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Fleet Owner / June 28, 2016 Latest Confidence Report highlights fuel economy savings and potentially longer drain intervals of low-viscosity engine oil blends. The latest Confidence Report issued by the North American Council for Freight Efficiency (NACFE) indicates that Class 8 tractors can gain anywhere from 0.5% to 1.5% in fuel economy when switching from 15W-40 oils to current CJ-4 5W-30 or 10W-30 blends or to CK-4 5W-30 and 10W-30 blends derived from the new PC-11 classification, which will be available in December this year. NACFE’s researchers also found a further 0.4% to 0.7% gain in fuel economy on top of that 0.5% to 1.5% improvement can be obtained by switching to the new FA-4 low viscosity PC-11 variant, though the backward compatibility of that oil remains a major unknown, according to Mike Roeth, the group’s executive director. “Fleets don’t want two oils in their systems: we heard that loud and clear in our interviews,” he explained in a conference call with reporters. “So we hope to see work go on to approve these oils as far backward as possible.” He added that it “feels like we’ve got a tipping point here” in terms of getting the trucking industry to switch to lower viscosity oils, even the new FA-4 grade despite that backward compatibility issue. “The old axiom that heavier oils will protect my engine better is falling apart now,” Roeth said. “I went in with assumption that FA-4 would not backward compatible. But as we start testing older engines with the newer [FA-4] oils, it may be. I expect there to be a growing amount of test data on this.” In engineering terms, the reports primary author Yunsu Park noted that “viscosity” is defined as a measure of a fluid’s internal resistance to flow. Thus within a truck’s engine, mechanical losses from pumping and friction consume approximately 16% of the total energy input to the vehicle. Using lower-viscosity oil, then, will reduce such engine mechanical losses – thereby reducing fuel use. Though NACFE is recommending that fleets use the low-end of the fuel economy scale in its report – 0.5% – to conduct payback analysis regarding a switch to low-viscosity blends, Roeth noted that “a half percent fuel economy at $2 or $3 per gallon [diesel] fuel is still hundreds of dollars in savings per truck per year.” NACFE noted several other factors that need to be weighed if fleets contemplate switching to low-viscosity engine oils: For fleets using non-synthetic 15W-40 oils there is a cost entailed in switching to low-viscosity engine oil, largely due to the fact that much of the 15W-40 oil found on the market today is mineral-based; At the retail level, a switch from mineral-based oils to synthetic blends typically increases cost by 30% to 40%, even within the same brand family. Therefore, a higher price for engine oil will increase maintenance costs over the lifetime of the switch. Yet NACFE’s research also found switching to lower-viscosity oil may allow a fleet to consider an extended drain interval, which can help offset that price premium. Although the ability to extend drain intervals varies greatly by various factors such as duty cycle, one fleet that this study team interviewed extended its drain interval by 20,000 miles by switching to lower-viscosity oil. “In grand scheme of things, in terms of fuel savings, 0.5% not a very high number,” noted Park during the conference call. “But [the switch] is very basic and is implemented easily: no real change to maintenance practices is required and there is no added weight or extra components to the truck. Even assuming just 0.5% benefit, get a decent return on that investment. Assuming [a fleet is] getting enough miles on [its] trucks, this is one that fleets should certainly adopt.”

Fleet Owner / May 28, 2016 Near the beginning of the 20th century, there were two things that most Americans could count on: mail delivery from the U.S. Postal Service, and a weekly visit from the milkman. Back before we had modern refrigeration systems, we had the milkman, who would bring fresh milk to our doorstep when we needed it. And to get that milk to our doors required specialized transportation – the milk truck. Recently, there was a gathering of some of those old milk trucks in Springfield, IL, as part of the DIVCO Club of America’s 25th anniversary convention. According to an article in the State Journal-Register, the vehicles on display covered most decades, from the 1920s through 1986. The article noted that the DIV CO-produced milk truck was second longest produced vehicle in the U.S., behind only the iconic Volkswagen Beetle. “They were kind of a unique-looking delivery truck, snub-nosed with a rounded front end like a Volkswagen Beetle,” Ken Lego, past president of the DIVCO Club, told the paper. “A lot of dairies, bakeries, laundry companies and diaper services used them. They were a pretty handy truck to use for deliveries to homes because you could stand up and drive them besides sitting down.” So, while we are all no doubt familiar with the milk truck, I found the history of the DIVCO company and how the trucks actually came about quite interesting. According to the DIVCO Club of America website, George Bacon, who was chief engineer for the Detroit Electric Vehicle Co. in 1922, developed a concept milk truck that allowed the driver to operate it from either side of the cab, from the front, or the back of the vehicle. However, because George’s concept featured a gasoline engine, his employer was not excited, so he and some other investors left to form the Detroit Industrial Vehicle Co. (DIVCO). After testing the company produced its first production vehicle in 1926. The DIVCO website explains the first vehicle this way: “This went onto the market in 1926 as the ‘Divco’, powered by a 4-cylinder Continental engine with Warner 4-speed transmission. The first 25 Divcos were forward-control vans with a front-hinged door through which the driver could step ahead of the axle. Control from the running boards was also possible. But development of such a specialized ‘Multi-Stop’ vehicle was expensive. Among unexpected expenses were the design of heavier brakes, clutch and generating systems than most vehicles of the time required. New capitol was needed, and the company was reorganized in 1927 as the Divco Detroit Corporation.” The company added more models over the years, including the 1929 Model G, which featured a short hood and van or open-sided body. A short time later, the Model H, with a drop frame for a walk-through aisle, was added. During the depression, the company suffered financially and Divco Detroit was purchased by Continental Motors and renamed Continental-Divco Corp. in 1932. More models followed, including the 1933 Twin Coach. Another change to the business occurred in 1936, resulting in the company merging with Twin Coach Co. of Kent, OH, before finally ending up with the name Divco Corp. following World War II. The final, most recognizable Divco model can in 1939. Here’s how the Divco Club’s website describes that model: “In 1937 the Divco was completely redesigned with a welded all-steel van body and a snub-nosed hood which was used with virtually no change up to the end of production. A huge new plant was built on Hoover Road near Detroit to manufacture the first snub-noses which appeared in service in 1939. The doors were of the folding, semi-automatic type, and the power unit was still a 4-cylinder Continental. In 1940 the first insulated and refrigerated unit was built. But production was stopped so the plant could be used for war materials during WWII. After the war, the 1946 Divcos were basically similar to pre-war, and came in two wheelbases, the 100-3/4 inch Model UM and 127 inch model ULM. GVW were 9000 and 12,000 lbs. and engines were 4- and 6-cylinder Continentals.” Early models of the milk truck featured packed ice to keep the milk cold and it wasn’t until 1954 that refrigeration vans were offered as a regular production option. Because of the longevity of the vehicles, though, many milkmen continued to pack their products on ice. The final Divco model arrived in 1986. .

Caterpillar settles engine lawsuit for $60M to ACERT owners Commercial Carrier Journal (CCJ) / June 28, 2016 A settlement has been reached in the class-action lawsuit that alleged Caterpillar’s 2007-2010 year model ACERT C13 and C15 engines were defective, driving up costs for owners and driving down resale value. Cat’s ACERT engines were introduced as the company’s alternative to exhaust-gas recirculation (EGR) to meet 2004 emissions standards. The company’s Caterpillar Regeneration System (CRS), which consisted of a diesel particulate filter, aftertreatment regeneration device and an electronic control module, allegedly caused the engines to lose horsepower and shut down, requiring Caterpillar to repair the engines, according to the lawsuits. The lawsuits also alleged Caterpillar knew about the problems. The $60 million settlement offers payments to current and former owners and lessees of trucks with the engines. Settlement payments can range from $500 to $10,000. Settlement class members who experienced no CRS repairs are eligible to receive $500 for each engine. Those who experienced between one and five CRS-related repairs are eligible to receive $5,000 per engine. Anyone who had six or more CRS-related repairs done to one of these engines is eligible for $10,000. Additionally, anyone who dealt with at least one CRS-related repair has the option to seek to claim losses up to a maximum of $15,000. If this route is chosen, the class member can’t claim from the settlement. Caterpillar has denied the allegations, but said it “endorses the settlement class as a realistic resolution of this class action.” “Given the uncertainties and costs of continuing litigation, the proposed settlement is the best way to end the uncertainty and delay, and most importantly, will ensure fair compensation to Caterpillar customers who may not have received expected value from their product,” the company said in its motion for approval of the settlement. Claims can be submitted here by March 20, 2017. For more information on the settlement, visit www.enginesettlement.com. Related reading - http://www.ccjdigital.com/caterpillar-hid-defects-in-2007-2010-engines-from-buyers-lawsuits-claim/?utm_medium=single_article&utm_campaign=site_click&utm_source=in_story_promotion

Heavy Duty Trucking / June 28, 2016 Caterpillar has reached a settlement in a class action lawsuit over allegedly defective ACERT EPA 2007-compliant heavy-duty diesel engines, with owners of affected engines eligible to receive $500 to $10,000 per engine. The class action suit was a consolidation of a number of other lawsuits against the company, which exited the on-highway engine business in 2009. Customers alleged in the suit that Cat’s EPA 2007-compliant C13 and C15 engines (manufactured in 2006, 2007, 2008 and 2009) would lose horsepower and shut down. The engines were branded ACERT, for Advanced Combustion Emissions Reduction Technology. The settlement announcement refers to the problem technology as the CAT Regeneration System (CRS). The aftertreatment equipment was unique in that its exhaust-gas recirculation (EGR) system piped cleansed gas back to the inlet system to keep intake air clean. EGR cools combustion temperatures to reduce production of nitrogen oxide, a smog causer. But the system, and its series-turbochargers and other devices, proved troublesome, said fleet managers in this case as well as in numerous sessions at meetings of the American Trucking Associations Technology & Maintenance Council. Caterpillar denies the allegations but has said that to litigate the case further "would be risky and costly for both sides.” "Caterpillar … endorses the settlement class as a realistic resolution of this class action," the company said in its motion for court approval of the settlement. "Given the uncertainties and costs of continuing litigation, the proposed settlement is the best way to end the uncertainty and delay, and most importantly, will ensure fair compensation to Caterpillar customers who may not have received expected value from their product." The settlement includes U.S. original purchasers or original lessees, subsequent purchasers or subsequent lessees of a vehicle powered by one of the affected engines. It establishes a $60 million settlement fund. All class members who submit a valid claim will be eligible to receive a pro rata share of the fund according to the following guidelines: A. Class members who experienced no CRS related repairs are eligible to receive (but not guaranteed) $500 for each engine. B. Class members who experienced one to five qualified CRS related repairs are eligible to receive (but not guaranteed) $5,000 per engine. C. Class members who experienced six or more qualified CRS related repairs are eligible to receive (but not guaranteed) $10,000 per engine. Instead of seeking a payment as set forth in B. or C. above, each eligible class member that experienced at least one CRS related repair has the option to seek to claim losses up to a maximum of $15,000, experienced as a consequence of qualified CRS related repairs. These losses can include, but aren't limited to, towing charges, rental charges, and hotel charges. Those pursuing this option are not eligible to seek payment under A, B, or C. Payments to eligible claimants may be adjusted pro rata (up or down) depending on the number of eligible claims filed and the total amount of the settlement fund available to pay claims. Claim Forms are available at www.EngineSettlement.com or by calling 1-888-593-5379. The deadline to file a claim is March 20, 2017.

Besides the troublesome 9HP 9-speed transmission it supplies to many automakers, I do not like ZF's shifter that it supplies to FCA (Fiat Chrysler Automobiles). Related reading - http://www.autonews.com/article/20160628/OEM11/160629856/fiat-chrysler-rollaway-recall-linked-to-68-injuries-266-crashes .

BMT is truly the world's foremost heavy truck knowledge base.

No, the 8,000 lb-rated Mack model FA505 steer axle is from the 1960s.

What is the lawn tractor in front? Simplicity or Gravely ? 40-50 year old lawn tractors are still running, while today's bargain (Lowes/Home Depot) MTD-produced Deere and Cub Cadets are throwaways.

Well there you go, it seems KCM is the entity who acquired the Marmon factory inventory. It was in Garland, Texas.

Okay, that stamped 1QHA4125BP5 is your front axle arrangement. The exploded view shows all the parts, numbers and quantities. I realize demand is low. Still, it's regrettable that, given the popularity of the FA505 axle, tie-rod ends are no longer available.

With a Tremec 5-speed behind it.

My own thought is, there's no such thing as going off topic. The topic is whatever is on your mind. Thank you for reaching out.

UK Independence Party (UKIP) leader Nigel Farage tells EU Parliament: 'You're not laughing now' Video - http://www.bbc.com/news/world-europe-36650014

Remembering those who got you to the party is how a professional and respectful truck company operates. When Walter May passed away in March of last year, ignoring our tradition at the former Mack Trucks, the Mack brand of Sweden's Volvo Group said NOTHING !!! At the former "American" Mack Trucks, ''our" headquarters always put out a notice to all company and dealer locations when a member of the Mack family was seriously ill or had passed away. Walter May, Mack Truck’s legendary senior engineer and COO, was co-inventor of the iconic American truckmaker’s advanced Maxidyne high-torque rise engine technology. And that achievement was just the tip of the iceberg. Had it not been for Walter May, there would not be a Mack brand today for Volvo to be profiting from.

Prime Mover Magazine / June 27, 2016 Penske Commercial Vehicles is mourning the death of Bob Shand, co-founder of Western Star Trucks in Australia. Shand, along with Kit Bleakly, played an instrumental role in establishing the heavy-duty truck brand in Australia in 1983. Together, they introduced the North American brand to Australia from their facility in Wacol, Queensland, where the brand still operates today. “The renowned features of today’s modern day Stars – including their strength, reliability and comfort – come as a result of Bob’s commitment to establish Western Star as the truck of choice in the Australian market,” Western Star Trucks Australia said. “Bob’s legacy will forever remain his unwavering commitment to the customer, as he strove always to deliver a tailored customer experience. This commitment and spirit continues to be the driving force behind the Western Star Trucks brand, despite market and ownership changes" (first with Transpacific and recently with Penske Automotive Group). “The entire Western Star Trucks business and team remains indebted to Bob and his work in establishing the brand in Australia. We will miss him greatly and our deepest sympathies go out to the entire Shand family.” .

Transport Engineer / June 27, 2016 Civil engineering, earthworks and waste management contractor MJ Church has commissioned two 80-tonne Mercedes-Benz Arocs tractor units just under a year after putting its first Arocs eight-wheelers into service. The Marshfield, Chippenham-based company’s new 6x4 tractors – which were purpose-designed for construction applications – were specified with flat-floored StreamSpace cabs and are now being used to transport diggers, excavators and other heavy plant on new, four-axle King low-loader trailers. Both are 2651 models with Mercedes’ 517bhp six-cylinder engines driving through 12-speed PowerShift 3 AMTs (automated manual transmissions) – adding to the firm’s 80-strong truck fleet. MJ Church also went for high performance, three-stage auxiliary brakes, designed to reduce wear on the service brakes while also improving safety and control. “The driver feedback on the new Arocs tractors has been really good,” states transport manager Karl Wintle. “They’re impressed with the engine and gearbox, particularly in terms of low-speed manoeuvrability, while the cab – although slightly smaller than they’ve been used to – has also won praise as a spacious, well-designed workplace.” Mercedes-Benz dealer City West Commercials’ driver-trainer Justyn Marshman delivered driver training on the new 80-tonne tractors. “I spoke afterwards to one of our drivers, who I’d describe as quite ‘old school’,” says Wintle. “He couldn’t rate Justin highly enough. He wasn’t being told how to drive. Rather, he was shown what the vehicle’s capable of and how he could make life easier for himself.” Wintle explains: “So, for example, this particular individual would never use the engine retarder on his previous vehicle, but he’s certainly doing so with this one. “He’s also driving in a more predictive manner, anticipating rather than reacting to changes in road conditions. “This means less fatigue for him, which is also better and safer for other road users. And as a fleet operator I’m happy too, because I know there’s going to be less wear and tear on the vehicle.” MJ Church’s earlier fleet of eight 8x4s are all Arocs 3240s with steel Charlton tipping bodies and, in two cases, Palfinger Epsilon grabs, on muckaway work, as well as a pair of Hyva hook-loaders based on the same chassis. “The drivers who use these Mercedes-Benz vehicles definitely rate them over our other truck marques in terms of ride comfort,” comments Wintle. “The Arocs are also well ahead in terms of economy – at 9.2 mpg, their average returns are a mile and half better than the competition, which is brilliant. .

Transport Engineer / June 27, 2016 ACR Tipping Services’ reckons its new Scania R cab Loadmaster tipper – dubbed Double Dutch – is a stop-you-in-your-tracks truck that resets the bar on quality. “I’ve always liked the traditional, slightly retro look of many Dutch liveried vehicles,” explains Andy Reed, who owns the Bicester, Oxfordshire firm. “I wanted to recreate that image on this, my first ever new truck [so] many of the detail parts, such as the mudflaps, extra lights and the Scania logo on the front grille, had to be sourced in Holland.” In addition to the standard Loadmaster spec, Reed’s first new truck features full-length detachable steel bodyside extensions that sit between the body’s headboard and the tailgate hinge. These are removable, and provide additional load retention and security, although extra payload volume can also be achieved with lighter cargoes. Beyond that, though, it’s about the paint job. Reed went for shades of blue and grey combined with white stripe detailing – with the finished job taking no fewer than nine months . “All in all, it’s been one incredible project, and the result is a tipper that’s truly unique,” insists Reed. .

Paul, back then, the 304 cubic inch V-8 powered Gremlin with the 4-speed manual transmission was a fun car to drive. It was basically an American 2-door Golf.

The Volvo brand will always be the priority, sitting alone in the front row. The acquisition of the other brands was always about acquiring market share and/or absorbing competitors. They are a means to an end. Volvo doesn't understand the value of the Mack brand. And under Volvo today, none of the Mack brand leadership have a background in trucks. Volvo doesn't listen to the voices of its US dealer body (the general consensus of Mack dealers coast-to-coast is that Volvo doesn't think these Americans could possibly know anything). The end result is, you have an unhappy dealer body, product line-up shortcomings and stagnant sales growth.

Dagens Industri / June 27, 2016 Volvo is slowing down truck production a little further over the summer in North America, in order to balance inventory with production and classes of dealer. At Tuesday's investor meeting, CEO Martin Lundstedt spoke of a weak market in North America at the moment. "As usual when you have a downward movement, it takes a while to adjust inventories [of customers]. At the beginning of the year, we said that it would probably take until late summer or autumn before that adjustment had been made, but now we think it may take the entire year," said Lundstedt. He also mentioned the company's landscape prediction on a annual market for heavy trucks in North America at 250,000 vehicles. “The competition has roughly the same projections”, said Martin Lundstedt. He said that Volvo is secure in being able to handle market fluctuations in North America.

Bolagsfakta / June 27, 2016 Volvo is willing to sell its businesses that are not performing, but the company is silent about which business units those are. The chart below of possible sell-off candidates reflects which units are underperforming in Volvo Group. "It's a bit early to say how much revenue these stands for, it was more a schematic way to look at it," said CEO Martin Lundstedt at a meeting with investors in London on Monday. The chart can also refer to both truck operations, for example, and the whole group, "he said, stressing that the purpose also, therefore, was not taking the chart too literally. Sandvik, whose share stake controls Industrivärden, and Volvo board member Helena Stjernholm, Industrivärden's CEO, showed a similar chart in its capital market day a month ago. .

Dagens Industri / June 27, 2016 Volvo has several strengths: favorable global market positions with high market share and high operational capacity in various regions, a steadily increasing profitability and well dedicated staff. With an increasing scale, however, Volvo has increased in complexity, and to some extent even the bureaucracy, something that must be handled. Furthermore, a problem is that the market share of some acquired operations has declined, and the reasons for this must be analyzed and addressed. At the start of his meeting with investors in London on Monday, Volvo Group CEO Martin Lundstedt said Volvo has over the past years had too much focus on the structure and portfolio, at the expense of operational efficiency. Furthermore, he said that Volvo should be able to expand the service by selling more to the existing fleet of 900,000 vehicles in service. He feels the term “aftermarket” is a funny expression, because service is a market in itself. He also mentioned that investment, i.e. capital expenditure (CAPEX), at Volvo is too high and exceeds depreciation, which in the long run is not sustainable and must be addressed. A new cost cutting program does not seem to be appropriate, according to Martin Lundstedt: "Now it's more about continuous improvement in all areas on a daily basis," he said, and spoke of pragmatism. "Setting goals is easy, but it does not change the underlying behavior," he said after mentioning that the right company is key to the success of the company. Volvo's highest strategic priority is to strengthen the right qualities of the Volvo brand as a global premium heavy truck, as well as strengthening the sister brands Renault, Mack and UD Trucks' position and market share. Lundstedt will attened an investor meeting in London on Tuesday. For all truck brands, Lundstedt said, the future is characterized by concentrating on core markets and not go into each other's strong geographics.

Okay. When you gave Barry the 1QHA number "stamped" on the front of your axle beam for him to reference to, what are the two 10QH part numbers he came up with for tie-rod ends? 10QH11A/10QH12A? 10QH35/10QH36?