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Approach pays off for president Big Rigs / May 29, 2015 Volvo Group Australia president Peter Voorhoeve is not your regular company head. He hails from Holland and moved his family half way around the world to take the top Aussie job 18 months ago. When you think of company leaders, you tend to picture ruthless men with phones strapped to their ears. Mr Voorhoeve is more likely to give you a hug than a vice-like handshake - and he takes the time to personally deliver trucks to some of his customers. His approach has seen the Volvo Group beat long- standing top truck sellers Kenworth in the 2014 sales stakes - something he tells Big Rigs he didn't set out to do. In fact, Director, Marketing & Communications for the group Julie Skerman corrected us, saying it was her words at last year's media conference that she wanted Volvo to be number one. Mr Voorhoeve says he always wanted Volvo to be number one in customer satisfaction, but admitted that would ultimately get them to the top of the sales ladder. There's still work to do he concedes but they're a long way towards their goals. He tells us that the last 18 months he's been in Australia and the new role has been "very good". "It's a very exciting market." He brought his entire family with him to Australia, his wife, son 9 and daughter who has just turned 11. They've adapted to the country and like the Australian way of living - Mr Voorhoeve said it was easy to adapt to the Aussie way of life. He said the Australian truck market was "interesting" because it was so different here than anywhere else in the world. "We take transport by truck a couple of steps further for instance than what we do in Europe, with road trains and PBS applications. As a manufacturer you need to be really technically well equipped to be able to meet all the customer demands." It makes the company work on better designed products for specific applications. "What my goal was, and still is by the way, is that we want to be number one in customer satisfaction. "I think it's a bit easy to say I want to be the number one truck builder. At the end of the day everybody wants that. "What I specifically want for this organisation…is that we are leading in customer satisfaction. "I want to be seen really as the truck manufacturer, or transport solution provider, that cares." "That is there for its customers and that doesn't stop, so to speak at the sale of the truck." He wants the Volvo group to be known for its customer-centricity and going the extra mile. "That's where I want to be leading, that's where I want to be recognised. "And then normally sales follow." "Let's face it at the end of the day transporters do not only buy trucks for fun...they're professional operators, they need to transport goods from A to B they want it in the most efficient way possible, we need to make sure that we support them in that job. We call it uptime," he said. "Especially now days with an economy that is not what it was a couple of years ago. That demand for uptime and efficiency only becomes louder." Mr Voorhoeve said it wasn't a fast process like turning on a "light switch" and it wasn't moving slower or faster than he had hoped. "It's something you need to earn." But he's not saying that the group was bad in customer satisfaction, instead that's where they want to focus with the products and services on offer. "We see it happening." Mr Voorhoeve is hands on when it comes to customer service, getting behind the wheel whenever he can, delivering trucks to some customers. Sales outcome Last year, with the three brands together Volvo Group ended with a 24.6% sales share, which saw them become the number one brand. "I think Kenworth last year was at 23.5% and Volvo Group were at 24.6%...I think it was the first time in many many years that we ended up as number one in heavy duty," Mr Voorhoeve said. "Today quarter one we are at 24.5% Kenworth is at 25.3%." "You know how many trucks it is? 22 (trucks)." Tough times The market is not "fantastic" at the moment. When it comes to truck sales were 14% behind last year's quarter and Mr Voorhoeve doesn't think we'll sell much more than 10,000 trucks. "We all know the investment in mining is over. "At the same time exploration, so the amount of coal and ore that we take out of the ground is volume records high … At relatively low prices. "What you see is an economy that was completely mining operated, and from that source there's less money coming into the country. "But there is still economical growth in Australia. That's coming out of other areas. I think the whole economy now has to shift and is shifting from mining related to non-mining related. "We're being helped by an Australian dollar that is going down." "I hope that in 2016 the Australian economy and Australian industry has readapted to this new economic reality." "Let's not forget 10,000 new trucks in the heavy duty market from historical perspective is not so bad. But I don't see any miracles happening quite soon. "I've always believed in standing next to your customer, helping him or her. And of course in these days where everybody is looking for efficiency, customer centricity, customer satisfaction is what you need. That's the right strategy."

TruckSales / April 12, 2017 Volvo Group Australia head Peter Voorhoeve* says a new Mack is coming to the Australian market, possibly by the end of 2017. When asked if the rumoured Mack upgrade was happening, Voorhoeve said: "It will be a big change, yes, absolutely! Literally a next century kind of thing." Former Scania Chief Martin Lundstedt was wooed to Volvo to be the Global President of the Volvo Group. His first move was to change the marketing structure of brand ‘homelands’ to brand silos, each with its own profit centre. We asked Peter Voerhoeve if it was a case of a new broom? "Martin Lundstedt has a very strong customer focus and top-line focus," says Voerhoeve. "I think he saw that all the brands are unique and need separate attention. I think it is not so much a new broom because we are not hiring and firing people, we are just working in a different way. I think the changes have been his way of saying that only economy of scale and cost efficiency is not enough to run a company with. By focusing on the brands he makes a statement: This company is not just about cost levels alone, this company is about brands and customers." TruckSales: Before Martin Lundstedt’s appointment as Volvo Group president, Olof Persson headed up the big multinational. His tenure as the Big Boss only lasted four years. What wasn’t working? Peter Voerhoeve:: I’ll start with what was working. Olof consolidated the different companies [acquired by Volvo]. With Volvo Trucks, Mack, UD, Renault, Volvo Construction Equipment and so on there was no synergy. Olaf came in and created that synergy and drove the processes a bit harder. I don’t think he did anything wrong quite frankly, but the Board said at a certain moment, okay we have driven the economies of scale, we’ve driven the efficiency program, that’s now finished and now we need someone who will focus more on the customer and the market and the Board decided that would be Martin Lundstedt. Twenty years ago with Leif Johansson as President, the Volvo Group changed from being a single-branded car and truck manufacturer into a multi-branded commercial vehicle operation. Then came Olof Persson. He started consolidating, centralising, working our efficiency up and our cost levels down because it was very necessary. And now with Martin Lundstedt we have to work on our customer focus. Now with the company going back to a brand-based organisation, it is actually reinforcing the setup that we have here with a separate Volvo truck sales organisation, with a separate Mack truck sales organisation and a separate UD truck sales organisation but with multi-branded service organisations. TS: With two years at the wheel, has VGA met your early aspirations? Peter Voerhoeve:: My focus over the last two years has always been service, service, service. Care for the customer. I said to everyone that I want to be first in customer satisfaction, more so than in market share. I believe that sales follow service. I think the biggest challenge has been that I would like to get consistent service at all our service points. We don’t have bad and good service points but there are still differences and we have to create that same customer experience over all the service points. We investigate customer scores and they are going in the right direction. We are well distributed over the different sectors. I’m not sure that any one sector is more profitable or lucrative than the other sectors because everybody has the same profitability expectations. The mining boom was lucrative because customers had no patience, it was, 'I don’t care what it costs, get me that truck!' That has now changed for everybody. Now customers have time, they can look at the price and say ‘if I don’t get in January, I’ll get it in February.’ I think the price pressure has increased enormously in all the different sectors. Mining is less than it was in terms of volume, general logistics is pretty good, with seen improvements in the rural sector with increased beef prices, general freight is doing pretty good. But lucrative? I’d hardly say there are any lucrative sectors. TS: What is happening with UD and Isuzu? Peter Voerhoeve:: In order to get ready for the next emission regulation, we have decided to work together with Isuzu. We have enough stock of our current range to last a couple of years. By the time we are ready we will have an OEM agreement in place with Isuzu. We will have the same commitment with the new trucks as we have with today’s models. TS: Do you see growth in the lighter end of the truck market with the change in personal delivery platforms and digital connectiveness? Peter Voerhoeve:: Definitely in the light duty area, the three tonners, there will be growth. You see it right now if you read the truck market reports. Truck sales are increasing but not in the heavy duty segment. It’s mainly light duty and that is to do with how our behaviour as consumers is changing. * Amsterdam-born Peter Voorhoeve has headed Volvo Group Australia since November 2013.

TVNZ - One News / April 12, 2016 New figures show a spike in the number of heavy truck licenses converted from India in 2015, and it's concerning officials. It comes after allegations that an AA booking agent in East Auckland was selling New Zealand driver licences for between $500 and $5000. ONE News has seen evidence that a heavy truck licence was offered for sale at $3500. New figures from the New Zealand Transport Agency (NZTA) show a 349 per cent increase in conversions of heavy truck licenses from India the same year it's alleged they were being sold. NZTA says two separate reviews of the driver licensing system are now underway in response to allegations of potential fraud at agent outlets being investigated by the police industry body, the Road Transport Forum, which says it is keeping a close eye on the official investigations. Spokesperson Ken Shirley says there's a shortage all around the world of competent qualified heavy combination drivers so "we welcome overseas drivers". "But, they must have the right qualifications and our authorities have an obligation to make sure that those licenses are valid and not either fraudulently issued or obtained," he says. NZTA Spokesperson Celia Patrick says immediate action will also be taken for any licenses found to have been inappropriately issued. She says, "a range of actions could be taken depending on the circumstances for each license holder, including cancelling licenses or requiring license holders to re-sit practical driving tests". Video - https://www.tvnz.co.nz/one-news/new-zealand/one-news-investigation-spike-in-heavy-truck-licences-following-alleged-sale-fakes

Transport Engineer / April 12, 2016 Volvo Trucks has announced that operators can now benefit from fuel savings of up to 5%, thanks to upgrades to its FM, FMX, FH and FH16 models – delivered via engine efficiency and aerodynamic improvements to cabs and chassis. The latest improvements have now been introduced on updated engines which comply with the Euro 6 Step C regulation and aerodynamic optimisations made on the Volvo FH cab, with some weight optimisations on the chassis. Several changes have been made to engines, primarily the D11 and D13 versions, says Volvo. These include low-friction pistons, an improved turbo, a higher compression ratio, an enhanced camshaft and software updates, all of which contribute to the fuel reduction. Among the measures that will improve the aerodynamics and reduce air resistance include redesigned front spoiler, air deflectors, mudguards and a tighter wheel housing on the FH models. “Since fuel accounts for a third of hauliers' costs, every drop counts. We are constantly working on improving the fuel efficiency of our vehicles,” says Claes Nilsson, president of Volvo Trucks. “These are a number of small improvements that can ultimately lead to significant savings,” he adds. Fuel savings will depend on the truck specification and application. For a Volvo FH on long-distance operations, says the manufacturer, combined optimisations can improve fuel consumption by up to 3%. In applications such as timber transport, a saving of up to 4% can be achieved if the truck has the new I-Shift automated transmission with crawler gears and the new liftable tandem axle.

Transport Engineer / April 11, 2016 JL Priestley Bulk Services has expanded its fleet with five new Renault vehicles – three 44-tonne Range T tractors and two 32-tonne Range C 8x4s. Supplied by dealer Thompson Commercials (Boston), the Lincolnshire-based operator’s new additions come with a four-year full R&M contract. The Range Cs feature high roof sleeper cabs and are fitted with an Aliweld fixed high-side monocoque tipping body with hydraulic-operated tailboard, purpose-designed to match JL Priestley’s recycling operations. Good experience with the dealer was a key factor, says transport manager Paul Clark, as were truck features and performance. The Range T, he says, was a logical progression from its existing Renault Premiums. Plus, he says: “We found the Range C’s cab layout to be excellent and with all the strength and protection around it, coupled with the vehicle’s impressive payload of 19860kg, it’s an excellent choice for our operation. He adds: “Our drivers love them, too, and the icing on the cake is that we are getting an initial mpg increase of 0.4% and it’s still very early days.” .

Allison unveils latest off-highway fully auto transmission Transport Engineer / April 11, 2016 Allison Transmission is launching a fully automatic transmission for off-highway trucks today (11 April 2016) at the Munich BAUMA exhibition. Dubbed 6630ORS, Allison’s latest off-highway series transmission is an evolution of its 6000 Series, which it says delivers increased durability and performance. New engineering aspects include an internal damper and updated torque converter turbine, with what Allison describes as improved vane geometry as well as anodised surface treatment. Allison says the new transmission is a response to growing demand for articulated haulers carrying larger payloads. It points to Bell’s new 55-ton-capacity articulated dump truck, which now incorporates the Allison 6630ORS – also on display at Bauma. Additionally, Bell Equipment is showcasing its first B45E truck with an Allison 4700ORS transmission, which (along with its B40E and B50E models) will be moving from a sox-speed to the seven-speed transmission. This brings improved gradeability due to the deep first range and smaller ratio steps, resulting in better performance and fuel efficiency.

The new-for-2015 Delphi "F2E" common rail fuel system for Euro-6 (and EPA2010) spec engines is utilized on the 10.8-liter Volvo/Renault/Mack D11K/DTi11/MP7, 12.8-liter Volvo/Renault/Mack D13L/DTi13/MP8 and 16.1-liter Volvo D16K (16.1L). As you can see from the attached link, Delphi's F2E was designed to facilitate installing (retrofitting)) common rail onto an engine originally designed for unit pump injection (EUP). This is why it's inconveniently mounted within the Volvo's cylinder head. Volvo still needs a new properly designed common rail engine architecture. Essentially, F2E is a patch. I personally have a very low opinion of Delphi and its products in both auto and truck applications. Spun off from General Motors in 1999 and bankrupt in 2005, it closed/sold most of its US plants. The name Delphi is synonymous with the words cheap and troublesome. In the heavy truck segment, Bosch and Cummins-Scania XPI are superior. This is Volvo's current problematic unit injector, the Delphi E3: http://www.delphi.com/docs/default-source/old-delphi-files/e08c4a95-c689-4b00-a293-e8e3e1d81838-pdf This is the upcoming Volvo common rail system, the Delphi F2E unit pump to common rail retrofit: http://www.delphi.com/docs/default-source/old-delphi-files/cbefef53-e98a-4b4d-be04-57ea6536ede0-pdf

Scania at Bauma focuses on best possible total economy Scania Group Press Release / April 11, 2016 Scania is out in force at Bauma in Munich, the world’s leading trade fair for construction trucks, construction equipment and mining machines. Celebrating its 125 year anniversary, Scania has a long-standing record of supplying products that ensure the best possible total economy, regardless of application. At Bauma, Scania will exhibit five rough and tough vocational trucks, each tailored for demanding construction work. The real showstopper at Bauma is the Scania R 730 heavy-haulage 10×4 with the capacity to handle loads up to 150 tonnes or even 250 tonnes when permitted. Additionally, a 6×6 AWD mining truck will be displayed. Scania’s combination of robust products and connected services provides intelligent solutions that make all the difference. Its well-known characteristics such as low weight and excellent bodybuilding opportunities are at the fore. Strong upward trend Scania is presently enjoying a strong upward trend within construction, especially in the large European markets. “There has been growing recognition over the past few years of the fact that Scania also has the strongest offering in the construction segment,” says Christopher Podgorski, Senior Vice President, Sales and Marketing at Scania Trucks. “Scania’s vehicles and services perfectly match the characteristics and solutions being sought by operators today. On top of this, we have the most fuel-efficient powertrains and our quality is regarded as industry leading.” Scania Engines will exhibit its Stage V-ready engines at Bauma. Although the Stage V emission standards will not be required until 2019 Scania can offer compliant engines well in advance. Scania’s new range combines outstanding performance and total operating economy, and features engine-management and emission-control systems developed in-house. The new Stage V engine is based on state-of-the-art technology. All three platforms in the Scania line-up – 9-litre, 13-litre and 16-litre featuring output ranges from 202 kW to 566 kW. “Scania’s industrial engines are based on our successful Euro 6 engines for on-road applications,” says Anders Liss, Vice President Sales at Scania Engines. “Our first Euro 6 truck engines were introduced in 2012, and we now have a proven track record in this area.” Holistic mining approach At Bauma, Scania Mining’s holistic approach will be manifested. The portfolio contains an unequalled range of products and services. By optimising every stage, Scania can help increase productivity and thereby customer profitability. “We’re showing the full width of Scania’s range, with everything from robust tippers, service vehicles, tractor units, engines for industrial applications or for power generation and finally buses,” explains Björn Winblad, Vice President, Scania Mining. “All this together with a string of different services including pure consulting-services, all show our unrivalled strengths.” Scania’s focus is on helping mining customers to improve productivity, lower costs, and better manage risks, leading to improved business results. By plugging into each customer’s production processes and improving them by delivering a lower cost per ton, Scania can introduce mining customers into an era of lower expenditure combined with sustainable profits. Photo gallery - http://www.scania.com/group/en/scania-at-bauma-focuses-on-best-possible-total-economy/

You can build on MAN MAN Truck & Bus Press Release / April 11, 2016 At the Bauma fair, MAN will present ten exhibits to showcase its expertise in the construction sector. The focus of the MAN product range is on the needs of the user – true to the trade fair motto, “You can build on MAN.” MAN Bauma website - http://www.corporate.man.eu/en/press-and-media/presscenter/You-can-build-on-MAN.-241728.html

Bauma 2016: Mercedes-Benz Genuine Parts and Genuine Accessories for construction transport Daimler Press Release / Stuttgart – München / April 11, 2016 "Strong. On every terrain." - this is the Daimler motto for its appearance at the Bauma 2016 show from 11 to 17 April 2016 in Munich. As the world's leading show for the construction sector it offers the ideal podium for the Group's diverse construction vehicles. From A for Arocs to Z for Zetros they cover the entire spectrum of construction vehicles. Over a total area of 2100 m², on an area of 1700 m² in Hall B4 and over a space of 400 m² in the open-air grounds right next to it Daimler is exhibiting 22 vehicles in all for virtually every conceivable application. At the site visitors can also find out about and receive advice on the high-quality Mercedes-Benz Genuine Parts and the Mercedes-Benz Genuine Accessories specifically for the construction sector. Mercedes-Benz Genuine Parts: top quality for construction vehicles Vehicles in the construction industry and ancillary trades have to be top performers: predominantly on the road, but also in off-road operation. In order to do this the vehicles must be kept in a technically reliable condition. This is best achieved with Mercedes-Benz Genuine Parts. Mercedes-Benz Genuine Parts have been perfectly aligned to the individual trucks. They are produced in accordance with precisely defined manufacturer specifications, tested on an ongoing basis and continuously updated to the current state of the art with regard to their features. As a result they contribute significantly to the vehicle's favourable total cost of ownership and ensure minimal downtime. The extensive range of parts and efficient logistics with fast availability are additional benefits. And last but not least, it is only the use of high-quality Genuine Parts that ensures that the explicit and implied warranty is maintained. At Bauma 2016 Mercedes-Benz is using three Genuine Parts to demonstrate the product advantages: In daily use on the construction site permanently optimum braking performance is essential. Mercedes-Benz genuine brake linings ensure even heat distribution thanks to their optimum friction pairing between the brake disc and brake lining and thus reduce the risk of having to exchange brake discs due to tears before the end of their lifetime. Mercedes-Benz genuine air bellows make an important contribution to safety and comfort. Alongside optimum cushioning they minimise the risk of tipping, in particular also in very inhospitable terrain, ensure maximum stability of the vehicle and enable the cargo to be transported safely. Mercedes-Benz genuine air filters made of flame-retardant material achieve a separation degree of up to 99.95 percent and thus protect the engine against wear through dirt particles in the air, especially on dusty construction sites. Through the good filter performance the air-mass sensor remains free of dirt and keeps fuel consumption low. Mercedes-Benz Genuine Accessories: for the highest standards The genuine accessories from Mercedes-Benz offer a multitude of individual truck styling and protection options for applications in construction transport. At the Daimler stand in Hall B4 Mercedes-Benz is exhibiting chrome louvres and roof lamp brackets on an Actros 4163 LS as well as a reversing camera system, side window wind deflectors and a shield panel for the exhaust box. The exhibited Actros 4163 LS as a semi-heavy haulage vehicle is fitted with a roof lamp bracket with four additional headlights and chrome louvres in a special 3D look on the ornamental grille. The four work lights on the roof lamp bracket put every construction site in the right light and thanks to the fact that they are produced from robust, high-gloss polished stainless steel they brave inclement weather conditions. The roof lamp bracket is available in different variants for all Arocs, Actros and Atego cabs. The reversing camera system, which is available from the Mercedes-Benz Genuine Accessories range for all models, offers safety when manoeuvring. The system is automatically activated when engaging reverse gear, makes the area behind the vehicle visible and thus facilitates precise reversing and manoeuvring. On request the reversing camera system shows lateral lines so that the distance can be gauged better. The high product quality is based on a water-resistant camera housing and integral heating to prevent the camera lens from icing up. The side window wind deflector from Mercedes-Benz Genuine Accessories protects against airflow and against wind noise in the cab thanks to its exact fit. It has a custom-fit aperture for the kerb-sight mirror on the co-driver's side and is available as a set in two variants: tinted or clear. In harsh construction site applications or on vehicles with clearance for crane support feet, soiling of the electronic components on the exhaust box can occur, restricting the service life. With immediate effect Mercedes-Benz Genuine Accessories is offering favourably priced retrofitting with a shield panel on the front of the exhaust box for the OM 47x engines, in order to reduce this soiling effectively and thus extend the life of the exhaust box. Photo gallery - http://media.daimler.com/dcmedia/0-921-614339-1-1896029-1-0-0-0-0-1-0-1549054-0-1-0-0-0-0-0.html?TS=1460425311678

Event - Bauma 2016 What is it? - The 31st edition of the world’s leading trade fair for construction machinery, building material machines, mining machines, construction vehicles and construction equipment Date - April 11 to 17 Location - Munich, Germany

Detroit Diesel Corp. Press Release / April 11, 2016

Detroit Diesel Corp. Press Release / April 11, 2016

Detroit Diesel Corp. Press Release / April 11, 2016

Detroit Diesel Corp. Press Release / April 11, 2016

Today’s Trucking / April 6, 2016 More stringent regulations on emissions of carbon dioxide (CO2) are getting ready to phase in starting in 2017 and will become more restrictive over the coming years (see chart graphic). The on-road trucking industry has responded by focusing on a number of items to help operators and fleets achieve efficiency on their vehicles to improve fuel economy, and reduce carbon emissions and improve vehicle cost/mile. One of the first moves that happened in 2012 was the industry’s move towards lighter viscosity heavy duty motor oils (HDMO), transitioning from SAE 15W-40 to SAE 10W-30 engine oils to help achieve early gains without having to significantly adjust any engine or vehicle hardware. This will be further enhanced with the launch of PC-11 oils on December 1st, 2016 as a new fuel efficient category (API FA-4) launches to help push even more fuel efficiency when using the xW-30 (HDMO SAE 10W-30 and 5W-30) viscosity grades. Other vehicle efficiency changes though are now being implemented across the total vehicle today from both truck original equipment manufacturers (OEMs) and fleets to help improve fuel economy and operating costs, while helping to reduce their carbon footprint. These include a number of items below that are continually evolving through improved technology and innovation to help drive an approach towards Total Vehicle Efficiency for operators. Diesel Engine Optimization – diesel engines are going through refinements with new components and design to help ensure improved performance and operating efficiency. There is a trend towards diesel engine downsizing from 15L to 13L size engines, down-speeding from 1600 rpm to 1200 rpm to manage optimal fuel usage, advanced combustion design and active oil temperature control, variable valve timing, and Start/Stop technology. It’s these changes that will continue to help diesel engines achieve improvements in fuel efficiency and performance for fleets and operators and also allow OEMs to achieve the strict carbon emission reduction targets required by EPA. Improved Driveline Efficiency – one of the bigger changes now impacting trucks is the move towards improved engine, transmission and axle interface and optimization. The rise in automated manual transmissions (AMTs) has grown to help improve engine transmission interface, but also driver variability by allowing computer shifting to achieve optimal performance, torque and mpg. Furthermore, there is a continued move towards lighter viscosity lubricants in both transmissions and axles to help reduce parasitic fluid friction loss and help improve component movement to help increase mpg. Aerodynamic Changes – significant changes in aerodynamics is helping on-road vehicles achieve further efficiency gains. Like planes that are tested in a wind tunnel to help reduce drag for improved fuel efficiency, truck operators are using aerodynamic changes to help streamline truck tractors and trailers. Some of the more common changes now seen on the road are the wide use of trailer skirts and also “Whale Tails” that help reduce back end drag. Additional items that are starting to become more common are the use of wheel covers over hubs and reduction of the tractor trailer gap to help provide efficient air flow over the truck. Future changes are coming, including new tractor and trailer design changes to take full advantage of the total vehicle aerodynamics that will help increase vehicle mpg. Vehicle Weight Reduction - new manufacturing and design methods from OEMs are driving towards lower weight vehicles to help reduce drag and improve fuel efficiency. This includes use of lighter alloys and carbon fiber for engines and trucks frames, a move towards 6x2 axles or a hydraulic lift axle, and revised cab designs to reduce total weight. These improvements are supporting improved vehicle efficiency compared to current vehicle models today. Tires and Automatic Tire Inflation Monitoring – low rolling resistance tires and automated tire pressure are helping to reduce drag on the road, and ensure that vehicle fuel efficiency is maximized versus manual tire pressure checks and dual tire hubs. These types of tires continue to improve in durability and efficiency and automated tire pressure systems are becoming a standard feature for newer trucks to ensure appropriate tire performance and reduction of vehicle drag. Telematics & Vehicle Automation – continued application in telematics is helping OEMs, fleet managers and operators to gather large amounts of data to optimize vehicle, engine and component operation and efficiency. Likewise, the future application of driver assisted automation will help trucks achieve another step in fuel efficiency, reliability and performance by allowing for further optimization of all truck component operations. Furthermore, technology will help make things like vehicle platooning and other forms of improved vehicle operation a reality for fleets to help save money, time and improve their efficiency. The trucking industry is becoming a new dynamic place with ever changing items driven by the need to improve vehicle performance and efficiency for both OEMs, who make the trucks, to the operators who drive them. Today, the focus on the total vehicle efficiency is critical to help drive cost efficiency and meet stricter regulations regarding carbon emissions. .

Fleet Owner / April 11, 2016 The U.S. unit of Italy’s Marangoni, Marangoni Tread North America, is introducing a wide-based precured splice-less retread for concrete mixers that run 425/65R22.5 and 445/65R22.5 tires. The RINGTREAD MIX400 is suited for all Concrete Mixer applications. It features wide open shoulders in order to keep them clean from stones, mud and water. It is non directional, no retread markings and Marangoni logo on the tread, the company explained. “Best retreads we have ever used and for sure, better than the spliced ones we were using. We are also getting better wear out of the Ringtread MIX400 which lowers our overall tire cost,” said Brad Buchanan/Plant Manager for BP&G Materials. Marangoni Tread North America is a full-service supplier and distributes its retread products RINGTREAD (The Splice-Less Retread) and UNITREAD through a network of licensed independent tire dealers and retreaders throughout the United States and Canada. U.S. website – http://www.na.marangoni.com/ Global website - http://truck.marangoni.com/products

Car & Driver / April 2016 Nobody was a bigger star than Burt Reynolds in the '70s. And his biggest film was 1977's Smokey and the Bandit. Now 80, his recent memoir is But Enough About Me. C/D: When you were growing up in Florida, how important were cars to kids back then? Did you have a car? BR: Actually it was a huge status symbol. Our family really didn’t have a car; we had my dad’s police cruiser. Later he got a Buick, and that’s what I was driving when I had a wreck. I’m lucky it was as big and strong as it was, because that Buick is what saved my life. I had an Indian Scout motorcycle during high school, but I never could take it to school. My dad would sneak out at night and pull the spark-plug wires. C/D: Stuntman Hal Needham was your friend, roommate, and director. How did that work? BR: I had known Hal for a while by the time he moved in, so I was sure we’d get along well, and we did. He’d go off and do his gigs and I would do mine, and when we were lucky we got to work on the same ones. Smokey and the Bandit was the first picture he directed, and I knew he could handle it. I had just directed Gator, and he saw my style and used that as a pattern. C/D: Did Smokey and the Bandit feel like a hit while you were filming it? BR: It was a bit of a lark when I agreed to do it, and I knew we’d have fun if we could get Jackie Gleason. But then we got Sally Field onboard and it changed the entire dynamic. About a third of the way into filming, I was in the car with Sally and there was this little moment where we kind of looked at each other, and then we both turned and looked over at Hal. He gave us a thumbs up and said, “Yeah!” And we kind of knew there was some magic going on. C/D: Is it hard to play a character like Bo “Bandit” Darville who, many people assume, is like you? BR: Funny you should ask that, because I’m really much more like Phil Potter from [the 1979 film] Starting Over. People do think I’m the Bandit, and I’m a lot more serious than that. But he helped me lighten up a little bit. He loves country, and I love jazz. He is a scofflaw while I totally respect it since my dad was the chief of police when I was growing up. C/D: You sold a lot of Trans Ams. Did you get a free car? BR: Trans Am sales went up 70 percent after Smokey and the Bandit, and I was promised a free car every year for life by the Pontiac president. A few years later, the new Trans Am didn’t show up, and I was wondering what happened. So, just to make sure there wasn’t some kind of an accident with shipping or something or maybe it got stolen, I made a call and it turned out Pontiac had a new president. He got on the phone and told me: “That was the old president. He liked your movies. I’m the new one. I don’t like your movies!” C/D: You have reportedly said that filming 1983’s Stroker Ace was a turning point in your career. Was it a mistake? BR: It’s strange the way things get taken out of context. I love Stroker Ace. I love the whole team. Jim Nabors really stole the show, and Ned Beatty, well I’ve made more of my movies with Ned Beatty than anybody else. The mistake was not doing Terms of Endearment because I was scheduled to do Stroker. All I had to do was ask Hal to wait. That was a mistake. C/D: How do Gator McKlusky from White Lightning (1973) and Gator (1976) relate to Smokey’s Bo Darville? BR: Gator was a criminal and a felon, but he had a good heart—he’s probably a cousin to Bo. Bo was not a felon and definitely never wanted to hurt anybody—the final scene confirms that. He confesses to Buford T. Justice that he is right behind him. Gator McKlusky would not have done that. C/D: You’ve done a lot of car movies. Which is the best one? BR: Definitely Smokey—it was so much fun. With Smokey II we added Dom DeLuise into the mix. So that’s a very close second. The first Cannonball was really something, but the second one had so many cameos it really was not as much fun on set. I knew that whole thing had run its course at that point. C/D: In The Longest Yard, did you all have fun beating up that poor Citroën SM? BR: That was a great car. I hated to do that, but I had fun driving it. That opening scene is oftentimes overlooked, and I think it qualified Paul Crewe as a car guy. C/D: What would you have done differently? BR: Not a thing. Well maybe spend more money . . . but like I say at the end of my book: Nobody had more fun than me.

Correct me if I'm wrong, but I believe the 8-speed Hydramatic was first developed for the M135 (single rear tire) and M211 (dual rear tire) two and a half ton 6x6s. And after being tortured and proven at Aberdeen, it was then offered to the civilian market. (There were also M215 tipper and M221 tractor variants). I think the M5 (Stuart) and M24 (Chaffee) tanks had 4-speed Hydramatics.

CBS News / April 10, 2016 Amtrak has filed a federal lawsuit against a southwest Kansas feed yard, accusing it of gross negligence in relation to a train derailment that injured 28 passengers last month. In the suit filed Friday by Amtrak and BNSF, the plaintiffs allege Cimarron Crossing Feeders failed to notify the railroad or law enforcement after one of the company's trucks slammed into the railroad road bed and displaced the tracks by more than a foot. The train carrying 131 passengers and 14 crew was traveling from Los Angeles to Chicago when it derailed shortly after midnight along a straight stretch of tracks in flat farmland near Cimarron, a small community about 160 miles west of Wichita. Eight cars derailed and four of them ended up on their sides. The lawsuit claims the truck was being loaded with grain when Cimarron's employees left it unattended on March 13, out of gear and without any brakes applied. It rolled downhill, crossed over U.S. 50 and slammed into the tracks. Passenger Daniel Szczerba described the chaos for CBS affiliate KWCH. "All the lights went out, it was dark," Szczerba said. "People traveling in groups (of) four or five got thrown around the car as it turned over and lost people as they were trying to get out of the emergency exits." Shortly after midnight on March 14, an eastbound Amtrak train hit the damaged tracks and eight passenger cars derailed near Cimarron, about 20 miles west of Dodge City. A preliminary report released last week by the National Transportation Safety Board estimated damage from the derailment at $1.4 million. The lawsuit, filed in U.S. District Court in Wichita, seeks an amount in excess of $75,000. It also requests a jury trial in Wichita.

Trucks.com.au / April 11, 2016 New vision system will allow crane operators to stay in the truck cab and work remotely Crane equipment manufacturer Hiab has announced a new vision system – the HiVision 3D control system – for mobile crane operators, allowing them to remain in the truck cab during loading and unloading. Premiering this week at the Bauma exhibition in Germany, the new solution combines four external cameras, a set of controls, and a virtual reality headset, Hiab vice president of technology and quality development Rafal Sornek says. "Based on the recent advancements in virtual reality goggles, cameras, and connectivity we have developed a system with cameras on top of the forestry crane, which enables you to see the working area and operate the crane remotely using VR goggles – the HiVision(TM) 3D control system, which is unique in the industry," Sornek says. With four cameras, located where the operator would be, providing a 240-degree view off the crane, the virtual reality googles provide a real-time video feed to the operator in the truck cabin. The googles also mean any movements of the head are reflected in the operator’s view. While removing the need for an operator to exit the truck cabin may save them from entering dangerous or uncomfortable climates, Sornek has bigger plans. "In the future the operator doesn't even have to be in the truck, but operates remotely from a distance, saving costs," he says. "I'm a strong believer that we rather soon will have driverless trucks on the roads, and it makes no sense to have crane operators sitting on these waiting passively to get to the site. "One person could even operate several trucks remotely." Autonomous and remote technology is a blossoming field for the transport and logistics sector, and JS Frakt AB’s Henrik Strömbäck who pre-tested the HiVision solution at Hiab's R&D facility in Hudiksvall, Sweden, says it has benefits. "The system exceeded my expectations," Strömbäck says. "For sure, it's very different compared to the traditional way. Still, there's no need to relearn the way you work. "You don't have to climb out in the cold - everything is close by and you can start loading immediately when you arrive at the working site. "You have a surprisingly wide field of vision." Sornek says the development stems from a desire "to be the safety forerunner in our industry, complying with regulations even before they become the actual law."

RSRT, owner-drivers become election battle Owner/Driver / April 11, 2016 Shorten comes to the defence of the RSRT as Turnbull joins Cash in seeking its abolishment Opposition leader Shorten has swung to the controversial body’s defence after days of relative silence on the Road Safety Remuneration Tribunal (RSRT) issue. As the election looms, it looks almost certain the Coalition will continue to use anti-Road Safety Remuneration Tribunal (RSRT) to tar opposition leader Bill Shorten with having created it – an accusation made by crossbench Motoring Enthusiast senator Ricky Muir, as quoted on The Guardian Australia website. Prime minister Malcolm Turnbull gave extra weight at the weekend to the government’s political prosecution of the case that gained an extra populist edge with education minister Michaelia Cash urging affected sectors of the industry to take to Canberra streets in protest. "Now what we have seen is this RSRT, this tribunal established by the Labor Party, established by Bill Shorten, has produced an order which will drive owner-drivers out of business," Turnbull says. "It will make them uncompetitive with other larger businesses. "It is designed entirely and was designed entirely by Mr Shorten when he was in government to advantage the Transport Workers Union. "It was a piece of legislation that has had nothing to do with safety, everything to do with getting small businesses, self-employed people, the enterprising family businesses of Australia off the roads. Now they've made that order and we are seeking to get it revoked. "We’ll have to do that through legislation. As you know we’re bringing the Parliament back early to deal with the ABCC Bill and the Registered Organisations Bill and once they are dealt with we will seek to get a bill passed to ensure that that order is set aside until next year. "But, what we’re committing to today and this is the most important point, we will, if we are re-elected, abolish the RSRT. "It is not a tribunal that does anything effective to do with safety, it undermines owner operators, it undermines small business, it undermines family businesses. "Two reports have investigated it and each of them has recommended that it be abolished. "We’re going to carry that out, it will be abolished if the Turnbull Government is re-elected at the election this year." LAZARUS' LETTER Independent Senator Glenn Lazarus’ response comes in a letter to Turnball, calling on the federal government to provide "crisis and financial support" for owner-drivers impacted by the RSRO. "While I welcome your recent support for owner-drivers," Lazarus says in a letter, "I do not agree that the abolishment of the Road Safety Remuneration Tribunal should be made a federal election issue." "Owner-drivers need a resolution now and should not have to wait months until an election outcome to have this serious issue resolved." Lazarus himself will introduce a Bill to remove both the RSRT and the RSRO during the week of April 18, the letter says. The Bill will broaden the powers of the National Heavy Vehicle Regulator (NHVR) to "develop solutions with all parties across the country to ensure equitable outcomes for all truckies, including owner-drivers." However, he has urged the Prime Minister to assist those affected in the meantime. "Many are already losing contracts, work opportunities, and future business," the senator says. "Trucks are sitting idle. Families are unable to bring in an income. Truckies are going broke and many are set to lose their livelihoods, trucks, homes, and families." Lazarus says he is also afraid that some may attempt to take their own lives. Lazarus lended his hand to the owner-driver cause in Queensland last month, attending and speaking at a Anti RSRT Freight Rate Convoy. SHORTEN BLASTS BACK Using terms common with the Transport Workers' Union's (TWU) backing for the tribunal and before its creation, Shorten returned fire - though he did hold out the possibility of a bipartisan approach. "We want to make sure that our roads are safe for truck drivers and indeed everyone else who uses Australia's roads," he says. "There's a clear correlation between low payment of drivers driving through the night, employee owner drivers and indeed poor safety. "The heavy transport industry has a fatality rate 12 times the national average. "The cost of heavy vehicle collision crashes and loss of life costs $2 billion a year. "It's been clearly proven in Government report after report, independent reports, there is a correlation; if you pay your truck drivers very poorly, some of them will be forced to take risks with their safety and the safety of all other Australians. "We call upon Mr Turnbull to work with the Labor Party in ensuring a fair deal for Australia's truck drivers and indeed Australia's road users." TWU'S SAY The TWU’s response was more pointed and looked to turn the 2016 PricewaterhouseCoopers (PwC) analysis, Review of the Road Safety Remuneration System Final Report, and the 2014 Jaguar Consulting Review of the Road Safety Remuneration System against the government’s position. "Malcolm Turnbull is defunding and abolishing independent judicial investigations into holding banks, oil companies, retailers, manufacturers and ports and wharves to account for unsafe, economic pressure on their transport supply chain," TWU national secretary Tony Sheldon says. "These are the same people who bankroll the Coalition’s Liberal National Party. "The prime minister’s own reports show that road transport has the ‘highest fatality rates of any industry in Australia’ with 12 times the average for all industries [PwC]. "His own reports show that this Tribunal will reduce truck crashes by 28% [Jaguar]. "Yet he is attacking the Tribunal – the one body which can provide a solution. "It is clear he is doing this because this Tribunal will hold the major companies which are his party’s donors to account for the low cost contracts they give out to transport operators." ALBANESE CALLS HYPORACY Opposition transport spokesman Anthony Albanese also looked to turn Coalition-linked reports back on the government, citing the 1999 Beyond the Midnight Oil: Managing Fatigue in Transport report of the Howard government to show that the issue has been around for many years. He also returned serve to Cash on calling for a protest convoy to Canberra. "You have a government basically provoking industrial action, in terms of ‘bring your trucks to Canberra’, ‘stop working, bring your trucks to Canberra for a political protest’ – at the same time, as that’s precisely the sort of activity they are saying should be ruled out by other working people," Albanese says. He also points to the lack of government interest in the RSRT over the past four years and its lack of a submission to the tribunal on the draft Contractor Driver Minimum Payments Road Safety Remuneration Order 2016.

March 15, 2016 The corporate board of Jiangling Motor Company (JMC) has given written approval of the J19 Heavy-Duty Truck Project Engineering Service Agreement for JMC Heavy-Duty Vehicle Company, the heavy truck joint venture of JMC and Ford Motor Company. According to the agreement, JMC will pay 24.4 million Euros (US$27.8 million) to Ford as an engineering service fee to produce the newly developed J19* heavy trucks in China. * J19 is the designation for the upcoming China market Ford Cargo Related reading - http://www.bigmacktrucks.com/topic/38795-fords-china-heavy-truck-joint-venture-plans-take-off-in-2016/