kscarbel2

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

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

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

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

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

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

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

Oil contamination remains a massive problem. Customers are running around with several quarts of diesel in their crankcase, and Volvo says "they'll stand behind it." But that of course is only during the warranty period. After that, you're hung with a prematurely worn engine because of diesel contamination. And pity the unknowing second owner who buys one of these trucks used.

Press Release / April 12, 2016 Penske Automotive Group announced today that its Premier Truck Group subsidiary (www.premiertruck.com) has completed the acquisition of Harper Truck Centres, a Freightliner, Western Star, Thomas Built Bus and Fuso commercial truck dealership group located in Ontario, Canada. Penske Automotive Group Chairman Roger Penske said, "This is an outstanding acquisition for our business and complements our partnership with the Freightliner and Western Star brands. Daimler Trucks North America has a strong market share and presence in the Canadian marketplace, providing a solid foundation for the future growth of our business." Harper Truck Centres has five dealership locations in the greater Toronto market area and services Highway 401, a major truck thoroughfare between Buffalo, New York, and Detroit, Michigan. The acquisition is expected to generate approximately $130 million in annualized revenue for Penske Automotive Group. Premier Truck Group President Richard Shearing said, "This acquisition provides us with immediate scale in the marketplace. Harper Truck Centres has built a strong legacy of providing commercial vehicle sales, service and support in the Canadian marketplace for more than 20 years, and we welcome their employees to the Premier Truck and Penske Automotive Group team."

MAN Truck & Bus Press Release / April 12, 2016 MAN's D3876 engine for trucks, construction machinery and agricultural engineering applications was crowned 'Diesel of the Year 2016' at Bauma 2016, with the panel of judges citing its innovative concept as the grounds for their decision. The prize has been awarded by the Italian trade magazine DIESEL for the past 11 years. The panel, comprised of journalists from several motoring publications, was impressed by both the fundamental concept and the high-strength materials of the D3876, which brings together a new six cylinder in-line engine and tried-and-tested MAN D20/D26 engines. "This makes the D3876 a newly developed engine which at the same time still possesses experience garnered over millions of kilometres," enthused judge and editor of DIESEL and DIESEL International Fabio Butturi. Taking this concept as their starting point, MAN engineers have achieved numerous technical innovations in the development of the D3876. Top-down cooling, domed valves, steel pistons, fire rings and common rail injection of up to 2500 bar all contribute to making the D3876 an incredibly reliable and cost-effective, yet refined engine. At IAA 2014, MAN Truck & Bus presented the then newly developed 15.2 litre, six-cylinder in-line D3876 LF0x diesel engine: a powerful, highly efficient and extremely reliable truck diesel engine for demanding transport tasks. At that time, the D3876 LF0x was the new top model in the MAN Euro 6 range of engines, thanks to its powerful torques of 2500 to 3000 N.m and power outputs of 520 and 560 horsepower (382 and 412 kW) for long distance and towing vehicles, and 640 horsepower (471 kW) for heavy goods vehicles. This was followed by the unveiling of the further development of the D3876 as an engine for installation in agricultural engineering and construction machinery at Agritechnica 2015 and Bauma 2016. The D3876 LE12x offers a power spectrum of 565, 612 and 660 hp (415, 450 and 485 kW) for forage harvesters, crawler excavators and a huge range of other applications. Cutting edge exhaust gas recirculation and SCR technology ensures that the engine easily meets the Tier 4 final and CARB US emission standards, as well as EU Stage V. .

Fleet Owner / April 12, 2016 Keary Mueller has worked in the trucking industry since the 1980s, and ever since he can remember, there’s always been a driver shortage. Today, Mueller is chief operating officer of the Customized Solutions Group at A. Duie Pyle, a less-than-truckload (LTL) carrier fleet operating in the Northeast. From his perspective, Mueller told Fleet Owner that driver turnover has always been about compensation for the time spent on the job. So to keep its driver turnover rate under 10%, Mueller said Pyle offers plenty of incentives, including: - Annual pay increases - Driver training and its Truck Driving Academy - Annual meetings to communicate strategic visions with drivers - Driver survey process “A happy employee is a profitable employee,” Mueller said. “I believe that you have to be willing to accept employee feedback and then follow up in that process. That’s what’s different at Pyle.” Technology and capital investments are major players as well. Due to the ever-changing world of technology, there can be a lot of resistance and an initial pushback among drivers. However, Mueller said he has seen a higher acceptance, especially when in-cab devices and mobile apps help reduce paperwork and time. “If you’re able to have a technological application that saves people time, that’s a win,” Mueller said. Mueller advises against running a fleet of aging or poorly operating equipment, as it will drive qualified employees away. It’s about knowing how to track the resources you need and bring them to your company, he noted. “The aging of the commercial truck drivers is here,” Mueller explained. “When figuring out how to attract the younger population and make the industry attractive, pay, technology and equipment are all important factors.” Another carrier figuring out how to retain its drivers is Mercer Transportation is a Louisville, KY-based company that hauls mainly flatbed freight. The company relies on owner-operators exclusively and has 2,500 currently signed on. Dale Corum, operations manager at Mercer, told Fleet Owner that keeping drivers is a challenge, particularly when becomes freight scarce and drivers look to other carriers. “The good thing is a lot of them come back,” Corum said. “But that’s always a frustration. Anywhere you go, the pay is pretty close; we [carriers] are all fighting the same fight. From a dollars and cents perspective, if you work hard you can make good money.” Brian Helton, Mercer’s marketing and media relations manager, said the biggest issue among drivers he sees is that they need more time to spend with their families. In an effort to meet the needs of its drivers, Mercer started a mentoring program to share knowledge and training practices. Corum explained the program began a year ago as a way to provide drivers with mentors and more resources. “If the drivers feel like we’re trying, that we heard their voice, that means a lot,” Corum said. “So we keep our ears to the ground. Mentoring is about sharing knowledge and we know it’s making a difference.” Corum added that the company is expanding more into dry vans – it’s got 600 operating now and looking at potentially establishing a trailer pool. Many of its drivers are more open to dry van work, and because flatbed work is so physically demanding, Corum explained going to dry van allows drivers to work three or five more years before retiring. Another big challenge Corum mentioned is figuring out how to help owner operators keep up with new rules and regulations, getting them to use new technology like ELDs, and providing them with safety training. He said Mercer is receiving some pushback from drivers regarding ELDs, but the company is mandating their use by July 1 this year. “We need to convince the drivers we are fighting with them, not against them; we’re affected by the very same rules they are dealing with,” Helton explained. “All of our jobs need to be compliant.” The changing driver pool is also presenting new challenges to Mercer and other carriers like it. Helton explained that some 20 to 30 years ago, a driver would change the brakes on his own truck. But that’s no longer the case. A lot of drivers today don’t have that experience – that savvy – from growing up in trucking, Helton explained. That’s why companies like Pyle and Mercer have incentive-based and mentor-type programs in place – to retain the qualified drivers they do have and to keep them in the loop of what’s to come.

Fleet Owner / April 12, 2016 Engine OEMs Cummins and Paccar share thoughts on smaller powerplants If smaller engines are a good fit for your fleet's operations, you could be losing out on savings by spec'ing too big. Along with Fleet Owner's feature examining smaller engines being used in heavy trucks, we got some insight on when fleets can choose smaller engines in the 9-12L range, and what advantages and disadvantages they can expect if they take the plunge. Here are some comments from Mario Sanchez-Lara, director of on-highway marketing communications at Cummins, and Charles Cook, market segment manager for Paccar. We asked them questions in four areas regarding smaller engines: (1) trends coming into play, (2) advantages and new technology, (3) applications, and (4) maintenance and resale. What trends are you seeing with smaller engines? Sanchez-Lara: "Drivers want more time to spend with their families. In addition, commerce is evolving with online shopping, which is driving the need to have goods ready to ship and deliver to consumers faster. These two mega trends are impacting the transportation model, and there is adoption of a 'hub and spoke' system [i.e., distribution centers or 'hubs' and arterial routes going outward like 'spokes' of a wheel]. "There is also increasing usage of intermodal transportation (rail to trucks, or boat to trucks, etc.). These factors are reducing travel distance, and payload is not always maximized. Because of these, the trucks can get the job done with less power to get from point A to point B and back again. This is why the market for smaller engines has grown. "Regulations and incentives are driving efficiency gains as well. Trucks are becoming more aerodynamic with lower rolling resistance tires, and more fleets are leveraging electronic control features to assist the driver in efficient and safer operation. The cost of equipment has increased significantly, however, driving longer trade cycles and higher durability expectations. "Here is where the old adage applies: 'There is no replacement for displacement,' which is evident with the broad adoption of engine downspeeding leveraging the higher torque that big bore engines deliver at lower RPMs. "We at Cummins see more proliferation of truck and trailer configurations that need multiple engine sizes/displacements and multiple types of transmissions to deliver optimized operating efficiency. We anticipate proliferation of optimized vehicle specifications for the very diverse North America on-highway transportation industry." Cook: "Our dealer networks have a very solutions-based approach to helping customers get the exact spec they need to meet their operational requirements while minimizing their operational costs. Some customers learn they can get the same performance and work done with an 11L engine versus a larger one while gaining improved fuel economy and increased payloads, and it becomes an easy decision to make. "So it's a trend that has been building, and it's part of a larger approach to spec'ing smarter in general — lightweight components, aerodynamic fairings and driver comfort features, for example. "Every fleet wants more payload, better fuel economy and improved driver recruiting and retention tools. Getting the spec right can help accomplish of all of these things. Smaller engines are increasingly a significant part of that larger trend." What advantages can a smaller engine offer? How does technology factor in? Sanchez-Lara: "Similar to what we have seen in passenger cars, truck engines are adopting dual overhead cams, variable timing, high-pressure common-rail fuel systems, multi-stage turbocharging and sophisticated materials like compacted graphite iron on blocks and head castings. "All of these technologies bring higher cost as well as increased complexity, which requires comprehensive validation in order to meet reliability expectations. Increased power density vs. durability is a tradeoff between medium-bore and big-bore engines that some are willing to accept." Cook: "An 11L engine will save weight, improve fuel economy and lower operational costs. If it meets the performance needs for the customer, it makes good business sense. "That said, it won't always be the right fit — some fleets do need additional power. Our dealers work individually with customers to determine their needs and spec solutions. "Engine technology is always advancing, and 11L engines today deliver far more horsepower and torque than they did a decade ago. Fleets can realize weight and fuel savings while still getting the performance their drivers want and their routes demand." What heavy trucking applications could a smaller engine handle? Sanchez-Lara: "There are a lot of factors that go into choosing the right engine: load size, trip mileage, cruising speeds, geography, elevation, and more importantly, the fleet's performance and durability expectations that derive from its business goal. "In general terms, 9-13L engines are attractive to fleets that target a lower cost of equipment, more payload and 3-4 year trade cycle and place less importance on residual value. Many fleets continue to opt for big-bore engines above 13L — mostly to leverage power at lower RPMs and harvest the benefits of downspeeding, which are less stress on the engine, better fuel economy and higher residual value." Cook: "Selecting the right engine for the application is critical. Some considerations include where the truck will be operating, weight of the average load and a long-term view of the total cost of ownership, including resale value. "We at Paccar have ongoing training for our staff and our dealers to ensure we are able to help our customers not only choose the best engine for their application but the best overall truck spec to help them be more successful. We approach this as a partnership; our customers must be successful before we can be successful." What about maintenance and resale with smaller engines? Sanchez-Lara: "Our medium-bore engines including the ISL9 enjoy preference in the market segment where increased payload is keen. In general, their maintenance intervals are shorter, but the cost of some aspects of it is more cost-effective. "Smaller engines on big chassis offer lots of space with great serviceability. Cummins products are known for the rugged heavy duty design providing competitive residual value, though not as high as our flagship ISX15 15L." Cook: "Like the Paccar MX-13 engine, the MX-11 has a rated B10 life of one million miles. This means both those engines are designed and tested so that 90% of the engines produced will reach 1 million mi. without a major overhaul. "Additionally, from a maintenance standpoint, oil and fuel filter change intervals for the Paccar MX-13 and MX-11 engines have been extended to 60,000 miles for on-highway applications to further reduce operating costs."

Transport Topics / April 12, 2016 Daimler Trucks North America announced that it will voluntarily recall nearly 9,000 model year 2015-2016 Freightliner Cascadia trucks manufactured from March 24, 2014, through Nov. 9, 2015, over the possibility of an overheated connection on Bergstrom Parksmart HVAC auxiliary units. The truck maker said there may be inadequate contact between the electrical connector on the compressor and electrical pins and the overheated connection can increase the risk of a fire. DTNA put the number of trucks potentially involved at 8,865. The recall is expected to begin on May 7, 2016. “Overheating of the compressor connector on units built with the open style compressor connector cap has resulted in a small percentage of potential fires (one tenth of one percent, 0.1%),” Bergstrom wrote the National Highway Traffic Safety Administration. The two companies investigated the issue themselves from July 2015 to February 2016. DTNA said it decided in March to issue the recall. On April 1, NHTSA acknowledged receipt of DTNA’s letter that it would conduct a recall. NHTSA said DTNA will notify owners, and dealers will replace the connector caps. Additionally, dealers will replace the harnesses if there is evidence of heat discoloration. These repairs will be performed free of charge. Owners may contact DTNA customer service at 800-745-8000. DTNA’s recall number for this campaign is FL-703. Owners also may contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 888-327-4236 (TTY 800-424-9153) or go to www.safercar.gov.

Automotive News / April 12, 2016 Ford Motor Co. plans to begin a sweeping overhaul of its 63-year-old research and engineering campus near Detroit this month, transforming an inefficient hodgepodge of buildings into a “modern, green and high-tech” environment that centralizes more employees to encourage collaboration and innovation. Changes detailed by the automaker today include a new design center to replace the sprawling product development center and historic design dome, a more walkable layout and a building that showcases Ford’s commitment to sustainability by creating zero waste and generating its own energy. The new product campus, expected to be mostly complete within seven years, will be served by a network of autonomous vehicles, on-demand shuttles and electric bikes, Ford said. Ford also said it would renovate its nearby world headquarters building, known as the Glass House, starting in 2021. It’s planning a new home for Ford Motor Credit Co. connected to the Glass House and other changes to its immediate surroundings to be finished by 2026. “As we transition to an auto and a mobility company, we’re investing in our people and the tools they use to deliver our vision,” Ford CEO Mark Fields said in a statement. “Bringing our teams together in an open, collaborative environment will make our employees’ lives better, speed decision-making and deliver results for both our core and emerging businesses.” The project, which involves rebuilding more than 7.5 million square feet of workspace in Dearborn, Mich., first was reported in June 2015 by Crain’s Detroit Business, an affiliate of Automotive News, which cited real-estate sources who estimated the cost at $1 billion. Ford, which announced the plan to its employees in a webcast this morning, didn’t say how much the work would cost. It’s aimed at helping the company attract and retain top talent, particularly as cutting-edge technology companies in Silicon Valley increasingly compete with automakers for engineers and other highly skilled employees. It also will significantly reduce energy use and the amount of time employees spend traveling to and from meetings. “They’ve been spread out, and that makes for an inefficient way for employees to interact with each other,” Donna Inch, CEO of the Ford Motor Land Development Corp., said in an interview. “It’s very tricky because we have to keep our operations going and at the same time transform the campus. That’s why it’s a 10-year plan.” The product campus will be able to accommodate 24,000 employees, double the number who work in the buildings there now, by consolidating offices scattered around Dearborn. Renderings show a series of new buildings oriented around a central green area that would replace the main thoroughfare bisecting the campus, which President Dwight D. Eisenhower dedicated in 1953. Roads and parking garages would be closer to the perimeter rather than in the middle as they are now. The campus would be anchored by a 700,000-square-foot design center with studios and an outdoor design courtyard. Ford said its current design dome will be turned into an event venue. “Just as the Rouge manufacturing renovation completed in 2003 set a new standard for sustainability, we expect to do the same as we transform our campuses into a modern, efficient complex that enhances the environment,” Ford Executive Chairman Bill Ford said in a statement. “This project incorporates thoughtful ways to improve the environmental footprint of our facilities, while creating a vibrant workplace that inspires our employees.”

Buy a good used Mack TS442 manual via Amazon or other. Mack publications "should" still sell it as well.

There's only one "right" steering gear. Do you have a 12,000lb front axle (Mack FAW 537) ? i.e., no slave steering gear on the right side. If so, you have a Ross integral HFB-64. Great gear with long life. Ross became TRW, which from last year was acquired by Germany's ZF. (For many years, we used the superb HFB-64 series in everything, MH, R, U, DM600S, MR, RD6, RB and RW.....different housings of course) Give TRW's steering systems division a call (765-423-5377). TRW offers factory-reman gears. Provide them with the Mack 20QC part number per your truck's model and serial number. (What is it, by the way?) TRW introduced the new TAS series a while back which remains their main product. Ask TRW if they have a TAS equivalent to your gear. http://trucksteering.trw.com/contact_information http://trucksteering.trw.com/sites/trucksteering.trw.com/files/pdf/Tasgear.pdf

Ford Improves F-150 to Score Top Rating in Insurer Safety Test Bloomberg / April 12, 2016 Ford Motor Co. added more structural protection to the 2016 F-150 SuperCab to improve the pickup’s safety rating to “good” from “marginal” in the latest crash tests by an insurer group. The Insurance Institute for Highway Safety tested the F-150 SuperCab as well as two body styles of pickups each from General Motors Co., Toyota Motor Corp. and Fiat Chrysler Automobiles NA. Only the Ford truck received a “good” rating in a 40 miles-per-hour crash designed to mimic a partial head-on collision, according to an IIHS statement Tuesday. The improved test score for the F-150 SuperCab helped it earn the group’s Top Safety Pick designation, joining the F-150 SuperCrew version. Full-size pickups are among the top selling and most profitable vehicles in the U.S., and safety ratings are critical to the contractors and ranchers who buy them. “We commend Ford for taking last year’s test results to heart and upgrading protection for the SuperCab occupants in small overlap crashes,” Raul Arbelaez, vice president of the IIHS Vehicle Research Center, said in a statement. “Ford is leading the way among large pickup manufacturers when it comes to protecting people in a range of crashes.” The F-150 SuperCab is an extended-cab model, with two smaller rear doors and compact second-row seats. The SuperCrew is a crew-cab model, with full-size rear doors and second-row seats. In the so-called small overlap crash test, GM’s Chevrolet Silverado 1500 Double Cab and GMC Sierra 1500 Double Cab got “acceptable” ratings, as did Toyota’s Tundra Double Cab. Crew Cab versions of the two GM models and the Toyota truck were rated “marginal,” as were FCA’s Ram 1500 Crew Cab and 1500 Quad Cab. “No single test determines overall, real-world vehicle safety,” Lisa Barrow, a Fiat Chrysler spokeswoman, said in an e-mail. “Every FCA vehicle meets or exceeds all applicable motor-vehicle safety standards.” Toyota is “evaluating the test results with the goal of finding new ways to continuously improve the performance of Toyota trucks and to further enhance the safety of out vehicles,” Cindy Knight, a spokeswoman for the company, said in an e-mail. The Tundra models meet or exceed all federal safety standards, she said. GM spokesman Tom Wilkerson declined to comment about the test scores. Extra Support After getting a marginal rating on its 2015 F-150 SuperCab, Ford added extra safety supports already found in its larger SuperCrew version. The company said it reinforced the rocker panels and added wheel blockers and nylon hinge pillars to the F-150 SuperCab to better control crash forces. “We spent thousands of hours engineering, designing and developing multiple safety features that work together in the event of an accident” Raj Nair, Ford global product development chief, said in a statement. In 2012, IIHS began conducting the small overlap test to measure how vehicles perform in a crash designed to simulate an oncoming car drifting over the center line or running into a tree or telephone pole. .