kscarbel2

Owner/Driver / March 25, 2016 Linfox has scolded owner-drivers and their supporters for the way they treated members of the Road Safety Remuneration Tribunal (RSRT) during a recent hearing, labelling their behaviour "appalling". One of the nation’s largest trucking operators has come to the defence of the RSRT, which during a March 15 hearing in Brisbane on applications to vary the impending minimum rates scheme came under heavy criticism from those in attendance. At various stages the tribunal had run-ins with individuals and at one point threatened to boot everyone out of the hearing room for clapping. Owner-driver Sean Hester warned the RSRT it risked sending businesses broke and then labelled it "a goddamn farce", Tracey Zimmerman chided RSRT president Jennifer Acton for being "rude" and Rocky’s Own Transport CEO Bryan Smith interrupted proceedings to voice his concerns. Other attendees cheered and clapped in support of Hester and Zimmerman. While Linfox has not singled out any one person or incident for criticism, it claims in a submission lodged with the RSRT that some of behaviour was out of line. "The behaviour of various parties who appeared before the Tribunal on Tuesday 15 March 2016 was, at times, appalling and Linfox wishes to distance itself from any of those parties," Linfox’s legal representative Maurice Baroni writes. Some in the trucking industry believe they have been denied a voice in the debate on minimum payments for owner-drivers, but Linfox has expressed support for how the RSRT has operated. "Linfox also submits the the Tribunal has given every opportunity for interested parties to make submissions and/or bring evidence to the various conferences and hearings that the Tribunal has held in relation to this matter over a significantly long period of time," Baroni writes. Linfox is a big-name backer of minimum pay rates, but it believes the regime should be delayed and the rates phased in. However, it says the tribunal should decide on a revised date and whether transitional measures should be included. "Linfox has always maintained and supported the making of a road safety remuneration order which would, amongst other things, deal with rates of remuneration for contractors, that being the phrase used in the [Road Safety Remuneration] Act," Baroni writes. "Linfox’s position in that respect has not changed and moreover it continues to support the Tribunal."

Truck News / March 24, 2016 Rarely does a month go by in which Brent Edmonson doesn’t receive an unsolicited e-mail or phone call offering him a job as a truck and coach technician. “I keep getting e-mails, phone calls, hits on LinkedIn non-stop from people I don’t even know,” he says. “I ask, ‘How the heck did you get my number?’ and they’ve gone through five or six people to get it, just to see if I want to go work for them. Quite often, they say ‘What will it take to get you here?’ They’re not even saying what they pay, they’re saying ‘Name your price and we’ll see what we can do’.” Such is the demand for experienced truck and coach technicians. Edmonson, at 36 years of age, is younger than most of his peers and engaged with the industry through social media. He works for independent shop Transaxle Service Centre in Aberfoyle, Ont. and sees first-hand how demand for technicians like him is outpacing the arrival of new talent into the industry. “Every shop is swamped,” he says. “We’re run off our feet. It’s been non-stop, go-go-go. The work keeps piling up. Half of the guys in our shop are over 50 and we’re realizing, in five, 10, 15 years, when all the baby-boomers have retired, we’re going to be in trouble.” Employers are realizing that, too. Some are randomly calling up technicians and trying to poach them from the competition with sweet offers of more money and better benefits. Others are taking a longer view and developing talent from scratch. Bison Transport falls into the latter category, and it’s a point of pride for Jeremy Gough, the Calgary-based director of fleet maintenance, who is responsible for overseeing Bison’s national maintenance operations. “You can hire for today, but you need to create for tomorrow,” Gough says. “We always want to be very strategic about not only recruiting for our place, but to recruit people into the industry.” This means reaching out to high schools, technical schools and other post-secondary institutions wherever Bison has terminals. Bison participates in job fairs and offers scholarships for students. It seeks out ex-military servicemen and women who are transitioning back into civilian life. Gough looks for potential recruits that exhibit a good attitude above all else. “Hire for attitude, train for skill,” he says. Other attributes he looks for are the ambition to carve a career path and a hunger for continuous learning. While developing a technician from scratch is generally more costly than hiring a seasoned technician, Gough said it’s also more rewarding. “There needs to be a consistent, well thought out process to bringing those entry-level people in and setting them up for success,” he says. “It might take a little longer than your highly skilled technician that already has his licence and has been through that, but the rewards that come out of there from creating an entire team are greater. It’s like being a hockey coach. Someone may not be the best right winger but if you consistently give them opportunities and new challenges and support them, you’re going to make them better.” Ed Roeder, LCL director, transport maintenance with Loblaws Canada, when speaking at the 2015 PIT Group conference, said maintenance managers have a responsibility to cultivate talent. “Apprenticeship is expensive, it can be frustrating as hell, but I do encourage you if you manage fleets or even manage a third party, to hire an apprentice because if we don’t hire them, train and give back, the shortage is going to kill this industry,” he warned. The right mix The constant challenge when mixing apprentices with seasoned technicians is to achieve the right balance, but Bison’s Gough said there’s no perfect ratio because when talent becomes available, you must always be willing to recruit. “If you see somebody that’s full of talent, you can’t stop recruiting,” he says. Attracting young technicians is just part of the battle. Retaining them is equally important, especially when the investment has been made in helping them become licensed and they begin receiving those phone calls with alluring promises of more money. This is where developing a positive corporate culture rich with opportunities for further learning and continuous engagement pays off, says Gough. “It’s very tough to leave family,” he says. “We do a lot of things outside the box.” Bison offers flexible work shifts, has gyms available at most of its facilities, recognizes achievements through awards programs and banquets and celebrates its culture through events such as barbecues. Gough said providing technicians with the opportunity to bring forward new ideas and suggestions is just as important, when it comes to retention. “Treat them as an owner,” he advises. “Their voice is always heard when they see a new opportunity. We empower them to elevate our business.” Edmonson agrees such initiatives are important, as are common perks like boot and tool allowances. However, he also offers suggestions on how those could be improved. Edmonson says he has spent $75,000 on tools since he entered the trade 15 years ago – roughly $5,000 per year – and that investment benefits his employer as well. “I can’t stand borrowing other peoples’ tools and having more, I’m able to work quicker, easier and more efficiently,” he points out. So, why don’t employers do more to assist technicians with the purchase of tools, he wonders, including ensuring they actually use their tool allowances for the intended purposes? “Some places, once a year will give you a cheque for $1,000 and call that a tool or a boot allowance,” he says. “Well, a couple hundred bucks is deducted right away for taxes. Why doesn’t the owner go out to the Snap-on tool truck and give every guy a thousand bucks? And then you know it’s actually going towards tools and a guy isn’t going to buy a big screen TV to put in his man cave. You’re basically reinvesting in the company because you know those tools are going to be bought and will be in the shop.” Edmonson also agrees the workplace environment is important. Technicians don’t want to work in a dingy, rundown shop, he reasons. And flexible working hours are important if employers want to hang on to technicians as their lives evolve. Edmonson says flexible working hours are one of the reasons he has remained at Transaxle despite frequent offers to go elsewhere. When he began his career he regularly put in 60-70 hours a week. Now, with a young child at home, he has scaled back his working hours to 40 or 50 per week – straight days – so he can spend more time with his family. He also relishes the opportunity to do side jobs, repairing trucks for friends and family, something that many employers won’t tolerate. “At dealers, you’re often asked to sign a contract saying you will not work elsewhere,” he says. “I won’t stand for that.” Edmonson enjoys working at an independent service shop because of the regular hours, the accessibility of the owners and the ability to work outside a major city. “Everybody calls you by your name. You put your name on the work order, not a mechanic’s number that’s four or five digits long,” he says. But he acknowledges training opportunities are sometimes too few when you are working for a smaller, independent organization. “If you’re not working in a dealership environment, training opportunities are few and far between,” he claims. “Everybody wants to be continually trained. The technology is changing so fast now. You don’t want a truck rolling in the door with something you’ve never seen before. It’s going to be pretty intimidating, to say the least.” Failing to provide adequate ongoing training, when truck technology is evolving so rapidly, will leave technicians in the lurch and unable to effectively do their jobs, according to Loblaws’ Roeder. “If the truck can’t do its work, it’s no good to anybody and if we can’t fix it, that’s an even bigger challenge,” he said. “It’s no offense to the technicians – it’s about training. Training, and patience on an employer’s part to allow these people to get better at what they do and to understand the products that are out there.” Second career Samantha Sharpe, a first-year diesel mechanic apprentice with Nova Truck Centres in Dartmouth, N.S., says companies looking to proactively develop new talent should seek out future technicians who are looking for a second career. And she speaks from experience. Sharpe earned a diploma in early childhood education, a field she worked in for about six years before seeking something that would be more rewarding. She enrolled at a local college part-time and was paired with Nova Truck Centres, which hired her full-time just four shifts into her work term there. Now, she’s working towards obtaining her red seal certification, a Canada-wide program that requires 8,000 hours of work experience and four blocks of classroom instruction, each lasting six to eight weeks. Sharpe says she joined Nova Truck Centres because it was the most visible among employers in working with local colleges. “As far as I was concerned, Nova Truck Centres was the only truck centre that was looking (for apprentices),” she says. “If you’re not already into the trucking or car industry, you have no idea these places exist.” Sharpe is now active in promoting the trade to others – male or female. “It’s an interesting job in general, not just for a female,” she says. “I really don’t like to be treated any differently than anybody else.” She says to attract more young people into the trade, employers need to do a better job with outreach to students and educating them about the opportunities that exist. Edmonson agrees, but adds they should take it even further and seek out potential recruits where they spend their recreational time. “Not only should they go into high schools to approach kids, but when trying to find truck and coach technicians, go to where you think future technicians may be,” he suggests. “Go to the truck show, the local drag strip, the race track, where gearheads tend to congregate during their leisure time. Set up a booth there. Get them interested. That way it’s not a blanket approach like going to a high school where only 1-2% of the kids will be interested.” And once you find these potential recruits, don’t forget to mention that it’s an extremely rewarding career – and the rewards come in many forms, it’s not all about the money. When asked about the most rewarding aspects of their career, young technicians turn surprisingly sentimental. For Sharpe, it’s about contributing to the success of the company she works for and its customers. She cites “Growing clientele,” as the most rewarding aspect of the job. “Helping people,” she adds. “Sometimes they’ll come back and they specifically ask for you to work on their truck, which is nice. Knowing that when I pass a truck on the highway, that it was one I worked on.” Edmonson agrees. “I couldn’t be happier,” he says of his career choice. “I’m always learning. Everything is constantly changing and to me, it’s a necessary job. Freight has to move. People have to eat. Food has to get from the farmer’s field to the supermarket to your kitchen and if the truck stops, everything grinds to a halt. Watching that truck go down the road loaded after you did a ton of work on it, knowing everything is working as it should be, is one of the most satisfying things.”

Scania Group Press Release / March 24, 2016

Heavy Duty Trucking / March 24, 2016 Another indication that the federal government may indeed regulate truck trailers— and tractor glider kits, too— under the Phase 2 GHG/MPG mandate came in the form of a “Notice of Data Availability” on the proposed rule jointly issued by the Department of Transportation and the Environmental Protection Agency. Directed at those choosing to provide comment on the proposed rule, the agencies said that new “data and memoranda” has been placed in the Phase 2 rulemaking’s public docket. The updated information touches on a range of elements of the proposal, including the “applicability of emission standards and certification responsibilities for trailers, glider vehicles, and glider kits.” In a separate development, EPA has produced a “draft memorandum” that affirms its authority to regulate manufacturers of trailers and of glider kits concerning GHG (Greenhouse Gas) emission limits, according to a recent Transport Topics news story. Back in February, Utility Trailer Manufacturing stated that it, along with an industry association, had argued in their public comments on the GHG rule that the Clean Air Act limits the EPA to regulating powered vehicles, not trailers. “EPA overstepped its authority because trailers are not motorized vehicles,” said Jeff Bennett, Utility’s vice president for engineering and product development, during a Feb. 15 webinar. “And there’s no legal basis for regulating trailers.” Bennett also contended that EPA and NHTSA have greatly overestimated average highway speeds for trailers. The agencies claim in the Phase 2 proposals that trailers cruise at 65 mph for 86% of the time; and at 55 mph for 9% of the time and 5% at other speeds. But data given to Utility by three major fleets show that traffic congestion, delays at loading docks, and time parked in yards and terminals limit average speeds to much lower levels, according to Bennett. The federal proposal calls for setting CO2 limits for 2021- to 2027-model trucks and tractors and 2018- to 2027-model-year trailers as entire vehicles – but also would set separate engine fuel-efficiency standards for light-, medium-, and heavy-duty vehicles. The new standards would regulate trailers for the first time and would make glider kits be subject to GHG limits. As proposed, the rule would require, starting in 2018, that engines used in glider kits meet the same standards as new vehicles. Comments on the proposed Phase 2 GHG/MPG rule are due on or before April 1. Comments, identified by Docket ID No. EPA–HQ– OAR–2014–0827 (for EPA’s docket) and NHTSA–2014–0132 (for NHTSA’s docket) may be submitted by one of the following methods: - Online via www.regulations.gov. Follow the on-line instructions for submitting comments. - Email to a-and-r-docket@epa.gov. - Mail to EPA: Air and Radiation Docket and Information Center, Environmental Protection Agency, Mailcode: 28221T, 1200 Pennsylvania Ave. NW., Washington, DC 20460. NHTSA: Docket Management Facility, M–30, U.S. Department of Transportation, West Building, Ground Floor, Rm. W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590. - Hand Delivery to EPA: EPA Docket Center, EPA WJC West Building, Room 3334, 1301 Constitution Ave. NW., Washington, DC 20460. NHTSA: West Building, Ground Floor, Rm. W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590.

HGVUK / March 23, 2016 In response to the challenge to reduce risk and afford greater protection to vulnerable road users, Scania – the UK’s market-leading eight-wheel tipper supplier – has worked with its industry-partners and academic research bodies to develop a new standard for tippers operating within our city centres. Equipped with a lightweight Wilcox body, the vehicle has been specified for applications where it is anticipated that 90-95 percent of the vehicle’s driving-time will be on the public highway. The first public showing of the truck was at the CLOCS Exhibition staged at ExCel London on 23 March 2016. Designated the Scania Urban Tipper, the vehicle encompasses a raft of safety-enhancing features: 8×2*6 configuration Breaking away from the 8×4 norm, the 8×2*6 configuration provides a highly manoeuvrable chassis with three steering axles. 410 horsepower Euro 6 engine Requiring only Selective Catalytic Reduction (SCR) to meet the Euro 6 [EPA2010] exhaust emissions standard [no EGR], Scania’s 410 horsepower unit has broken fuel-efficiency records in independent trials conducted throughout Europe. Fully-automated gear-selection Two-pedal Scania 12-speed Opticruise automated manual transmission (AMT) enhances safety in operation by reducing stress and fatigue on the driver. Full air-suspension Enables the chassis height to be lowered when driving in urban areas, thereby also lowering the driver’s eyeline for better direct vision. Suspension can be raised to increase ground clearance when working on more demanding terrain. Passenger vision door Developed specifically for the UK market, the large glass panel provides the driver with a direct line-of-sight to the front nearside of the vehicle. Active safety features The Scania Urban Tipper features a range of proven safety features including Advanced Emergency Braking (AEB), Lane Departure Warning (LDW), Electronic Stability Program (ESP) and a Camera Monitor System by leading safety solutions provider, Brigade Electronics plc. Photo gallery - http://www.hgvuk.com/scania-enhances-road-safety-in-city-centres/

Commercial Carrier Journal (CCJ) / March 23, 2016

Fleet Owner / March 23, 2016 Volvo Trucks North America is rolling out a bevy on new enhancements for the 2017 versions of its D11 and D13 engines, along with a new "crawler gear" package for its I-Shift automated manual transmission (AMT) and a new "one box" exhaust emission aftertreatment system. Volvo showed off those new offerings at its Hagerstown, Maryland powertrain factory, highlighting how its production processes are being tweaked to incorporate those new offerings. Slide show - http://fleetowner.com/equipment/touring-volvos-powertrain-plant#slide-0-field_images-187181 Related reading - http://www.volvotrucks.us/about-volvo/facilities/powertrain-facility/

Transport Engineer / March 23, 2016 McDonald’s logistics provider Martin Brower has taken delivery of its fifth Euro 6 DAF CF ‘Silent’ 6x2 rear-steer rigid – and paraded the new vehicle at today’s (23 March 2016) CLOCS progress event at the ExCel centre, London. Improved maneuverability and the ability to work outside normal day-time delivery hours were key to Martin Brower’s decision, according to Tony Winterbottom, general manager operational support at the company. “We are always looking at ways of reducing our environmental impact and have already completed significant work on reducing both noise and engine emissions,” explains Winterbottom. “The DAF CF Silent option was chosen as part of our environmental protection strategy, and will be included on specification for all future truck acquisitions,” he continues. “We chose DAF thanks to its capability of running on biodiesel... Clean engine technology is fundamental to our environmental strategy.” Martin Brower and McDonald’s have been using biodiesel recycled from used cooking oil (UCO) since 2007, and Winterbottom says the result has been considerable carbon emissions reductions. DAF’s ‘Silent’ mode is an engine software function that alters performance characteristics to reduce noise levels to less than 72 dB(A), allowing for urban deliveries despite early morning and night time restrictions. The new Euro-6 rear-steers join an all-DAF fleet based at the company’s Hemel Hempstead and Dublin locations, which run a fleet of 117 tractors and 40 rigids, plus 153 trailers. This latest ‘Silent DAF’ was specially prepared for the CLOCS (Construction Industry & Cyclist Safety) progress event. The other four same-spec trucks are already on the road and operating out of Martin Brower’s Hemel Hempstead base. All vehicles are being supplied through DAF Dealer HTC in Oxford and are acquired with DAF MultiSupport R&M packages on a six-year arrangement. Further specification reinforcing Martin Browers’ environmental credentials include DAF’s Advanced Emergency Braking System, Lane Departure Warning System and Vehicle Stability Control. Supplementary equipment includes Maple 360-degree camera monitoring system, forward facing cameras and nearside ultrasonic scan system. Photo gallery - http://www.transportengineer.org.uk/transport-engineer-news/mcdonalds-lovin-it-with-daf-quiet-clocs-trucks/117057/

Volvo Group reaffirms local commitment with new national HQ Trucks.com / March 23, 2016 Global president and CEO Martin Lundstedt has reaffirmed Volvo Group’s commitment to the Australian market, turning the first sod on a new $30 million headquarters and dealership in Brisbane. Launching construction of the facility at the Metroplex Westgate business park, within reach of the Wacol assembly plant, the global chief says the company "has a very bright future here." "Volvo has been building trucks in Brisbane for more than 40 years," Lundstedt says. "Wacol is the largest truck assembly plant in Australia and its dedicated workforce has enabled Volvo Group Australia to become the largest truck-builder in the country." The Wacol area, which currently holds five company sites, will employ over half of Volvo Group Australia’s national workforce with the addition of the new headquarters next year. Utilising solar power, LED lighting and rainwater harvesting, Volvo says the energy-efficient facility will include a new VCV Brisbane South dealership and a paint and panel workshop. Lundstedt says the Volvo Group has invested over $27 million in local manufacturing in recent times, showing its "great confidence in the Australian business." "I appreciate that manufacturing in Australia has been in decline for a number of years, as it has in many other countries, but the outlook for our business is strong," he says. With the highest national market share of any truck manufacturer at 26.2 per cent, Volvo Group Australia president Peter Voorhoeve says producing Volvo and Mack trucks in Wacol is an advantage. "Australia is the toughest trucking environment in the world and it makes sense for us to build locally the specific trucks that the market demands," Voorhoeve says. "In Australia trucks carry heavier loads for longer distances and in higher temperatures than anywhere else in the world. "Our team has obviously developed a great understanding of what the Australian transport industry needs and the investment being made here demonstrates how positive we are about the future." The company produces the Volvo FH, FM, and FMX in Wacol, along with the Mack Granite, Metro-Liner, Super-Liner, Trident, and Titan. The new facility, which will be home to Mack, Renault, UD, and Volvo truck brands within Australia, New Zealand, New Caledonia, Papua New Guinea, and the South Pacific Islands, is scheduled to open in late-2017. Photo gallery - http://www.tradetrucks.com.au/product-news/1603/volvo-group-reaffirms-local-commitment-with-new-national-hq/

Global Volvo Group CEO breaks ground for new Brisbane headquarters Prime Mover Magazine / March 22, 2016 Key Volvo staff and leading industry personalities gathered in Brisbane yesterday to celebrate the groundbreaking ceremony for Volvo Group Australia’s (VGA) new $30 million headquarters at the Metroplex Westgate business park. Once finished, the new development will also be home to a new flagship dealership and directly overlook the busy Ipswich Motorway, which is frequented by close to 100,000 vehicles per day. The ceremony was attended by the Volvo Group’s new global President and CEO, Martin Lundstedt and UD Trucks’ Executive Chairman, Joachim Rosenberg, as well as the Ambassador of Sweden to Australia, Per Ahlberger, and Australian Trucking Association (ATA) Chair, Noelene Watson. “Volvo has been building trucks in Brisbane for more than 40 years and has a bright future here,” said Lundstedt, who also toured VGA’s Wacol assembly plant yesterday and went out for a drive in a Mack Titan. “Wacol is the largest truck assembly plant in Australia and its dedicated workforce has enabled VGA to become the largest truck builder in the country. “I appreciate that manufacturing in Australia has been in decline for a number of years, as it has been in many other countries, but the outlook for our business is strong. Agreed VGA President and CEO, Peter Voorhoeve: “This is an exciting moment for us, and not just because the new head office will bring together people from various sites across Brisbane and allow us to work more efficiently as one team. “Most importantly, we are building a new dealership here, which shows that looking after our customers will remain our primary focus as a group.” Voorhoeve added that the Australian economy was still growing at a healthy 2.5 per cent, “a figure many European countries would love to see. I believe with that in mind, you can still do good business in Australia and work profitably.” As part of his first-ever visit to Australia, newly appointed global CEO Lundstedt made sure to display a distinct local edge during the ceremony, indicating his leadership style would be pragmatic and “focused on delivering”. “We have done some great work setting up the Volvo Group globally, and I think we are in a very good space right now. But, economies of scale is one of the most overrated terms in history,” he said – pointing out that VGA’s combined market share of 26.2 per cent would now make it the “market leader” in Australia. “We’re a hands-on business and focus on what matters, both globally and locally.” Lundstedt also reaffirmed his commitment to the UD brand, saying it was “extremely important” to the Volvo Group. “Although we are open to find strategic alliances where we think it’s beneficial for everyone, we stand behind the brand and are absolutely committed to the range that we currently have.” Photo gallery - http://www.primemovermag.com.au/news/article/global-volvo-group-ceo-breaks-ground-for-new-brisbane-headquarters

Manufacturer’s Monthly / March 23, 2016 Volvo’s global CEO has backed manufacturing in Australia, turning the first sod on a new $30 million headquarters and dealership in Wacol, Queensland. Volvo made over 2,000 trucks last year and has a 26.2 per cent of the local market. It has been operating at Wacol since 1972. Martin Lunstedt, Volvo’s new president and CEO, said that the integrated nature of the company in Australia was important to its success. “We see the benefits (of doing business in Australia), it is not about a must have, it is about what we want to have in order to serve our customers better,” Lundstedt told The Australian. “It’s not only the manufacturing, it’s also the engineering footprint. That engineering footprint is also important to have the right solutions for the Australian and New Zealand market.” The Australian Industry Group’s national manufacturing director Mark Goodsell said the investment was good news. "It's great to see a prestigious and successful international company supporting local manufacturing and backing the skills and commitment of Australian managers and workers," he told Big Rigs. Despite the downturn in local car making – with Ford to end their Australian manufacturing operations this year, followed by Holden and Toyota next year – truck manufacturing continues to perform strongly. .

MAN Truck & Bus Press Release / March 22, 2016 Low fuel consumption and total cost of ownership convinced the haulier The Malaysian Lee Ting San Group (LTS Group) has expanded its fleet for long-distance haulage considerably, with 70 MAN TGS 19.360 4x2 BLS tractor units. LTS opted for the MAN TGS due to its low total cost of ownership (TCO) and high reliability. Justifying the choice of this vehicle, Lee Kah Chye, CEO of the LTS Group, said: “The MAN TGS convinced us with its performance, payload and low fuel consumption. In addition, the vehicle is convenient and easy to operate, which is greatly appreciated by our long-distance drivers.” Another argument that convinced the CEO was the close proximity of the company’s headquarters to the MAN subsidiary in Prai, which reduced the time needed for maintenance and servicing, which in turn benefits the vehicle capacity utilisation and operating life of the trucks. Hartmut Müller, managing director of MAN Truck & Bus (M) Sdn Bhd was thrilled at the handover: “The order from the LTS Group shows that MAN meets the customer’s stringent requirements for fuel-efficient and economic vehicles.” In comparison to other tractor units available on the Malaysian market, the MAN TGS offers an extra 360 kg of payload. With the dynamic and economical D20 Common Rail engine, the MAN TGS 19.360 with the L cab has proven itself, both on asphalt roads as well as on gravel. Driver comfort is enhanced by the automated 12-gear MAN TipMatic® gearbox, the spacious L cab with a bunk, and the good visibility. Located in Prai, the LTS Group is a logistics service provider with a dense network of locations in Malaysia and also provides international transportation services, for instance to Singapore and Thailand. With a fleet of almost 1000 vehicles, the LTS Group serves well-known customers like DHL, Schlumberger, Dell and KLM. Photo gallery - http://www.corporate.man.eu/en/press-and-media/presscenter/Handover-of-70-MAN-TGS-to-the-Malaysian-road-haulage-firm-LTS-Group-240512.html

Transport Engineer / March 22, 2016 Bulk excavation and muck shift business Penfold Verrall has expanded its 30-strong fleet with a repeat order for six Iveco Trakker Hi-Road 8x4 tippers. Iveco dealer Northern Commercials finalised the deal and the last of the six Trakkers (AD340T41K) is expected to arrive at the Horsham-based operato in July. Managing director Darren Lynch says the Iveco Trakker was “the natural choice”. “As well as being a very robust and powerful truck, our drivers love the Trakker for its sheer dependable, sure-footed nature – especially when coping with the muddy, rough roads the fleet typically hits when working on construction sites and landfill facilities. Of the different brands represented in our fleet, Iveco’s tippers cope with these challenging conditions the best. “The Trakker is tailor made for the job, and thanks to the vehicles’ low total cost of ownership, we’re certainly going to get maximum performance and longevity out of our new tippers,” Lynch adds. Bodybuilder Thompsons has been contracted to provide the tipper bodies for the order, with one Trakker also equipped with a Palfinger Epsilon grab crane. The new trucks are each powered by a Cursor 13 engine, producing 410bhp between 1,400 and 1,900 rpm, delivering 2,100 Nm of torque between 1,000 and 1,400 rpmn. The vehicles also have the ZF EuroTronic automated gearbox. The vehicles also feature Iveco’s Hi-SCR system, which offers weight reduction and optimised fuel consumption, meeting Euro 6 emissions limits via a simplified after-treatment system, and without the use of exhaust gas recirculation. The 8x4s will be in service for five years, working five days per week and clocking up approximately 60,000 miles each annually. Photo gallery - http://www.transportengineer.org.uk/transport-engineer-news/penfold-verrall-digs-in-with-repeat-order-for-iveco-trakkers/116986/

Commercial Motor TV - sponsored by DAF Trucks / March 22, 2016

Scania Group Press Release / March 22, 2016 On 29 March, three extra-long trucks will embark from Scania in Södertälje, Sweden, to drive in a close convoy to Rotterdam, the Netherlands. The initiative is being driven by the Netherlands, which currently holds the EU Presidency, and aims to fast-track the development of truck convoys. These convoys have the potential for increasing safety, as well as reducing fuel consumption and carbon dioxide emissions in all long-haulage road transport operations. Scania is one of several stakeholders taking part in the European Truck Platooning Challenge, with involvement from 29 March to 6 April 2016. The Challenge is the world’s first cross-border initiative of its kind. The project is also supported by ACEA, the European Automobile Manufacturers Association. The objective is to accelerate the development of convoy-driving corridors within Europe, to increase cross-border cooperation, and to pave the way for EU legislative changes. Jonas Hofstedt, Head of Powertrain Development at Scania, says that “the European Truck Platooning Challenge is an excellent opportunity for us to increase awareness in both Sweden and Europe of the major advantages provided by vehicle convoys in achieving safer and more efficient transport operations and in improving traffic flows. We also hope to increase understanding of the fact that common standards are required for the different support systems, and that joint European legislation is required in order to enable large-scale convoy driving.” Scania has taken the lead with new concepts for convoy driving, developing truck combinations that can drive with only a short distance between them, in what is known as platooning. The first vehicle in the convoy acts as the ‘leader’ which the others follow and adapt to. Over the years, Scania has used platooning in its own transport operations, demonstrating that by reducing drag it is possible to achieve fuel savings of up to 10 percent in real traffic conditions. Many trucks are presently equipped with radar and camera-based systems that enable vehicles to maintain shorts distances to vehicles ahead. With enhanced communications vehicles in a convoy can maintain a close but safe distance from each other, which can be as little as 10 metres (32.8 feet). This is achieved through the use of advanced technology in which the vehicles are digitally connected to each other with advanced software regulating the distance between the vehicles and simultaneously applying the brakes when necessary. The drivers in the convoys are always responsible for their vehicles’ support systems and can at any time leave the convoy or increase the distance to the vehicle in front if necessary, for example to help other drivers exit on the motorway. For the leg between Södertälje and Malmö in Sweden, the Scania truck and trailer combinations will be driven with an extra trailer, taking their total individual lengths to 32 metres (105 feet). “Longer vehicle combinations are something that we’re already testing on some stretches of road and with which we are achieving good results,” says Hofstedt. “Adding an extra trailer increases the amount of goods in every transport movement, reducing per tonne-kilometre costs by 40 percent and carbon dioxide emissions by more than one-quarter.” Scania is also continuing to invest substantial research resources in accelerating the introduction of connected heavy-vehicles and related infrastructure. At the recent Mobile World Congress in Barcelona, Scania and Ericsson announced a new joint research initiative in this area.

Volvo’s Nyberg: New offerings open doors of opportunity Fleet Owner / March 23, 2016 A range of improvements to its D11 and D13 truck engines, along with vocational enhancements to its I-Shift automated manual transmission (AMT) and other new product offerings are expected to help position Volvo Trucks North America (VTNA) to capture more business in the “soft” commercial vehicle sales environment ahead. “They really open to the door of opportunity for us in segments where want to grow,” explained Gӧran Nyberg, VTNA’s president, to Fleet Owner here in Hagerstown MD at the company’s powertrain assembly plant. He said the addition of “crawler gears” to the I-Shift AMT will provide a “bang-on opportunity” to gain more business from vocational segments, especially heavy haul. “We have a great vocational [truck] product in the VNX,” Nyberg stressed. He added that the fuel efficiency and performance enhancements for the 2017 iterations of the OEM’s D11 and D13 engines will allow Volvo to “cast a wider net” in terms of gaining more customers in petrochemical, bulk haul, flatbed, regional, LTL, plus pickup-and-delivery applications. “It is a new year and the market has slowed down,” Nyberg said. “The super-hot market of 300,000 trucks last year will now lead to a softer year ahead. So now it is all about finding fuel efficiency, driver productivity and [vehicle] uptime for customers.” Wade Long, Volvo’s director of product marketing, noted during the Hagerstown event – which marks the start of a rolling two-week product introduction process for the OEM’s dealers – that all of those enhancements should widen the appeal of Volvo’s powertrain options among fleets seeking fuel efficiency and lighter weights without compromising on performance. In terms of the price tag associated with those new product offerings, Nyberg would only say that “any new feature comes with a value proposition, so price will be based on the benefit offered to our customers.” Yet John Moore, Volvo’s product marketing manager for powertrain, noted that the return on investment (ROI) specific engine enhancements, such as the D13 engine equipped with turbo compounding should be fairly quick. “We expect it to offer an ROI of one and half years,” he said. And such savings are no longer limited to just over-the-road customers, either, he stressed, especially when it comes to the crawler gear option for the I-Shift. “Dump truck and [concrete] mixer fleets want to get into fuel savings,” Moore said. “With the I-Shift they can now go down the highway with lower engine RPMs.” That’s because the crawler gear-equipped I-Shift can reduce rear axle ratios down to 3.14 or even 3.08 compared to typical ratios in the vocational segment of 4.10. “That means you can experience an up to 4% fuel savings when driving [vocational trucks] on the highway.”

Volvo Refines 2017 Engines, Adds Crawler-Gear Option for I-Shift Heavy Duty Trucking / March 22, 2016 Volvo Trucks’ 2017-model engines will include more efficient fuel and combustion systems and, in one model, turbo compounding to add power, responsiveness and fuel economy, officials said Tuesday at a press event at Volvo Group’s powertrain plant in Hagerstown, Md. They also described a compact One Box exhaust aftertreatment system and an improved I-Shift automated manual transmission with optional crawler gears for heavy hauling and severe vocational service. The products will be phased into production at the plant starting this fall and into next year. Engines will include refined D11 and D13 diesels and a previously improved D16, said Wade Long, product marketing director. The 10.8-liter D11 will get a top rating of 425 hp, up from the current 405 hp. The 12.8-liter D13's 455-hp rating will add 100 lb-ft, going to 1,850 lb-ft. A turbo compounded D13 TC will have a second turbocharger linked via fluid coupling and a geartrain to the crankshaft, grabbing otherwise wasted energy from the exhaust to gain as much as 50 hp and 4% in fuel economy. It’s designed for long-hauling at steady highway speeds, mostly 65 mph, he said. So the TC will be offered on sleeper-cab VN models when it becomes available in mid 2017. The new D11 goes into production in January, while the improved D13 will enter production in October. The D11 will deliver 2.2% better fuel economy than the current model, while the D13 gains 2.5%. Adding turbo compounding’s 4% gain means the D13 TC will be as much as 6.5% better in highway service. When spec’d with Volvo’s XE (for eXceptional Efficiency) “downspeeding” package and a 2.47 rear axle ratio, a D13 TC will cruise as low as 1,050 rpm in top gear at 65 mph, Long said. XE includes Volvo’s I-Shift automated transmission. Pricing was not disclosed, but an investment in the TC option will pay off in about 18 months, other officials said. The 2017 D11 and D13 feature a “new wave” piston that increases the compression ratio to 17 to 1 (from 16 to 1) for better fuel efficiency. Improved flame propogation and combustion reduces soot, while pistons are treated to lower friction between them and cylinder walls. A common-rail fuel system is packaged under the new split valve cover for protection and easier servicing. One Box, I-Shift The One Box aftertreatment system weighs less and is 12 inches shorter than the current “teapot” system, so takes less frame space. The diesel particulate filter’s substrate can be more quickly removed for cleaning or replacement. I-Shift for 2017 gets new hardware and software, and its clutch has larger dampening springs to better absorb torsional vibrations and improve the clutch's overall durability. A new I-See system enables predictive cruise control for more efficient hill climbing and descending. I-See uses sensors and GPS positioning to recognize previously traveled routes to help manage the throttle, engagement of EcoCoast freewheeling and use of the engine brake. The I-Shift's optional crawler gears add one or two low-low ratios to aid starting on upgrades for heavy combination vehicles and vocational trucks, making the 12-speed transmission into 13- or 14-speed gearboxes, Long said. The 13’s crawler ratio is 17.54 to 1 and the 14’s are 19.38 to 1 and 32 to 1. The gears are contained in a back section just ahead of the bell housing. The crawler-gear section adds 5 inches to length and 90 pounds to a 12-speed I-Shift’s 720 pound weight. Gears and other hardware have been hardened to withstand frequent shifting under harsh conditions. Concrete mixer trucks which have to creep while pouring curbs are among the vocations suitable for the crawler gear-equipped I-Shift, “and we’re ready to attack the vocational market,” Long commented. Current I-Shifts now go into nearly 83% of Volvo trucks, mostly highway tractors, said Gӧran Nyberg, president of Volvo Trucks North America, who was at the press event. Volvo diesels go into almost 93%. “The success of Volvo’s proprietary powertrain components is a direct result of the Hagerstown facility and its distinctive combination of powertrain engineering and manufacturing in one campus,” said. “These unique capabilities had a significant impact on the development of our updated 2017 powertrain, which will no doubt further our leadership in integrated powertrain technology.” Photo gallery - http://www.truckinginfo.com/news/story/2016/03/volvo-refines-2017-engines-adds-crawler-gear-option-for-i-shift.aspx

Volvo Introduces New Engine, Powertrain Enhancements Transport Topics / March 22, 2016 Volvo Trucks North America has introduced a suite of new products, including 2017 engines as well as powertrain enhancements with the common goals of enhancing customers’ fuel efficiency and driver experience. For the engine, the 11-liter and 13-liter models, known as D11 and D13, were rolled out in addition to the D13 with turbo compounding during a tour of the Hagerstown, Maryland, engine and powertrain plant. Fuel-efficiency improvements were reported at 2.2% for the D11, 2.5% for the D13 and 6.5% for the model with turbo compounding, when compared with previous generation engines. “Volvo engineered multiple engine enhancements to provide customers with the needed fuel savings without sacrificing power and performance,” Volvo Trucks North America President Göran Nyberg said in a statement. The 11-liter enhancements include a common-rail fuel system designed for quieter operations. Other upgrades are new wave pistons, a two-speed coolant pump, two-piece valve cover, higher horsepower and an assembled camshaft. Together, they are meant to replicate performance of earlier generation 13-liter engines. January 2017 availability is targeted for the 11-liter engine, a statement said. Horsepower is being increased nearly 5% to 425. The D13 model, targeted for shorter-distance services such as pickup and delivery runs, offers enhancements similar to the 11-liter, including 6% higher torque, giving drivers more freedom in downspeeding. Availability is planned for October. The model with turbo compounding is designed for highway operation. It converts wasted exhaust heat into 50 additional horsepower, which is transferred back into the engine, John Moore, marketing product manager, said during the tour of the plant. The model with turbo compounding, slated for availability in mid-2017, is designed to cruise at 300 rpm less than today’s typical truck, said Wade Long, director of product marketing. One percentage point of that turbo compounding improvement is tied to a driveline with a 2.47 rear axle ratio. Moore estimated the potential savings using turbo compounding at $231,000 annually for a 75-truck fleet running 125,000 miles per vehicle at 7 mpg, assuming $2.65 per gallon for diesel. In addition, Volvo is beginning production on the D16, a 16-liter engine targeted to heavy-haul and vocational fleets, offering as much as 600 hp and up to 2,050 pound-feet of torque. Production of the D16 will begin in January. At the same time the new products were announced, Nyberg described 2016 “as a new year with new challenges." "We see a softer year ahead of us. The first quarter has been extra soft, but we still expect to have one of the better [sales] years in North America," Nyberg said. “We are not stopping at engines,” said Long, explaining that I-Shift “crawler gears” will be available on the D16. The new gearing is designed to improve fuel efficiency during slow-speed paving and pouring of concrete. Another change is replacement of a two-box exhaust aftertreatment with a one-box approach that is designed to speed maintenance. “These new Volvo powertrain enhancements incorporate our innovative engineering and technology expertise with our focus on meeting customers’ needs to offer them the best possible solutions for the best possible return on investment,” Nyberg said. Operations also are being enhanced by the U.S. introduction next year of a predictive cruise control technology known as I-See, which Moore said was designed to consistently maximize fuel efficiency, since drivers’ performance varies during a shift. The feature that works together with the I-Shift transmission is designed to store the topography for 4,500 hills. The intent, he said, is to find the right combination of gearing and power for climbing, cresting and rolling downhill. “Drivers are now going to get more power for less fuel spent,” Moore said. The latest announcements also focused on weight reductions, such as 17 pounds less for the one-box exhaust after-treatment system [what has already long been used in the global market].

Volvo Trucks brings unveils new powertrain enhancements Green Car Congress / March 22, 2016 Volvo Trucks North America launched several new integrated powertrain solutions, offering increased fuel efficiency, productivity, reliability, packaging, comfort and uptime. Volvo’s new powertrain offerings include multiple engine enhancements, such as turbo compounding for the Volvo D13 engine; the introduction of Volvo I-Shift with Crawler Gears automated manual transmission; and a one-box Exhaust Aftertreatment System (EATS). As a result of the improvements, Volvo is delivering between 2.2 to 6.5% better fuel efficiency with the 2017 engines compared with the previous generation. Volvo engine enhancements For the first time in the North American market, Volvo’s 2017 D13 engine will be available with turbo compounding, a technology that recovers wasted exhaust heat and converts it to useable mechanical energy that is transferred back into the engine. The result of this recovered energy is up to a 6.5% improvement in fuel efficiency compared with previous engine models. Applications that benefit most from turbo compounding include long-haul, steady-state driving. In another first, Volvo’s XE—eXceptional Efficiency—powertrain package with the D13 turbo compounding engine will be available to customers desiring to run in top gear in states and provinces that have 55 mph (89 km/h) speed limits. Through downspeeding, XE allows the engine to cruise at up to 300 rpm less than the average truck sold today—significantly improving fuel efficiency. More than 27% of all Volvo models sold in 2015 featured an XE package. Volvo’s 2017 11-liter D11 engine and the 2017 D13 both received numerous updates designed to improve fuel efficiency. An updated EGR flow sensor has a new double-wall casing that reduces condensation and soot buildup in cold weather, preventing downtime. A low-pressure fuel system features an improved aftertreatment dosing module that is integrated into the fuel filter housing for easier serviceability. Upgrades to the two-speed coolant pump for both engines also improve fuel efficiency as a result of reduced parasitic losses. The new intake throttle enables a faster warmup when the engine is started. The 2017 Volvo D11 offers up to 425 hp (317 kW) and 1,550 lb-ft (2,102 N·m) of torque, an increase of 20 horsepower. The engine also delivers up to a 2.2% fuel efficiency improvement compared with the previous D11 engine. With the right blend of power and a lighter weight, the D11 is suited for regional, less than truckload (LTL) and pickup-and-delivery applications. The D11 is available in Volvo VN daycabs, VNM 430 and VNL 430 sleeper models, VAH and VHD models. The 2017 Volvo D13 features a new wave piston, which increases the compression ratio and maximizes fuel efficiency. Improved flame propagation reduces soot, while also increasing cylinder efficiency. The updated D13, available in the Volvo VN, VHD and VAH models, offers a fuel efficiency improvement of up to 2.5% compared to the previous D13. These engine enhancements were also included in the 2017 Volvo D13 with turbo compounding. The 16-liter Volvo D16, the largest engine in its class, offers power and reliability for hauling heavy loads, with horsepower ranging from 500 to 600 (373 to 447 kW), with 1,650 lb-ft (2,237 N·m) to 2,050 lb-ft (2,779 N·m) of torque. Available in the VNL and VNX models, the D16 is suited for line-haul and heavy-haul operations.

Related Volvo press releases: http://www.volvogroup.com/group/global/en-gb/volvo%20group/worldwide/volvo-group-north-america/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151633&News.Language=en-gb http://www.volvogroup.com/group/global/en-gb/volvo%20group/worldwide/volvo-group-north-america/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151634&News.Language=en-gb http://www.volvogroup.com/group/global/en-gb/volvo%20group/worldwide/volvo-group-north-america/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151636&News.Language=en-gb http://www.volvogroup.com/group/global/en-gb/volvo%20group/worldwide/volvo-group-north-america/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151637&News.Language=en-gb

Fleet Owner / March 22, 2016 New 2017 engines get 2.2% to 6.5% better fuel efficiency versus previous generation Retooled engines and a variety of transmission and total powertrain enhancements are on the way from Volvo Trucks North America (VTNA) later this year and on into 2017. Volvo’s retooled D11 engine features a 2.2% fuel efficiency improvement versus the previous 2014 model along with several enhancements: a new two-piece valve cover; new common rail fuel system that helps boost fuel savings while quieting the engine; new wave pistons that improve fuel/oxygen mix for cleaner burning; an assembled camshaft that reduces weight by 27 lbs.; shimless rockers; and a power boost to 425 hp. Volvo said the new D11 production will start in January 2017 Volvo’s revamped 2017 D13 engine offers a 2.5% fuel efficiency gain versus its 2014 predecessor, using the same new common-rail fuel system, wave pistons, and assembled camshaft as found in the 2017 model D11, along with a new two-speed coolant pump on XE models that boosts fuel economy by 0.5%. Volvo is also offering 100 ft.-lbs. of extra torque for the 455 hp of this engine, increasing overall torque to 1,850 lb.-ft. Production for the new D13 will begin in October this year. In mid-2017, Volvo plans to roll out a D13 engine featuring turbo-compounding, which adds another 50 hp via waste heat recovery, offering a further 3% fuel economy boost versus the “regular” 2017 D13 model. “This will allow fleets to cruise down highway in one extra gear, further improving fuel efficiency,” noted Wade Long, Volvo’s director of product marketing. He added the D13 with turbo compounding will be aimed at highway applications where steady-state speeds offer the best environment to maximize fuel savings. Long noted that no major changes are being made to the 2017 D16 model compared its previous 2014 iteration, with the D16 maintaining its iron-zeolite catalyst, eliminating the need for sulfur regeneration. Production for the tweaked 2017 D16 model begins in January 2017. Volvo is also rolling out other enhancements to its aftertreament system and I-shift automated manual transmission (AMT) for 2017: - A new one-box exhaust aftertreatment system (EATS) that combines a diesel particulate filter (DPF) with the selective catalytic reduction (SCR) and diesel exhaust fluid (DEF) doser into a single unit. - That EATS package also features a new copper-zeolite coating that improves low temperature oxides of nitrogen (NOx ) conversion for improved emissions. - The new design configuration results in better thermal performance for improved efficiency, smaller packaging requirements and an approximately 17-pound weight reduction compared with the two-box unit. - The new one-box EATS will be standard on the D11- and D13-equipped powertrains. The two-box solution will remain on the D16. - An I-Shift featuring “Crawler Gears” for applications requiring a slow speed and maneuverability – applications such as concrete mixers with curb-pouring capability, asphalt paving, spreaders, dump trucks, heavy haul and line painters, as well as heavy haul and up to 220,000 lbs. GCW or more with application approval. - One I-Shift with Crawler Gear version features 14 forward gears, including one low crawler gear (19.38 gear ratio) and one ultra-low crawler gear (32.04 gear ratio), which can operate down to 0.6 mph with 3.58 rear axle ratio - The second features 13 forward gears, including one low crawler gear (17.54 ratio). - Available as an overdrive in Volvo VHD, VNX, VNM and VNL models, the I-Shift with Crawler Gears can be spec’d with Volvo D11, D13 and D16 engines. - A new “I-See” system, launched this week in North America, that will work in tandem with the I-Shift transmission. It “learns” the topography of the road, memorizes it and stores it in the transmission for use the next time the driver travels the routes; storing up to 4,500 different hills. - I-See is designed to optimize gear shifting on rolling hills and hilly terrain, building speed before the hill, then curbs speed before the crest, Eco-Rolling down the hill and engine braking if necessary.

Transport Engineer / March 21, 2016 Burnley-based Express Freight Solutions has taken delivery of its first Renault vehicles, two 44-tonne Range T 6x2 tractors – and managing director Mark Jones is now planning to use the new vehicles to incentivise his drivers. The decision came following an impromptu sleepover in the cab of a Range T at Truckfest, as Jones explains: “I was actually sleeping in a tent at Truckfest, so when a member of the Renault Trucks team said I could spend the night in the cab of a Range T, I jumped at the chance. “I couldn’t believe how comfortable it was; it was better than my own bed at home! Seriously, though, I was so impressed by the Range T and the overall package on offer that I decided to bite the bullet and buy my first-ever Renault trucks.” Supplied by dealer JDS Truck & Van Blackburn, the new vehicles join Express Freight’s 95-strong fleet. “I know that drivers are getting pickier in terms of what vehicles they want to drive, but my boys have been bowled over by the new Range Ts which are currently being used for pallet and chilled distribution,” says Jones. “That’s why I’m introducing a reward system for drivers that stay with us for a certain period of time and consistently do a good job – I will start buying new Range Ts for them to drive.” Photo gallery - http://www.transportengineer.org.uk/transport-engineer-news/express-freight-incentivises-drivers-with-renault-trucks/116939/

Fleet Owner / March 21, 2016 ConMet (Consolidated Metco) has added a new lightweight version of its TruTurn brake drum. Called TruTurn Lite, the new brake drum is designed and manufactured to be up to 10% lighter than standard drums without sacrificing strength and performance. “All of the attributes that have made TruTurn one of the best brake drums on the market are built into TruTurn Lite,” explains Beto Dantas, ConMet’s VP of Marketing, Strategy, and Innovation. “And, just like TruTurn, these new drums are constructed using our own “turned-to-balance” process, which makes them run smoother, cooler and longer.” ConMet’s “Turned-to-Balance” machining process improves drum strength by eliminating the need for weld-on weights and balance cuts. Not only does this process make our drums stronger, but it creates other advantages such as uniform thermal expansion for reduced brake pulsing, and improved heat transfer, so the drum and its linings stay cool. Braking force is more evenly distributed, and occurrences of vibration and “judder” are minimized. With each stop, TruTurn brake drums maintain lower temperatures, improving both durability and brake performance. Traditional cast brake drums are only machined on the inside, which can cause inconsistencies in the walls of the drum and lead to drum cracking from ‘hot spots’ and uneven heat distribution. TruTurn Lite brake drums are machined inside and out, so 95% of their surface area is precisely shaped to ensure dimensional consistency. The new brake drum will be available beginning May 1. http://www.conmet.com/products/brake-drums/truturn-lite-brake-drums/ FYI - ConMet (Consolidated Metals Co) started out in 1964 as the Portland-based aluminum foundry subsidiary of Consolidated Freightways, producing the company's aluminum truck components. Many here will also remember the ConMet fuel/water separator. Sold from 1965 into the 1990s, it was a Mack factory option.

Cut in Vehicle

Platooning