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Volvo Group Press Release / March 15, 2016 Volvo Trucks is launching a new member of the I-Shift family: I-Shift with crawler gears. The new gears, which are added to the automated transmission, provide exceptional startability for trucks carrying heavy loads in demanding situations. The system is entirely unique for series-produced heavy trucks. Volvo Trucks' new version of I-Shift makes it possible to add up to two new crawler gears. This means, among other things, that the truck can move off from standstill and transport a gross combination weight (GCW) of up to 325 tonnes. "I-Shift with crawler gears offers an entirely new scope for heavy trucks with automated transmission to regulate their speed when crawling slowly and reversing. The driver can haul a heavy load without worrying about getting into situations that may lead to costly standstills," says Peter Hardin, Product Manager FM and FMX, Volvo Trucks. With the new crawler gears, the truck can drive at speeds as low as 0.5-2 km/h. This helps immensely during precision manoeuvres such as in construction and maintenance tasks. "The vastly improved driveability and startability with the new crawler gears makes the driver's job far easier when operating in difficult terrain on slippery surfaces with heavy loads, such as at construction sites, in mines or in forests. The heavier the transport operation and the poorer the surface or the terrain, the more the driver gains from a truck with crawler gears," explains Peter Hardin. For haulage firms carrying out heavy transport operations on demanding surfaces as well as regular highway driving, crawler gears also offer considerable flexibility and the possibility of improved fuel economy. "I-Shift with crawler gears makes it possible to start off from standstill in extreme situations. Combining them with a suitable rear axle ratio that optimises engine revs at high speeds results in lower fuel consumption on the highway. This is a significant benefit to haulage firms doing this kind of work," says Peter Hardin. Depending on application area, I-Shift is available with one or two forward crawler gears, and with or without two reverse crawler gears. Reverse crawler gears make it possible to reverse extremely slowly, which is a major advantage when reversing manoeuvres require immense precision. Facts, I-Shift with crawler gears - I-Shift with crawler gears is a further development of Volvo Trucks' I-Shift automated transmission. - The new version of I-Shift has been specially developed for excellent startability and for driving at particularly low speeds. - I-Shift with crawler gears can allow driving as slowly as 0.5-2 km/h and can handle starts from standstill with a gross combination weight of up to 325 tonnes, which is unique for series-produced trucks with automated gearboxes. - The transmission is available as either a direct-drive or overdrive gearbox with one or two crawler ratios. It is also possible to specify two extra reverse crawler gears. - The crawler gears are integrated into the I-Shift transmission. In order to handle the high loads involved, several components are made of high-strength materials. The gearbox is 12 cm longer than a conventional I-Shift unit. - I-Shift with crawler gears is available for Volvo Trucks' 13- and 16-litre engines in the Volvo FM, Volvo FMX, Volvo FH and Volvo FH16. Ratios, I-Shift with crawler gears - In a gearbox with one crawler gear the ratio is 19:1 in a direct-drive gearbox, or 17:1 in an overdrive gearbox. (The ratio of the lowest gear in a regular I-Shift direct-drive gearbox is 15:1.) In a direct-drive or an overdrive gearbox with two crawler gears the lowest ratio is 32:1. - The ratio of the lowest reverse gear is 37:1 in a direct-drive gearbox. Links See the film on Volvo Trucks YouTube channel (link) See the animation on Volvo Trucks YouTube channel (link) Download the images at Volvo Trucks image gallery (link)

Ford Trucks Press Release / March 4, 2016 Eighty commercial truck journalists took part in the launch event of the new AMT-equipped medium- and heavy-duty Cargo range in Brazil. With these new models, Ford Trucks expands its Cargo portfolio to 34 models, one of the largest in the country. Developed by Ford engineering in Brazil in a partnership with Eaton, these new automated manual transmissions (AMT) allows automatic or manual gear shifts. Designated “Torqshift”, both 10 or 16 speed models are available. The Cargo 1723 are powered by a Cummins ISB 6.7 rated at 230 horsepower. The Cargo 1729 and 2429 are ISB-powered at 290 horsepower. The Cargo 1933 features the 8.9-liter Cummins ISL delivering 334 horsepower. The new AMT Cargos will compete with MAN and Mercedes-Benz trucks. The new line consists of six models, with capacities ranging from 16 to 45 tons: Cargo 1723 Torqshift 4x2 rigid Cargo 1723 Kolector Torqshift 4x2 refuse chassis Cargo 1729R Torqshift 4x2 rigid Cargo 2429 Torqshift 6x2 rigid Cargo 1729T Torqshift 4x2 tractor Cargo 1933T Torqshift 4x2 tractor Ford Brazil Cargo “TorqShift” (Eaton) AMT availability Cargo 1723, 1729R, 1729T and 2429 Eaton model EA-11109LA 10-speed AMT Ratios - 17.04, 11.87, 9.19, 6.85, 4.91, 3.53, 2.60, 1.94, 1.39, 1.00 Reverse - 16.13 Oil capacity - 10L Cargo 1723 Kolector Eaton model EA-11109LB 10-speed AMT Ratios - 15.28, 11.87, 9.19, 6.85, 4.91, 3.53, 2.60, 1.94, 1.39, 1.00 Reverse - 13.84 / 3.92 Oil capacity - 10L Cargo 1933T Eaton model F-11E316D 16-speed AMT Ratios - 17.64, 14.91, 11.81, 9.99, 7.93, 6.71, 5.30, 4.48, 3.75, 3.17, 2.64, 2.23, 1.77, 1.50, 1.18, 1.00 Reverse ratios 17.64 / 14.91 Oil capacity - 13L Related reading: https://www.fordcargotorqshift.com.br/galeria http://www.fordcaminhoes.com.br/cargo-torqshift

Today’s Trucking / March 14, 2016 This is the last video test drive ever made of Caterpillar's CT680 work truck. Caterpillar announced in February that it would discontinue production of the truck. Too bad. Cat's line of vocational trucks have a growing a loyal customer base. According to an announcement from Caterpillar, keeping up production of the truck would have required a massive investment it could not justify. “Remaining a viable competitor in this market would require significant additional investment to develop and launch a complete portfolio of trucks,”says Ramin Younessi, vice president, Caterpillar’s Industrial Power Systems Division, “and upon an updated review, we determined there was not a sufficient market opportunity to justify the investment.” In this Focus On test drive of the CT680L, we look at the performance of the truck with an emphasis on the powertrain, steering and turning radius, ease of control and the truck's functionality. We liked the truck and you probably would have as well, but you'll have to settle for a used one. Related reading - http://www.bigmacktrucks.com/topic/43877-driving-impresions-of-cats-ct680l/#comment-322950

Transport Engineer / March 11, 2016 Parcel delivery giant TNT has retained DAF Trucks at ‘major supplier’ status following the provision of 150 Euro 6 DAF LF 7.5-tonners and 60 Euro-6 DAF CF 400 tractor units during last year (2015). TNT runs most of its DAF tractors on overnight trunking between hubs, averaging 160,000km a year; its 7.5 tonne delivery vehicles averages 30,000km per year. “We’re aiming for 50 to 60 drops from each [local delivery] vehicle every working day,” explains TNT UK national engineering manager Steve Davis. “That makes for a very demanding low mileage, high intensity operating profile, and that means we need trucks that can be relied on to perform day in, day out.” As for why 7.5 tonners, given the fast disappearing ‘grandfather rights’, Davis says: “The loss of grandfather driving rights has been significant, but only up to a point. “Yes, it has focussed us all on the optimum vehicle weights for the more recently qualified drivers coming through, but there is another issue. “There are still a huge number of weight and access restrictions around the UK above 7.5 tonne, so my personal view is that 7.5 tonne vehicle operations still have a good future.” Commenting on the choice of DAF trucks, however, Davis says: “There are always a number of reasons why we select any vehicles, and typically these will include their day-to-day and overall operational performance levels, fuel consumption, reliability and driver acceptance. “With DAF, though, a further factor is added on top of all those considerations, which is that the trucks are simply a very good fit for our duty cycles.” TNT manages the bulk of its service, maintenance and repair in-house, through its own on-site workshops. However, Davis says that local DAF branch support is still valued for warranty work and prompt parts support. Photo gallery - http://www.transportengineer.org.uk/transport-engineer-news/tnt-selects-daf-trucks-again-and-sticks-with-7-5-tonners/116617/

Tatra Trucks Press Release / March 11, 2016 The world's largest exhibition focusing on mining machinery and construction equipment, BAUMA 2016, will be held from April 11 to 17 at the Munich Exhibition Centre. We would like to invite all of you to visit our stand (no. 349) in Hall B4, to see a presentation on the world’s best all-wheel-drive vocational trucks. The new, high productivity 10x10 all-wheel-drive Euro-6 Tatra Phoenix with rear steering axle is making its global debut at the BAUMA 2016 show. Featuring a 510 horsepower Euro-6 Paccar MX-13 engine, 7-speed Allison automatic transmission, all-wheel-drive, air-suspended Tatra chassis, planetary hub reduction gears and central tyre inflation system, the truck has excellent traction for operation over the most difficult terrain. The payload of up to 40 tons in combination with high transport speed and a completely new, heated conical VS-Mont body gives the vehicle the nature of a highly productive transport vehicle. The second truck we’ll have on display is a 6x6 all-wheel-drive Euro-6 Tatra Phoenix concrete mixer fitted with a Liebherr HTM 604 body. Our guests at BAUMA will be able to test drive Tatra trucks as well. We have prepared a TATRA Off-Road Show, where you can try, apart from construction vehicles, to ride the Dakar racing special, Tatra 815. Take advantage of this unique opportunity to try a TATRA vehicle at during the BAUMA trade fair! The test track is prepared at the premises of Kieswerke Ebenhöh, Luss plant, Moorkulturstr., 85467 Neuching, about 20 km from the Munich exhibition, where you can arrive by car or use the shuttle transport from the Munich Trade Fair. The vehicles are available to visitors from 12.00 to 7.00 p.m. For better organization, please register here. All registered persons will receive a voucher for a one-day admission to Bauma 2016. Tatra Trucks is exhibiting at BAUMA 2016 together in cooperation with our local distributors TSCHANN Nutzfahzeuge, Metallbau & Fahrzeughandel FRIEDRICH and WIRAG AG Nutzfahrzeuge. Photo gallery - http://www.tatratrucks.com/about-the-company/press-and-media/news/tatra-trucks-at-bauma-2016/

Kenworth Truck Company Press Release / March 10, 2016

Kenworth Truck Company Press Release / March 10, 2016

Volvo Group terminated Mack E9 V-8 engine production at Hagerstown in 2003. Mack Trucks had planned to re-launch the E9 V-8 in 2003 with Bosch electronic unit pump (EUP) injection, the leading injection technology at that time and in use by most truckmakers including Renault and Cummins-Scania (HPI). Revisions allowed the Mack E9 to meet the latest EPA standards while delivering superb power and fuel economy. However, Mack engineering was snubbed by Volvo Group. Volvo cancelled the pedigreed Mack E9 in favor of the upcoming Volvo D16 (rebadged as MP10). For 2017, Volvo is finally launching common rail fuel injection in the US market. In 2014, Volvo introduced common rail fuel injection on its global market Euro-6 (near EPA 2010). Scania introduced common rail fuel injection (Cummins-Scania XPI) for its Euro-4 and Euro-5 spec engines way back in 2004. Even most Chinese truckmakers had standardized on Bosch common rail fuel injection (with Bosch EDC7 electronic management) by 2010. (As much as I liked the ultra-reliable mechanical American Bosch (AMBAC) injection pumps years ago, I can assure you that Bosch common rail fuel injection is even more reliable!) Like the 16.4-liter Euro-6 rated Scania DC16 V-8 rated up to 730 horsepower in truck applications, an SCR/DPF and Bosch ultra-high common-rail equipped Mack E9 V-8 (with now industry-standard CGI block) would meet EPA2010 emissions standards, and prove far superior to the Volvo D16 (aka MP10) in both performance and customer following (listen to and satisfy the customer!). The E9 V-8, a signature Mack product, will forever be a legend in the US truck community. The successful Mack E9 was the envy of the competition, having the V-8 truck segment all to itself.

The Mack Trucks V-8 Engine Range Model Liters Horsepower Torque Note ENDD864 14.16 237 @ 2,000 930 N.m @ 1,400 END864 14.16 255 @ 2,300 866 N.m @ 1,700 END864B 14.16 270 @ 2,300 911 N.m @ 1,800 ENDT864 14.16 325 @ 2,300 1,068 N.m @ 1,600 ENDDT865 14.19 285 @ 1,900 1,308 N.m @ 1,400 ENDT865 14.19 325 @ 2,100 1,491 N.m @ 1,350 ENDT866C 14.19 355 @ 2,100 1,410 N.M @ 1,500 ENDT866 14.19 375 @ 2,200 1,410 N.m @ 1,600 ETAZ1000 16.36 400 @ 1,900 2,060 N.m @ 1,230 ETAZ1005A 16.36 400 @ 2,100 2,060 N.m @ 1,230 EM9-400 16.36 400 @ 2,100 2,061 N.m @ 1,230 (55% torque rise) EM9-400R 16.36 400 @ 1,700 2,061 N.m @ 1,230 (23% torque rise) E9-440 16.36 440 @ 1,800 2,027 N.M @ 1,300 (16% torque rise) E9-400 16.36 400 @ 1,900 1,796 N.m @ 1,300 (20% torque rise) E9-450 16.36 450 @ 1,900 2,027 N.m @ 1,300 (20% torque rise) E9-500 16.36 500 @ 1,900 2,251 N.m @ 1,300 (20% torque rise) EE9-500 16.36 500 @ 1,900 2,000 N.m @ 1,300 Europe – Renault Magnum AE500 EE9-520 16.36 520 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE520 EE9-530 16.36 530 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE530 EE9-560 16.36 560 @ 1,900 2,450 N.m @ 1,300 Europe – Renault Magnum AE560 EN9-500 16.36 500 @ 1,900 2,173 N.m @ 1,300 Australia / New Zealand EN9-525HP 16.36 525 @ 1,900 2,251 N.m @ 1,300 Australia / New Zealand EA9-575HP 16.36 575 @ 1,900 Australia / New Zealand EA9-610HP 16.36 610 @ 1,900 2,779 N.m @ 1,300 Australia / New Zealand E9-700 (French Army) 16.36 700 @ 2,400 TRM 700-100 tank transporter E9-750 (French Army) 16.36 750 @ 2,400 AMX-30 B2 main battle tank E9-900 (French Army) 16.36 900 @ 2,400 Two-stage turbocharging (4 turbos) E9-1000 (French Army) 16.36 1,000 @ 2,400 Two-stage turbocharging (4 turbos) DME-9-500 16.36 500 @ 2,100 Daytona Marine Engine DME-9-550 16.36 550 @ 2,100 Daytona Marine Engine DME-9-700 16.36 700 @ 2,500 Daytona Marine Engine DME-9-720 16.36 720 @ 2,500 Daytona Marine Engine DME-9-750 16.36 750 @ 2,500 Daytona Marine Engine DME-9-820 16.36 820 @ 2,500 Daytona Marine Engine DME-9-880 16.36 880 @ 2,500 Daytona Marine Engine DME-9-925 16.36 925 @ 2,500 Daytona Marine Engine

What some of the world's truck operators have to say about their pedigreed Mack V-8 engines: Once again, I took my E9 at 87,000lbs gross up I-81 to I-84 from PA to Boston MA and averaged 6.7mpg. Life is good with a V-8. I've been approached by more people in the last year than I ever have wanting to buy my Superliner E9. I just tell them no because there is nothing out there today that will replace it or even come close to it. Their next question is where can they get one. I just wish they had showed interest in E9's when they were in production, maybe we could still get one today. The funny thing is most of these guys are driving Ca- powered Pete's and KW's. I had a time trying to explain to a friend he was wasting his time trying to outpull my E9 on hills. He bought a new Pete with a 475 high torque CAT- that didn’t work. Then he took it to 550 - that didn’t work. Then he bought a 625 ecm for it and I sold the truck but I doubt it would have done it either. First off, the MP10 isn't cheap to produce because it's a niche product that can share few parts with the more common Volvo 11 and 13 liter engines. A V8 has the cost advantage that the cylinder dimensions will be similar to a smaller 6 and can share many parts and thus be built at lower costs. Second, Volvo's argument that the V8 didn't sell in sufficient volumes is bull- If Volvo had offered the V8 worldwide like Renault did the volumes would have been adequate, especially in markets like Scandinavia where 52 and 60 ton GCW limits are common. What Volvo doesn't comprehend is the emotional draw of the V-8... Sort of like how the distinctive sound and feel of Harley's V-Twin alone sells a lot of bikes. I was in South Dakota yesterday and saw over a dozen 13 axle double trailer "road trains" and even a 17 axle one. But not a single one was pulled by a Mack, they we're all hooked to Paccar products. One of the most memorable SD "road trains" in my experience was pulled by a V-8 powered Superliner... I could identify it's unmistakable roar before it came into sight! If Volvo had allowed Mack to revive the V8 in a new Superliner chassis, Mack would be the best selling truck in the high GVW states of the west and Canada. On my ride in South Dakota yesterday I saw at least a dozen 13 axle grain trains and the 17 axle side dump train I posted over at www.gearheadgrrrl.com. SD has no maximum weight limit or overall length limit, just Formula "B" and the trailers and dolly in a doubles train are limited to 81-1/2 feet in length. Thus those 13 axle trains can run at around 150k GCW and the 17 axle train about 170k! So these trucks are running at twice the STAA weight limits of 80k GCW, and it's not rocket science that they need twice the horsepower and torque. Even the MP16 at SD maximum weights is going to be the equivalent of a 300 HP torqueless wonder 8 liter "midrange" engine. An MP8 isn't gonna cut it at these weights, and the Mack V8 was just gettin' warmed up at the 500 HP rating with 700 HP and higher ratings waiting in the wings. Then factor in the easier packaging of the V8..... For Canada and a lot of permit haulers the Titan is about a foot too long. Imagine if the V8 Mack was still on the market, drawing in buyers with its efficiency and power, and hooking 'em with it's lusty lyrics! I think the last CL with an E9 is in Hagerstown at the powertrain plant. It is equipped with V-MAC technology and everything about it is computer controlled. Many people have tried to buy it but as far as I know it's still there. I have been told that the E9 was going to make a come back in 2003, it was beating the six bangers in fuel economy on the test stands and conforming to all the EPA standards but the Volvo purchase took place in 2002 and the E9 program was canned to make way for the MP-10/D-16 engine. I have 2 E9's running right now. One in a 1987 Superliner with a E9-400 that's never been pumped up, and the other in a 1990 Superliner with an E9-500 that's pushing 600-650 hp. Every truck driver I have ever talked to has a V8 Mack story. They either tell you about one they drove and how well they liked it or how one blew their doors off. If you ever drove one that was right you don't want anything else. I am currently doing an in-frame overhaul on mine which is the 1990 Superliner. Parts are getting very expensive but no more than any other comparable engine. I'm going to have between 6k and 7k in this overhaul not counting labor. My friend with a C15 550 CAT just spent more than that overhauling his engine. I have 2 spare E9 engines and I think while parts are still available I'm going to start building another one for the next go round cause I don't want nothing else. Most people that I have talked to really like that E9 V8 engine. In talking with the folks at the Mack museum, some of the development stuff is still proprietary but I met someone from the Mack plant at the Macungie show last week and he will try to put me in touch the some folks in Hagerstown. Apparently, they still hand-build a few E9's per week for export only. Once I have some names, I'll make a trip down there and see what materials that might be available for public consumption. My Dad and I both had a couple of E9's I swear by them. Once you have one it's hard to go back to anything else. The only major things we ever had was on the 94 CL E9 500 had some bad injector o-rings and she filled the crankcase right up with fuel when it was almost new. the 90 Superliner E9 400 my Dad blew a coolant hose off on a and got it a little too hot and it dropped a valve seat and cost him a head, piston and liner about 5or 6 months later. and the 92 MH E9 450 I had had a couple of pitted liners and put coolant in the oil, I did an in-frame on it and still have the engine now in my 89 Superliner. I'd just like to add my bit about the mighty V8 Mack engine. While I will agree to some of the comments made about EPA regulations, the point is that it could have been achieved. But I don't think Volvo wanted to at the end of the day. The new MP10 is just a Volvo engine. It is NOT a Mack engine. You can paint it red, call it MP10, say that it is a monster of an engine, but it still a Volvo engine. Here in Australia, the so-called “new breed” Mack are just rebadged Volvos. I believe that this Volvo's way of destroying the brand just so they can use the Mack name to push there product. If I wanted a Volvo, I would have bought one. I DON'T LIKE THEIR TRUCKS, and I couldn't care how good they are. If the v8 was to continue to be produced, then people would still buy the V8. Like the guy before said, Scania, Benz and MAN can do it then, so could have Mack. They are just making excuses to justify their decision not to. I think the thing that pisses everyone off about Volvo is the fact that Volvo keeps replacing Mack parts with Volvo parts. Now on the other hand if you look at a company like Daimler who owns Freightliner and western star they have taken the Detroit diesel engine designed and built here in the USA and are using it in their own trucks in the USA as well as Germany . In my opinion Mack truck would have been a better company today if it was part of the Freightliner western star group they probably would still be using their own engine design as well as many other of their own designs from yesteryear. I was at a meeting with Detroit Diesel just before the DD13 thru 16 came to market and was told by the German representative that the motors were a joint venture including not only Detroit America engineers but mechanics as well from both countries. So I think that American engineering is to be respected as well. Now this is where Volvo need's to come down from there high horse and start to respect the American consumer. WE DON'T LIKE BEING PIS…ED ON AND TOLD THAT IT'S RAINING!!! Volvo never built a drivetrain like Mack and never will. But they are going to try and that will be the downfall of the “Greatest Name in Trucks”! They keep pushing aside American engineering an technology, and think their engineers are the greatest thing since ice cream. I talked with a man in KY who had 12 [Mack V-8s] in RW's and CL's. The newest was a 95 and he had already retired 8 more current trucks. All had over 500,000 miles hauling coal 120,000lbs at a time. He adjusted the valves and retorqued the head bolts every year, did rod and main bearings at 500,000 and had only had two go down. He told me one that went down only had 45,000 miles on it and Mack rebuilt it under warranty and it was still running. The other had a valve seat come out of a head around 650,000. I talked to him for hours just listening to someone that seemed to know what he was talking about. In his opinion, it was a great engine and when his trucks were finally wore out he was getting out of the business. He had tried an ETECH 460XT, Cummins N-14 525 and Cat 3406E 550, and none of them pulled the hills and lasted like the Mack E9. He told me to replace my rod and main bearings every 500k and to run the overhead and torque the head bolts once a year. And if I ever had a head off, he said to replace all the head gaskets and bolts and start with the once a year thing again and I wouldn’t have any issues. I’ve noticed driving my last E9 truck that they don’t need to be revved more than about 1600 to do anything. If you run em higher, you just burn more fuel. Just let the engine do the work (not your foot) and take care of it and you will be fine. Our [Mack E9 V-8] ran 30,000 hours. It started to seep coolant into the oil and we tore it down and did a complete overhaul. All that was wrong was one liner had some pitting. We have all 8 pistons and 7 liners for spares just in case. E9s are awesome engines. (BMT’s very own Logtruckman)

The Scania V-8 Celebration - “Get the Feeling” http://www3.scania.com/en/V8/GB/Celebration/ The V-8 in 3D The sound of the Scania V-8 The Facts The History V-8s around the world Downloads: V-8 Screensaver and V-8 mobile ringtone

Scania Group Press Release / March 10, 2016 Today we celebrate the International V8 Day. V8 engines have found a place in everything from Rolls-Royce cars to Scania trucks, boats, buses and even motorcycles. Meet Italian transport company owner Orfeo Nogara who fell in love with the V8 the second he heard the rumble. Orfeo Nogara was 22 when he purchased his first Scania truck (http://www.scania.com/group/en/v8-flower-power/). The year was 1987 and, having decided to become a truck driver, Nogara went with his father to purchase a 450 hp V8 from a family friend who was a Scania dealer. From that humble beginning, Nogara’s transport business has grown to include a fleet of 30 Scania trucks, all of them equipped with Euro 5 and Euro 6 V8 engines. “I fell in love with Scania and its V8 engines from the moment I turned the key and heard the rumble of the engine in my first truck,” he says. “And in a career spanning almost 30 years, their performance and reliability have always helped me do my work well.” Based in the village of Sandrigo, Veneto, about 75 kilometres to the west of Venice, Trasporti Internazionali Nogara Orfeo has long specialised in transporting flowers and food. “Our main business involves collecting fruit and vegetables from a big food depot in Verona and transporting the best Italian produce to northern France, the UK, Germany, Belgium and the Netherlands,” Nogara says. “Once the goods are delivered, we travel to Amsterdam to collect Dutch flowers to be transported quickly back to Italy.” Using Scania’s powerful V8 engines to transport fruit, vegetables and light and delicate loads of flowers may seem like overkill. However, Nogara is quick to explain why these engines have always been his first choice. “The V8 trucks are fast and very reliable,” he says. “They allow my drivers – there are always two per truck – to travel non-stop from departure to arrival while maintaining high average speeds. As for mechanical problems stopping trucks on the road, I can only remember that happening twice in almost 30 years of working with the more than 100 Scania V8 trucks that have served my business.” Nogara says speed and reliability are fundamental to the company. “Fruit and vegetables have to be delivered fresh to the various markets,” he says. “Cutting transport times and never having to stop along the way is essential to satisfying our customers. Scania V8 trucks have always helped me achieve this objective.” Nogara has remained loyal to Scania in recognition of both the good work done by the company’s V8 engines and the excellent advice and support provided by Scandipadova in Padua, the dealer from which he has purchased all his Scania V8 trucks. “I feel at ease with Scania and my local dealer, and I really don’t see why I should change a winning combination,” he says. “What’s more, having bought so many Scania trucks, I feel like a small shareholder in this Swedish company.” International V8 Day Today we celebrate the International V8 Day. On this day in 1932, the first Ford V8 engine left the factory. While it wasn’t the first V8 engine produced, a new casting method meant that Ford could now produce the engine at lower cost and in higher volumes. Since then, V8 engines have found a place in everything from Rolls-Royce cars to Scania trucks, as well as in boats, buses and even motorcycles. The big attraction to enthusiasts is the sheer power of the V8 and its distinctive rumble. Follow the festivities in social media using the#V8Day hashtag.

Commercial Motor TV - sponsored by DAF Trucks / March 10, 2016

Heavy Duty Trucking / March 10, 2016 A hybrid electric-drive trailer tandem is being developed by group of engineers who promise substantial fuel savings and fast payback. The device, which for now has no official name, is under road testing and should be ready for the market in mid-2017, according to officials at Hyliion Inc., in Pittsburgh, PA. The system captures energy during braking and as a tractor-trailer runs downhill, and reapplies energy through a drive axle to help the truck launch and accelerate from a standstill and run uphill. Operation is completely autonomous and, except for an on-off switch, the driver has no involvement. The system’s electronic controls read road, terrain and speed conditions and try to keep a vehicle at a desired speed, said Thomas Healy, the company’s founder and CEO. Healy has raced various kinds of automobiles and said he had an "a-ha!" moment when he observed the 18-wheel transporters that hauled the cars. He wondered why the rigs couldn’t be altered to capture and use power like the hybrid electric car he now drives. Hyliion, the company’s name, means hybrid lithium ion, which is the type of battery that’s part of the system, said Robert Culbertson, the company’s marketing director. The firm started up about a year ago to perfect the idea and market a product. “We’ve been trying it out with different battery combinations and different motor combinations,” he said. “A lot of our supplies are going down in price, so it’s becoming cost-effective as well as environmentally beneficial” because of the fuel savings, which is estimated at 21% for the electric-drive tandem alone. Trailer aerodynamics would save more. The system would more than meet trailer targets in the proposed Phase 2 federal greenhouse-gas and fuel economy regulations, Healy said. When its design is finalized, the product will be a complete tandem with axles, brakes and suspension that would replace a trailer’s existing tandem, he said. He said the switch can be done quickly, and three people at Hyliion have changed out a tandem in under 30 minutes. He envisions trailer builders eventually offering the electric-drive tandem on new trailers. The suspension can be mechanical or air-spring, and a sliding tandem is the first type planned. A suspension supplier is being discussed. Included will be a fairing mounted ahead of the tandem to smooth air flow and protect electronic, electrical and mechanical components from grime and debris. How It Works A truck drive axle with a differential substitutes for one of the standard trailer axles. A 300-hp Remy motor-generator transmits energy to a battery pack that nestles between the rails of the slider box. When power is needed, electricity is sent to the motor, and it propels the trailer through the axle diff and shafts to the wheels. The prototype uses a belt and pulleys to transfer power between the diff and the motor-generator that’s mounted above. Production models will mount the motor within the differential so the motor is gear driven. “We’ve been working with Dana on determining differential gear ratios,” said Healy, a mechanical engineer. “We think there’ll be one set for an operator who does pickup and delivery and another for highway use.” Electronic controls use an algorithm to process data gotten from wheel sensors and GPS monitoring, then determine what road speed should be maintained. Controls know when there’s wheel slip and alter energy capture and power that’s applied, he said. It works with the tandem’s anti-lock braking system to become electronic stability control, enhancing safety. He said Hyliion is working with Bendix on the ABS-related apparatus. The hybrid-electric tandem weighs 400 to 500 pounds more than a standard tandem, but much of that would be offset by changing from dual wheels to wide-base singles, suggested a test driver whose testimonial is featured on the company’s website, www.hyliion.com. An Auxiliary Power Unit (APU), Too Energy captured in the battery pack can be tapped to run air conditioning and heating in a sleeper cab, Healy said. A reefer unit might also be powered from the batteries. For sleeper-cab cab HVAC, voltage would be stepped down from 400 to 110 by an inverter that’s part of the electronic controls. Depending on ambient temperatures, there’d be 20 to 30 hours’ worth of power available. Because the system doubles as an auxiliary power unit, federal law would exempt 400 pounds of its weight from the 80,000-pound gross weight limit, so “the truck wouldn’t lose any payload,” Healy said. The APU function would take total fuel savings to about 31%. Projected price for a complete tandem is $29,500, but high projected fuel and dollar savings would supply a payback in as little as six months, he said. A lease-purchase plan would cost $500 per month for five years, and monthly fuel savings would more than cover that. “We’ve got this 80,000-pound vehicle moving around, so why can’t we get some energy out of it?” said Culbertson in recalling the idea that set development in motion. “The parts are pretty well tested, the motors, and it all works.” Photo gallery - http://www.truckinginfo.com/news/story/2016/03/hybrid-electric-drive-trailer-tandem-being-developed.aspx

MAN Truck & Bus Press Release / March 9, 2016 Salzburg-based company Quehenberger Logistics has decided to renew its fleet with MAN long-distance trucks. Pursuant to the framework agreement, 500 highly equipped TGX trucks in three versions (tractor units with a combination of leaf springs and air suspension, tractor units with full air suspension and 3-axle vehicles with container swap body) will be delivered upon request in business years 2016 and 2017. "The link between Quehenberger and MAN is history. This is because, just like Quehenberger, MAN is a company with long tradition, too. We appreciate this continuity and the quality of MAN vehicles" – the owners of Quehenberger Logistics, CEO Christian Fürstaller and CFO Rodolphe Schoettel reply when asked about the reason for their choosing the Munich-based company. All vehicles are equipped to run on biodiesel. To minimise fuel consumption, many components of the EfficientLine models have been adopted, such as the Aero package with spoilers to improve aerodynamics as well as Air Pressure Management (an air compressor that can be disabled). Apart from these, a comprehensive safety package is also crucial for Quehenberger who therefore ordered cruise control with automatic distance control (ACC), lane assist (LGS) and brake assist (EBA) for all vehicles. The vehicles will be run on an operating lease scheme which thus encompasses a maintenance contract and a return agreement as well. Duration of use is 36 months with 150,000 km a year. Quehenberger Logistics is an international expert for transport management, network and contract logistics, based on its own comprehensive general cargo network in Austria as well as numerous other facilities in Eastern and Southeast Europe. With a total of more than 2,600 employees, Quehenberger Logistics offer a wide range of transport and logistics services. Photo gallery - http://www.corporate.man.eu/en/press-and-media/presscenter/MAN-get-a-large-scale-order-from-Austria-239104.html

Big Wheels MY / March 9, 2016 Tata Motors, India’s largest commercial truck manufacturer recently launched its new Signa medium and heavy truck range at the at the 2016 SIAM Auto Expo. Tata showcased three variants from the new Signa range – the 4923.S 6x4 tractor, the 3118.T 8x4 rigid and the 2518.K 6x4 tipper. The Tata Signa 4923.S tractor has a gross combination weight rating (GCWR) of 49,000kg (108,027lb). It’s powered by a proven and reliable electronically-controlled Tata-Cummins ISBe 5.9-liter common rail engine delivering 227 horsepower and 850Nm of torque, paired with a nine-speed Tata G1150 transmission and Tata RA109SRT drive axle. The Tata Signa 3118.T 8x4 rigid is available with both steerable and lift axle options. With a Gross Vehicle Weight (GVW) of 31 metric tons (68,343lb), the Signa 3118.T is powered by a world-class Tata-Cummins B5.9 engine rated at 178 horsepower and 675 Nm of torque, delivering best-in-class fuel efficiency and long engine life. The Tata Signa 2518.K is 6x4 vocational truck for construction and mining operations. With a Gross Vehicle Weight (GVW) of 25 metric tons (55,116lb), the Tata Signa 2518.K is powered by the legendary Tata-Cummins B5.9 rated at 178 horsepower and 675 Nm of torque. A wide range of factory-installed bodies are available. With its smartly designed interior cab, the new Signa range offers drivers abundant space, improved ergonomics and lower NVH levels for a superior in-cab experience. Tata’s proprietary “Fleetman” telematics system empowers fleet operators with a more connected experience, to better manage their transport business through optimum driver, vehicle and fuel management. Tata Motors also launched the all-new Ultra 1518 medium truck. Featuring an extended cab design, the Ultra 1518 is designed to enhance operational efficiencies for a commercial vehicle operator, with faster turnaround. Behind the standard three seats, a narrow bunk can be specified for short rests. “For over six decades, Tata Motors have played a significant role in defining India’s commercial vehicles landscape, recognizing customer needs, introducing game-changing product and categories, touching the lives of millions every day,” said Ravi Pisharody, Executive Director, Commercial Vehicle Business Unit, Tata Motors. “Today’s launch of the new Signa range and Ultra 1518 is a showcase of that strength, presenting years of hard work, along with world-class engineering, commercial vehicle design and technologies, all aimed at increasing fleet efficiency, at the same time attracting the best drivers. With these commercial vehicle offerings, we hope to bring modern trucking mainstream, addressing emerging needs, for a safe, comfortable and connected commercial vehicle experience. “At the Auto Expo 2016, we also have on display our capabilities across the commercial vehicle spectrum, with technologies powering the future of goods and passenger movement,” Pisharody added. “From our hydrogen-based fuel-cell technologies to our CNG hybrid bus, Tata is set to revolutionize the commercial vehicle industry in India, and I am convinced that we’re setting new benchmarks for the entire industry.” Photo gallery - http://www.bigwheels.my/2016/03/tata-signa-trucks-take-the-stage/ Press Release - http://www.tatamotors.com/press/tata-motors-launches-its-new-signa-range-of-commercial-vehicles/

Tax abatement to help Peterbilt expand Denton Record-Chronicle / February 21, 2016 Peterbilt will soon begin a $23 million expansion of its current plant in Denton, now with the help of a tax abatement from the city. The Denton City Council recently approved a 70 percent tax abatement for eight years, which means the company will get about $822,000 in incentives. “Peterbilt is pleased with the City Council’s vote and we look forward to breaking ground for the expansion of our Denton manufacturing facility,” said Leon Handt, assistant general manager of operations, in a statement. “Peterbilt is proud to be the largest private employer in Denton County and we enjoy a positive working relationship with the city and county of Denton. This expansion will allow us to continue to grow and increase the efficiencies of our operations.” The expansion, the first in 16 years, will add 17,500 square feet to the property to help increase production. It will increase dock doors and expand out from two different points on the building. The renovations won’t interfere with current production. Crews are producing more than 250 trucks per day, said Aimee Bissett, director of economic development for the city. The expansion comes after the company added 500 jobs in 2014, and so far this year has added 200. In 2014, production levels increased 32 percent. When Peterbilt opened in Denton in 1980, it had just 83 employees. Even before the hires this year, Peterbilt was the top private employer in the city, according to the most recent city report from October 2014. At that time, they had 2,100 employees. Bissett said six local companies expanded and three companies relocated to Denton in 2014 because of Peterbilt’s growth. “This may be the most growth of any organization in this community — certainly a commercial organization — not only for what they do but for what they’ve brought in as well,” said Jim Engelbrecht, a City Council member.

Heavy Duty Trucking / March 7, 2016 Peterbilt Motors Company recently broke ground on a 102,000-square-foot expansion to its heavy-duty truck manufacturing facility in Denton, Texas. The expansion includes a new building that will increase the plant's production and testing capacity and is expected to be operational in January 2017. It is part of a multi-phase plant improvement project that already has increased receiving capacity on the east side of the plant and added an expansion to the west side of the plant. The third phase will be completed in October, creating a new painted parts storage and retrieval system on the second level of the building. “This expansion is Peterbilt’s largest facility investment since the construction of the Denton plant and it will make a significant impact on our operational efficiencies,” said Darrin Siver, Peterbilt general manager and Paccar vice president. .

Transport Engineer / March 7, 2016 Milton Keynes-based distributor RPL Logistics has taken delivery of six Renault Range T tractors, after a competitive deal through BRS “really made the difference”. Supplied by dealer Renault Trucks Chiltern, the 44-tonne Range T480.26s join RPL’s 32-strong fleet for UK-based general haulage which includes newspapers, consumables, liquid inks, food and drinks, DIY and building supplies. The vehicles are supplied by BRS on a full, three-year, 160,000km per annum contract which covers road tax, tyres and on-site repair and maintenance, including at weekends to minimise vehicle downtime. RPL’s operations director Danny Wright also says positive experience of Renault Magnums and a longstanding relationship with the dealer were key factors. “We’ve had a long relationship with Renault Trucks Chiltern that spans over 15 years; they listen to our requirements and are committed to providing reliable trucks together with first class back-up service. “We’ve been running Renault Magnums for many years and have found them to be great long range trucks. Business is good so we were looking for replacement and additional vehicles for our fleet and the new Range T was the natural choice.” The Range Ts are specified with the optional Comfort Pack – boosting driver appeal – which includes fridge, alloy wheels, automatic emergency braking system and lane departure warning system. Wright adds: “The competitive deal through BRS really made the difference. It included everything we needed and the on-site, weekend servicing is fantastic, as it doesn’t impact on our customers’ delivery schedules.” Photo gallery - http://www.transportengineer.org.uk/transport-engineer-news/rpl-logistics-expands-fleet-with-six-44-tonne-renault-range-ts/116405/

Renault Trucks Press Release / March 4, 2016