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Daimler Press Release / October 1, 2019 Thomas Built Buses is the leading school bus manufacturer in North America. The 103 year old Daimler subsidiary is based in High Point, N.C.. Every school day, more than 25 million children ride the bus to school. Our school buses are the first thing they see in the morning and the last part of their school day. .

Daimler Press Release / December 5, 2019 Premiere of the success story that started 65 years ago Comfort and driving safety on par with that of a passenger car Reliability, robust design and an unrivalled service network Pioneer of the company’s internationalisation strategy at the time Stuttgart. Its impressive overall design concept made the Mercedes-Benz O 321 H/HL bus ─ which was unveiled 65 years ago ─ a resounding success. And the production figures provide solid proof of this: from October 1954 until December 1964, what was then Daimler-Benz AG manufactured a total of 18,083 buses, chassis and ckd parts kits for the O 321 H/HL (“ckd” stands for “completely knocked down”; parts kits for assembly in export countries). The competition ─ particularly in Europe ─ simply could not keep pace. The O 321 H/HL also ultimately turned Mercedes-Benz into a leading bus manufacturing company. The innovative concept employed laid the foundation for the vehicle’s success. To this end, the O 321 H/HL brought to the table what municipal, regional and interregional carriers as well as private companies were looking for. This not only gave Mercedes-Benz a considerable edge in Europe, but also paved the way to entering large key foreign markets such as Latin America. The O 321 H/HL became a very popular export item and an ambassador of the brand; furthermore it underscored the meaning of quality German workmanship all over the world. The exceptional starting point this generation of buses from Mercedes-Benz signified when it came to internationally positioning the company in the bus segment is also backed by the production figures of its even more successful successor model. From March 1965 until June 1976, no fewer than 32,281 O 302 buses, chassis and ckd parts kits were assembled. First all-new commercial vehicle design of the post-war period Taking a look back: in December 1954, when Daimler-Benz launched the O 321 H (the O 321 HL variant, which was 1,325 millimetres longer, entered the scene in mid-1957), the Second World War had not even been over for ten years yet. In the mid-1950s, Germany was still very much in the process of rebuilding its infrastructure. Although the company resumed manufacturing trucks as soon as 1945 and buses in 1948, the designs used were nothing more than pre-war specifications or modified vehicle layouts based on pre-war technology. An unmistakable departure in the spring of 1951 was the unveiling of the representative Mercedes-Benz 300 (W 186) ─ and one year later, the 300 SL racing sports car (W 194): Mercedes-Benz had returned to the international scene. In September 1953, the brand introduced the “Ponton” saloon type 180 (W 120) featuring a unibody construction, which was the first genuinely new design in the passenger car segment. This model was then followed by the 220 (W 180) in 1954. The 190 SL (W 121) and 300 SL “Gullwing” (W 198) production sports cars also debuted in 1954. If the company wanted to assert itself in the national and international playing fields, however, it not only needed to build on its pre-war success with passenger cars, but also with commercial vehicles. It also became generally accepted knowledge that different design principles apply to transporting people than to inanimate objects such as sand, steel and boxes. As such, the basic truck design did not represent the ideal platform for a bus. Design principles borrowed from passenger cars Daimler-Benz therefore adopted an innovative approach for the O 321 H. Designers devoted their attention to the design of the “Ponton” passenger cars to develop the new bus with an integrated floor assembly, a load-bearing body structure, a subframe front axle suspension with coil springs and recirculating-ball steering with dampers. So equipped, the new commercial vehicle easily met the requirements of high ride comfort and outstanding driving safety. Efficient production in the form of semi-integral construction and good product value rounded off the product offering. The floor assembly replaced the conventional ladder-type frame construction typically used in truck building. It comprised a welded floor frame group with a robust, torsionally stiff centre carrier as the main design feature. The sidewalls were designed as tall longitudinal members. In conjunction with the steel profile framework construction and panelling, the floor assembly formed a self-supporting unit designed to integrate with the factory bodies. The closed centre carrier also doubled as a ventilation and heating duct as well as accommodated linkages, electrical cables and compressed-air lines. Moreover, this design made it possible for external body manufacturers to offer chassis assemblies together with the matching bodies. The subframe supported the front axle construction and could be easily dismantled. Four wide rubber cushions served as connecting points to the body ─ a design feature that contributed significantly to a smooth ride and low vibration levels. The suspension fitted to the rigid front axle comprised coil springs pushed to the far corners of the vehicle, which were coupled with auxiliary springs and large telescoping shocks. Two transverse control arms aligned in parallel to the front axle beam absorbed cornering forces. A triangular strut channelled longitudinal and braking forces away from the front axle. The rear axle, which was fitted with leaf springs, integrated a robust torsion stabiliser bar. Agility and comfort The ball-and-nut steering system with damper assembly was “very smooth and almost entirely free of vibrations for such a large vehicle”, as commented by German trade magazine “Lastauto und Omnibus” in its 4/1955 issue. This, in conjunction with the large steering angle, gave the O 321 H an astounding level of agility. Its turning circle was a mere 16 metres! This was very beneficial during daily driving as the bus could easily navigate through tight city streets. And on long-distance runs, the bus was capable of traversing alpine roads with numerous hairpin bends ─ such as the Stelvio Pass ─ without having to back up. An outward indicator of its modern design was the appearance of the O 321 H. By leveraging the look of the front end, Hermann Ahrens lent the bus an air of the 190 SL and 300 SL, thereby making it the trendsetter for the design language of commercial vehicles to come. Also, as the export delivery ratio of the bus was unusually high at around 50 percent, this design became a familiar “face” for many different people spread out over multiple continents. The bus was shipped to no fewer than 63 countries, with leading customers in Iran, the United Arab Republic, Turkey, Austria, Saudi Arabia and Argentina. The O 321 H impressed on a global scale The design concept of the O 321 H impressed professional fleet operators around the world. It was available not only as a city bus with folding doors at the front and back (DM 45,000), but also as an intercity bus with hinged doors (DM 43,700) and a long-distance bus (DM 44,800). On the long-distance bus variant, roof edge glazing really opened up the interior in terms of space and light, and a sunroof option was also available! The OM 321 diesel engine rated to 81 kW (110 hp), which had a displacement of 5.1 litres from a six-cylinder block, was good for a top speed of 95 km/h. By way of comparison, at the time, the Mercedes-Benz 180 passenger car model reached no more than 126 km/h and the 180 D just 112 km/h. The O 321 H impressed experts right from the start with its appearance alone. “Lastauto und Omnibus” summed up in its 4/1955 issue: “We can summarise our assessment of the Mercedes-Benz O 321 H by stating that this all-new design represents one of the best (if not the best) production buses in this category that is currently on the market. The advertising slogan ‘handles like a passenger car’ is therefore not an exaggeration at all. The bus simply has a car-like feeling to it, which we experienced for ourselves in dense city traffic as well as on the icy roads in the Upper Black Forest.” Trade magazine “Auto Motor und Sport” came to the following conclusion in its 8/1955 issue: “The groundbreaking new path taken by Daimler-Benz is perhaps most impressively demonstrated by citing the following figures: compared to the O 3500, the kerb weight per passenger seat has been reduced from 172.5 kilograms to 138.5 kilograms, while the engine output per tonne of gross weight has increased from 11.6 to 13.1 hp. Who would not call this progress?” Successful production in Mannheim On 26 April 1960, the ten thousandth 321 model series bus rolled off the assembly line at the Mannheim plant ─ a milestone marker for Daimler-Benz AG, which was able to achieve a bus production output in Europe that differed only slightly from that of passenger cars in a proportional comparison. In December 1964, production of the O 321 H/HL at the Mannheim plant came to a halt after 18,083 units had been assembled. This marked the end of the professional career of the most successful bus to ever bear the star up to this point in time ─ a bus that also made a significant contribution to building and strengthening the global position of the Mercedes-Benz brand. The O 302 successor model continued this tradition with ease and even greater success. .

DAF Trucks Press Release / November 20, 2019 DAF Trucks has introduced its CF Electric with 6x2 rigid chassis. The first vehicles will be field-tested later on this year as garbage trucks by the Dutch public waste disposal firms HVC and ROVA. The city of Rotterdam and Cure will follow suit early in 2020 with a fully electric 6x2 garbage truck fitted with a loader crane. All of these vehicles are equipped with a VDL E-Power driveline. The fully electric superstructure is supplied by VDL Translift. Since the end of 2018, the first DAF CF Electrics have been operating as 4x2 tractors for various Dutch transporters, including Peter Appel, Simon Loos and Tinie Manders, as well as the supermarket chain Jumbo. These trucks are part of an extensive field test in which they are required to transport goods to and from destinations such as supermarkets and distribution centres. The German logistics firm Rhenus is currently using two CF Electrics for regional container transport. Thanks to its efficiency and all-purpose and practical usability, the DAF CF Electric won the prestigious ‘Green Truck Award’ in Germany earlier this year. Increased manoeuvrability Because the truck is low on both emissions and noise when in use, the CF Electric is ideal not only for urban distribution but also for the collection of household waste. To this end, DAF has designed a 3-axle rigidwith steering axle for increased manoeuvrability and an even higher loading capacity. The GVW for the CF Electric 6x2 is 28 tons. Regular routes The truck’s electric VDL E-power driveline provides 210 kW of power and a torque of 2,000 Nm – just like the CF Electric tractor. The driveline is powered by a battery pack with a (gross) energy content of 170 kWh; sufficient for covering regular garbage collection routes. Garbage trucks usually return to the depot every few hours to unload, where the electric trucks can recharge up to 80% battery capacity in only 30 minutes. Sideloaders and loader cranes HVC is active in Noord-Holland, the Rijnmond area and Flevoland, and ROVA in central and eastern regions of the Netherlands. Both firms make use of sideloaders by which containers can be emptied from the side of the truck. The city of Rotterdam and the Cure firm in the Eindhoven region will be using the DAF CF Electric complete with loader crane to collect garbage from underground containers. .

"Customer Adaption Center"............geez. Only Volvo would change the more suitable name (Modifications Center) to something else purely to escape the old American Mack Trucks.

Ford Trucks International Press Release / December 6, 2019 We have introduced F-MAX to Italy. We've got lots in store for Italy, our third national market in Western Europe. 🇮🇹 📢 #FordTrucks #italy #SharingTheLoad .

A sport fisherman fitted with MAN diesels is a nice ride.

https://www.liebherr.com/en/usa/products/mining-equipment/mining-excavators/details/r9800.html

Renault Trucks Press Release / November 28, 2019 Presentation of the adaptative cruise control (ACC), now available on Renault Trucks T & T HIGH. .

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MAN Truck & Bus Press Release / December 3, 2019 Years of experience in the city bus industry combined with corporate expertise are what make MAN the ideal partner in taking on the future of urban mobility. Learn more about our trailblazer, the MAN Lion’s City E, from our Head of Product Marketing Bus, Jan Aichinger. .

MAN Truck & Bus Press Release / December 3, 2019 MAN and the 100-year-old family business at Getränke Gefromm GmbH & Co.KG have been business partners and friends for nearly 30 years already. Follow along the story the very beginnings to where we are today! .

MAN Truck & Bus Press Release / November 27, 2019 MAN says “thanks” to all you drivers for your day-to-day commitment and wishes you a Merry Christmas. .

MAN Truck & Bus Press Release / November 20, 2019 MAN Engines is expanding its range of engines for light-duty workboats in North America by introducing an 800 hp (588 kW) inline-six engine. The D2676 LE426 will be available from the second quarter of 2020. It satisfies the EPA Commercial emissions standards and offers 70 hp greater output than the well-established, 730 hp D2676 model. For the first time, the 800 hp version of the D2676 will also offer keel cooling capability for the engine as a factory-fitted feature. “This means we can offer our customers the added value of keel cooling without compromising the 800 hp of power and performance,” says Ricardo Barbosa, president of MAN Engines & Components Inc., in Pompano Beach, Florida. A further advantage of keel cooling is a weight reduction of up to 5% compared to heat exchanger cooled engines. With increased power, the MAN D2676 LE426 achieves an impressive power density. By making use of new injectors and a new cylinder head, the MAN engineers have increased the engine’s power by almost 10% compared to the previous 730 hp (537 kW) model. Consequently, the D2676 LE426 achieves a maximum torque of 2,674 Nm between 1,400 and 2,000 rpm from a bore of 126 mm and a stroke of 166 mm, allowing the inline-six engine to provide sufficient thrust for pilot boats, lifeboats, and fishing vessels. It also shows the broad torque plateau typical for MAN marine engines. This ensures maximum torque over a broad engine speed range at the lowest specific fuel consumption. This is supported by the modified common rail injection system, which ensures improved combustion while increasing on-board comfort due to reduced vibration and noise levels. The latest US EPA Tier 3 Commercial emissions standards are met purely by the internal design of the engine; no additional external equipment is necessary, so the MAN 6-cylinder engine does not need to sacrifice its compact installation dimensions. The D2676 diesel engine comes with a displacement of 12.4 liters (757 cubic inches) and has proven itself many hundreds of thousands of times in both on-road and off-road applications since 2007. It was first introduced for workboats in 2015. In developing its engines, MAN Engines draws on the wealth of components and expertise gained from mass production of MAN engines for heavy duty trucks and buses. These elements are then modified for each specific application. As a result, MAN Engines can offer a selection of engines for commercial vessel applications ranging from 440 hp to 1,650 hp (324 kW to 1,213 kW), which satisfy the latest US EPA emissions standards. For the first time in the US, Canadian, and Mexican markets, MAN Engines will be exhibiting the D2676 LE426 at the Pacific Marine Expo from November 21 to 23 2019 in Seattle, Washington. https://www.corporate.man.eu/man/media/content_medien/doc/global_engines/pressemitteilungen_1/2019_21/MAN_D2676_LE426_preliminary_technical_data.pdf

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Matt Cole, Commercial Carrier Journal (CCJ) / November 27, 2019 Four recalls announced in November by Daimler Trucks North America (DTNA), Volvo Trucks and Paccar affect more than 6,500 Western Star, Volvo and Peterbilt tractors, according to National Highway Traffic Safety Administration (NHTSA) documents. DTNA issued two separate recalls of Western Star trucks. One impacts approximately 2,725 model year 2016-2020 Western Star 4900 and 5700 tractors for an issue that could cause sleeper cab vent windows to detach from the trucks. Improper adhesive on the windows could cause the problem. Daimler will notify affected truck owners, and dealers will replace the vent windows for free. Owners can contact DTNA customer service at 1-800-547-0712 with recall number FL-836. NHTSA’s recall number is 19V-792. The other Daimler recall affects approximately 1,331 model year 2020 Western Star 4700 tractors in which the steering shaft may have been installed improperly. This could cause a loss of connection between the steering wheel and front axle wheels. DTNA will notify owners, and dealers will inspect the trucks, correcting the steering shaft installation if necessary. Owners can contact Daimler customer service at 1-800-547-0712 with recall number FL-835. NHTSA’s recall number is 19V-769. A recall announced by Volvo affects approximately 2,287 model year 2020 Volvo VNL and VNR tractors equipped with Sheppard HD94 gear variants. The steering gear mounting fasteners may not be properly tightened, which could cause the steering gear to loosen. Volvo Trucks is notifying owners, and dealers will inspect and re-torque the steering gear or replace the steering gear if necessary. Owners can contact Volvo customer service at 1-800-528-6586 with recall number RVXX1906. NHTSA’s recall number is 19V-756. Finally, a recall from Paccar affects approximately 248 model year 2020 Peterbilt 579 trucks equipped with sleepers. The company says the conspicuity tape may have been installed in the wrong location, affecting the vehicle’s visibility to other drivers. Paccar will notify owners, and dealers will install additional conspicuity tape on the back of the sleepers in the correct location. Owners can contact Paccar customer service at 1-940-591-4220 with recall number 19PBE. NHTSA’s recall number is 19V-733.

Iveco and FPT Industrial to provide Nikola with engineering, manufacturing expertise David Cullen, Heavy Duty Trucking (HDT) / December 3, 2019 Iveco Trucks and its sister firm, FPT Industrial, along with Nikola Corp. discussed the scope of the joint venture and collaboration agreement under which they plan develop hydrogen fuel-cell and battery-electric trucks for the European market at a Dec. 3 press conference in Turin, Italy. The jv agreement, inked in Septmber, is technically between Phoenix-based Nikola Motor Co. and CNH Industrial N.V. CNHI, based in the Netherlands, is the parent of Italy-based truck maker Iveco S.p.A. and powertrain supplier FPT Industrial. The deal includes a $250 million investment in Nikola by CNH. In a Sept. 3 news release, the two partners stated that Nikola’s zero-emission heavy-duty trucks, powered by proprietary hydrogen fuel cell and battery technology, will be the first such vehicles to go into production. Further, they contended that Nikola’s “disruptive business model foresees an industry-first ‘all-in’ lease rate, which includes vehicle, service, maintenance and fuel costs, providing long-term total cost of ownership certainty at or below diesel costs.” Under the agreement, Iveco and FPT Industrial will provide engineering and manufacturing expertise to help put into production Nikola’s fuel-cell and battery electric trucks: The Nikola One, a North American Class 8 sleeper truck; the Nikola Two, a North American Class 8 daycab; and the Nikola Tre, a European cabover heavy-duty truck. At the Dec. 3 presser, the partners showed off a model of the battery electric Nikola Tre, which is based on the Iveco S-Way platform and integrates Nikola’s truck technology, controls, and infotainment system. Testing of the Tre is expected to begin in mid-2020, the companies said, with a European public launch planned for the IAA 2020 commercial vehicle show in Hanover, Germany. Sales and aftersales support of the truck will be provided by Iveco’s European dealer network. The Tre is “the first step on the path towards the Nikola fuel cell electric model (FCEV), which will be available to customers by 2023,” the partners also stated. “This joint-venture with Nikola is testament to both partners technical expertise, which will result in tangible environmental benefits for Europe’s long-distance haulers,” CNH Industrial CEO Hubertus Mühlhauser said at the Turin event. “This partnership is a win-win for everyone involved,” said Trevor Milton, Nikola Motors CEO. “From the moment we launched the Nikola One in 2016, truck drivers and government officials have been asking for us to bring Nikola to Europe. “We needed the right partner to help us enter the European market and CNH Industrial is the right commercial partner,” he added. “While other OEMs are laying off tens of thousands of employees, Nikola is creating thousands of jobs and forcing the trucking industry to react and go zero-emission.” https://www.iveco.com/en-us/press-room/release/Pages/IVECO-FPT-Industrial-and-Nikola-Corporation-unveil-the-Nikola-TRE.aspx

Roger Gilroy, Transport Topics / December 5, 2019 Preliminary North American Class 8 net orders for November passed 17,000 and hit the second-highest point reached this year, but analysts at two data-tracking firms said it did nothing to alter the slumping direction of the overall trend. Orders were 17,500, one industry analyst reported, noting it would have final net orders from truck makers later in the month. November’s tally trailed only October’s volume of 22,100 for the year, but dropped far below the 28,082 net orders a year earlier. It was the weakest November total since 16,770 in 2015. Orders year-to-date have averaged about 14,600 per month. “Usually the first and fourth quarters of the year are the strongest order quarters, so seeing slightly elevated activity is, I’m not saying encouraging, but affirming my forecast of North American production,” he said. “17,500 is a pretty decent number. Averaging 16,000 or 17,000 a month is our expectation as we roll into the 2020 time frame.” His forecast expects North American production to reach 345,000 this year, but the company is “increasingly nervous” about trade and U.S.-China tariff situations, Tam said Dec. 4. As it stands now, he forecasts production in 2020 will plunge by more than 100,000 units to 233,500 — but that figure lands close to the typical North American replacement level. He plans to release his latest forecast on December 6, which may reflect adjustments. In terms of historical cycles and manufacturing-led slowdowns “assuming things are going to transpire as our forecast portrays, this is a very middling downturn relative to others, and 2016 is the closest,” he said. “They are almost identical in magnitude. This is going to be not quite as steep as the 2015-2016 downturn, and the trajectory during the cycle-year is pretty consistent.” Separately, analyst FTR pegged preliminary orders at 17,300. “I call this a disappointing number because it doesn’t keep production running well in 2020,” said Don Ake, vice president of commercial vehicles at FTR. Fleets and others “are very cautious. They are only ordering out into the first quarter [of 2020], primarily,” he added. “They are more cautious than they were in 2015-2016, really. The fourth quarter this year has not gotten off to a strong start. It’s winding down a lot.” December’s orders, due to be reported in early January, should be higher, but may not be a lot better because the caution factors that held back November will still be present, Ake said. In addition to declines in manufacturing, slower freight growth and softening rates, Ake also pointed to what he called “political conflict. Everybody can go, ‘yes, that’s present.’ And then they figure it out as to how it’s present in their own mind.” These uncertainties weigh on decisions to add equipment, and one fleet recently emphasized its orders for electrified trucks; NFI was the first fleet to receive a Class 8 eCascadia from Daimler Trucks North America. “The Daimler partnership has gone back many, many years. We are driving our first eCascadia in Southern California,” said Bill Bliem, senior vice president of fleet services at NFI. The company is based in Camden, N.J. “We have nine more eCascadias coming before the end of the year,” said Bliem. “So we are going to have a fleet of 10, and the plan is to run them through our warehouse complex in the Inland Empire and through the [Southern California] ports and feed all that information to Daimler so they can get these trucks into production in 2021.” At the same time, he said NFI has 10 Tesla battery-electric heavy-duty trucks on order. It is also running an electric tractor from Peterbilt, and has ordered 25 electric yard tractors from Kalmar Ottawa to be built and delivered in the first quarter of 2020. In addition, the company is participating in the Volvo Lights program aimed at reducing emissions and cleaning the air in California, he said. “There are 16 partners in the program,” Bliem said. “We are the truck operator. We will be operating four Volvo electric trucks, two electric yard tractors and 10 lithium battery-powered forklifts through the Volvo Lights program.” Of course, not every fleet places truck orders, relying instead on truck leasing. “We lease all our equipment,” said John Hernando, CEO of InstiCo Logistics and InstiCo Express, based in Irving, Texas. “We have full-service leases. There’s multiple reasons why we did that. [One is] we don’t have our own shops. So it gives us a better opportunity to get the maintenance we need from the suppliers we partner with.”

Former airbag maker Takata spurs 1.4 million-unit recall on deadly flaw Bloomberg / December 4, 2019 Takata Corp., the auto supplier that went bankrupt after its airbags spurred the largest-ever automotive recall, told U.S. safety regulators that another 1.4 million U.S. vehicles need to be repaired over a potentially deadly defect. Inflator devices Takata supplied to five of the world’s biggest car manufacturers may absorb moisture that could either cause the airbag to rupture or under-inflate, according to a notice published on the National Highway Traffic Safety Administration’s website. The recall involves components produced from 1995 through 1999 and sold to Volkswagen Group's Audi, Toyota, Honda, BMW and Mitsubishi. Takata supplied tens of millions of defective airbag inflators for years that were prone to exploding in a crash and injuring or killing car occupants by spraying metal shards. The Japanese parts maker pleaded guilty as part of a $1 billion settlement with the U.S. Justice Department over its handling of the issue. Past Takata recalls were blamed on its use of ammonium nitrate as a propellant used to inflate airbags. For its latest safety campaign, the company is citing a manufacturing issue that affected inflators that used a non-azide propellant. Takata said it produced and sold 4.45 million of them globally during the time period covered by the recall. According to Takata’s safety recall report to the NHTSA, the number of inflators it produced for vehicles sold in the U.S. was “substantially smaller but is not precisely known at this time.” Because of the age of the potentially affected vehicles, only a portion remain in service, the company said.

No parts to change your rear axle ratio are available.

Purpose-Built means that we engineer every #Autocar chassis for each customer's specific application & unique demands. This results in superior #performance, #reliability, #safety & ROI. #AlwaysUp #itsallabouttheuptime #uptime #thecustomerisourboss Always Up - Autocar Trucks .

https://www.justice.gov/opa/pr/united-states-joins-suit-against-navistar-defense-llc-alleging-false-claims-under-marine