and ultimately whether we get the load,” he explained. “A lot of our biggest customers are telling us that if we want to keep their business, as well as get more of it, we’ve got to give them more data.” Franklin noted those customers represent a quarter of Mercer’s overall freight volume: 57,487 loads in 2015, worth $102.4 million in gross revenue. “Three years ago, they were telling us they’d like to know where their loads were in transit. Then two years ago they said they really needed to know,” he added. “Last year, that turned into a demand to know.” Franklin said Mercer’s core shippers want automatic arrival/departure times, plus 15 minute load transit updates. “They’re not asking for the world: they want real-time visibility of their loads and they want to be able to go online and see it,” he pointed out. Yet Stifel’s Larkin believes companies able to deliver on such demands will be the winners in the freight business going forward. “Carriers and logistics companies will have to be responsive to the changing demand profile of market,” he explained. “But those that can be responsive should have ample opportunities to take outsized price increases and gain market share either through organic or acquisition-driven growth.”

The Wall Street Journal / April 7, 2016 Analysts say that plentiful capacity in the truckload sector has shipping customers pressing carriers to cut prices Share prices in truckload freight carriers dipped sharply on Thursday after analysts at Stifel Inc. downgraded several operators, saying that pricing for long-haul trucking services is expected to remain weak for the rest of the year. Truckload carriers fill their trailers with products from one individual shipper and typically carry them from a port or a warehouse to a distribution center. The four companies Stifel targeted for downgrades Thursday morning were USA Truck Inc., Hub Group Inc., Marten Transport Ltd. and Universal Truckload Services Inc. Shares of USA Truck, which received the most severe downgrade—from “hold” to “sell”—fell 11.2% on the Nasdaq Stock Market on Thursday. The other three, all downgraded from “buy” to “hold,” fell between 4% and 6% each. Shares in other companies in the sector, including Werner Enterprises Inc., Knight Transportation Inc., Heartland Express Inc., Covenant Transportation Group Inc. and Celadon Group Inc., also were dragged down, with each falling from just under 2% to 5% by midday. Stifel last week released a report targeting the entire truckload industry, writing that “pricing pressure is rampant in the generic freight market,” which includes most types of trucking services, while railroad carload pricing and freight rates among parcel carriers are on the rise. “Many shippers have effectively elected to toss to the wayside any talk of partnerships, relationships, cooperation, collaboration, etc.,” the report read. “Shippers are under enormous pressure to cut transportation costs and seem not to be satisfied with the massive fuel surcharge reductions racked up over the past year and a half.” John Larkin, a Stifel managing director and the report’s lead author, declined to comment. Shares of most trucking companies have been rising since mid-January, when retailer s showed signs that they had resumed restocking after the holiday shopping season and some manufacturing measures began turning upward. But several trucking industry research groups have said capacity in the market remains relatively plentiful, giving shipping customers more leverage. The downgrades wiped out the 8% year-to-date gain that USA Truck achieved in late March. Universal Truckload’s shares settled at $14.98, down 5.2% on the day, but still up about 6% since Jan. 1. Marten, which specializes in hauling refrigerated shipments, had seen its shares rise as high as $18.72 at the end of last month, by Thursday afternoon had ventured into the red on the year, with its stock price falling 6.1% to $17.15. Hub Group, which in February hired bankers to help it identify companies it could acquire to diversify operations, is still up by more than 13% since Jan. 1, although its share price fell 4.6% on Thursday. “It’s bid season, and the contract bids that are coming in are not looking that good,” said Jason Seidl, an analyst with Cowen & Co. who has downgraded two of the largest truckload carrier stocks, Knight and Landstar System Inc., in the last three weeks. “We’ve gotten slightly more negative on the trucking in the last month…. The pendulum has swung in the favor of the shippers, and they’re clawing back some of the rates.”

Nice........DM6116S http://www.bigmacktrucks.com/topic/15604-mack-military-truck/?page=2#comment-128142

The bloke who refused Oshkosh's offer to buy his truck back. (The story begins at 1:37)

The BMT Gas-Turbine Truck Library: http://www.bigmacktrucks.com/topic/42905-turbine-trucks-50-years-ago-we-got-behind-the-wheel/#comment-313851 http://www.bigmacktrucks.com/topic/40690-general-motors-introduces-futuristic-gas-turbine-heavy-truck-concept/#comment-294966 http://www.bigmacktrucks.com/topic/31891-the-gas-turbine-general-motors-%E2%80%9Cbison-iii%E2%80%9D/#comment-193589 http://www.bigmacktrucks.com/index.php?/topic/31898-the-gas-turbine-chevrolet-turbo-titan-iii/ http://www.bigmacktrucks.com/index.php?/topic/31951-the-gmc-astro-95-and-astro-ss-gas-turbine-tractors/ http://www.bigmacktrucks.com/topic/41095-general-motors-%E2%80%9Cprogress-of-power%E2%80%9D/#comment-298007 http://www.bigmacktrucks.com/index.php?/topic/32060-the-ford-w-1000-gas-turbine/ http://www.bigmacktrucks.com/index.php?/topic/31978-freightliners-turboliners/ http://www.bigmacktrucks.com/index.php?/topic/32139-the-turbostar-from-international/ http://www.bigmacktrucks.com/index.php?/topic/32014-the-gt-601-gas-turbine-powered-macks/ http://www.bigmacktrucks.com/topic/36024-the-autocar-gas-turbine-coe/?hl=turbine http://www.bigmacktrucks.com/index.php?/topic/32110-where-was-cummins-during-the-gas-turbine-truck-race/ http://www.bigmacktrucks.com/index.php?/topic/31883-paul-berliet-and-his-t100s/ http://www.bigmacktrucks.com/topic/32038-ford%E2%80%99s-futuristic-gas-turbine-%E2%80%9Cbig-red%E2%80%9D/?page=1

Related reading - http://www.bigmacktrucks.com/topic/44477-jeep-design-head-mark-allen-on-the-jeep-fc-150-concept-truck/