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FMCSA Orders Recalled Volvo Trucks Placed Out of Service Heavy Duty Trucking / March 23, 2016 The Federal Motor Carrier Safety Administration has determined that vehicles included in Volvo Trucks' recent safety recall that have not been repaired should not be operated and are to be immediately placed out of service. On March 10, Volvo Trucks announced the recall of certain 2016-2017 VNL, VNX and VNM trucks manufactured from May 11, 2015, through March 8, 2016. The recalled trucks may be missing a roll pin in the steering shaft that could cause the steering shaft to disconnect from the junction block. This could cause a sudden and complete loss of steering control. The NHTSA has linked the defect to a part supplied to Volvo by Willi Elbe, a German company (http://www.willielbe.de/pages/en_sprachauswahl.php). On March 18, FMCSA issued an Urgent Safety Bulletin advising operators and carriers of recalled vehicles to immediately contact Volvo Customer Support at 1-877-800-4945 (Option 1) before continuing driving operations. The recall affects nearly 20,000 Class 8 trucks with 16,000 in the U.S. alone. The FMCSA’s announcement is not intended to provide a basis for further enforcement action, but the group seeks the immediate cessation of the unrepaired, unsafe trucks. Operators of vehicles that have been declared out of service face potential civil penalties as well as criminal prosecution. The FMCSA’s full notification is available here.

Some of Volvo’s Heavy Trucks Ordered Off the Road The Wall Street Journal / March 23, 2016 Transportation Department acts after company says some vehicles may have steering shaft defects The U.S. Department of Transportation ordered thousands of Volvo AB heavy-duty trucks off the road Wednesday, after the company announced a recall last week because of potential defects that could cause drivers to lose control of their vehicles. The order marks the first time regulators have ever pulled a particular manufacturer’s trucks from service, regulators say, and will likely force some fleet operators to scramble to find new big rigs to avoid stranding their customers’ cargo. Earlier this month, Volvo told federal regulators that it may have installed 19 defective steering shafts among the roughly 15,835 trucks sold in the U.S. between May 11 and March 8. The defective units were manufactured without roll pins, parts that ensure a shaft’s two parts hold together. If a shaft comes apart, it could cause the driver to lose control of the truck. Volvo later identified a second steering shaft defect affecting the same pool of nearly 16,000 trucks. “In this case we’re looking at a [total] loss of control of the vehicle without prior warning, which is an extreme condition for these vehicles,” said Bruce York, chief of the medium and heavy vehicles division with the National Highway Traffic Safety Administration (NHTSA), a regulator helping coordinate safety measures in response to the recall. “The imminent risk is more severe than a lot of other recalls issued by other manufacturers.” John Mies, a Volvo spokesman, said Wednesday that 13,761 trucks have already been taken out of service and 6,300 of those had been repaired, out of the total of 18,638 sold in the U.S. and Canada. The repair used an interim fix to secure the two parts of the steering shaft. On Wednesday, the company sent instructions to drivers, via their dashboard display software, instructing them to contact Volvo. Eventually, the company plans to replace the mechanism in all the trucks affected with a one-piece steering shaft. The defective component had not been used prior to May of last year, he said. “At the time, we believed that it would provide the same quality and durability as the previous, one-piece shaft, while being easier to install and maintain,” Mr. Mies said. “Obviously, we were wrong.” Wednesday’s announcement by the Federal Motor Carrier Safety Administration was a rare and unusually strong measure for the regulator to take and indicates the severity of the safety issue, trucking industry experts said. The order allows roadside inspectors and highway patrols to immediately pull affected trucks from service. The recall affects 2016 and 2017 model-year Volvo VNL, VNM and VNX trucks, as well as certain 2016 and 2017 Mack Titan trucks. The recall is a setback for Volvo, which has been gaining share in the heavy-duty truck market in recent years. Volvo, which also owns the Mack brand, leapfrogged Navistar into third-place in sales of Class 8 trucks, the big rigs used in long-haul freight transportation. It has a nearly 20% share of Class 8 trucks in North America, analysts say. Volvo also has been among the more aggressive truck builders in North America for installing its own powertrains in its vehicles, lessening the company’s need to use engines and transmissions from outside [American] suppliers.

Thousands of Volvo trucks recalled, owners face FMCSA penalties for driving Land Line Magazine / March 21, 2016 Volvo is recalling nearly 20,000 trucks because of a substantial defect with the steering. The defect is so significant that the Federal Motor Carrier Safety Administration is urging owners to take affected vehicles out of service as soon as possible or face possible penalties, including being placed out of service. According to National Highway Traffic Safety Administration documents, the recall affects 2016-2017 VNL, VNX and VNM trucks. Some trucks may be missing a roll pin on the steering shafts, potentially disconnecting the lower steering shaft from the junction block. Additionally, the bolt connecting the upper steering shaft to the lower steering shaft may not have been properly tightened. Both situations can cause the steering shaft to separate. The recall also affects certain 2016-2017 Mack Titan trucks, according to an FMCSA safety recall alert. Volvo and FMCSA are strongly recommending that owners refrain from driving affected vehicles until the final remedy – replacing the two-piece steering shaft with a one-piece shaft – is available. Initial notices were sent out to vehicle owners on March 14. Owners should expect a second notice when the final remedy is available. In an “urgent inspection bulletin,” FMCSA noted that driving an affected truck could be considered a violation of FMCSA safety regulation 49 C.F.R. §396.7, which prohibits operation of a vehicle in a condition likely to cause an accident or a breakdown. Motor carriers that violate applicable regulations may face enforcement action including, but not limited to, civil penalties and a finding that the defect constitutes an out-of-service condition. Volvo is working to secure rental vehicles for drivers. According to an FMCSA recall alert, Volvo will also cover towing where needed. A temporary solution allowing drivers to operate their trucks was made available on the week of March 14. Owners can call Volvo at 877-800-4945 and choose option No. 1. Volvo's recall numbers for this campaign are RVXX1602 and RVXX1603. This recall supersedes safety recall 15V-786.

Fleet Owner / March 17, 2016 Volvo Trucks North America is recalling certain model year 2016-2017 VNL, VNX and VNM trucks and Mack Trucks some model year 2016-2017 Titan heavy haul trucks due to a possible defect in the steering shafts. Volvo trucks being recalled were manufactured from May 11, 2015, through March 8, 2016. These trucks "may have been manufactured without a roll pin on the steering shafts," the Federal Motor Carrier Safety Administration announced. "If the roll pin is missing, the lower steering shaft may disconnect from the junction block. Also, the bolt connecting the upper steering shaft to the lower steering shaft may not have been properly tightened. "Either condition can lead to separation of the steering shaft," the agency continued in an email sent Thursday afternoon, March 17. More specifically, the recall announcement by the National Highway and Traffic Safety Administration (NHTSA) states that some 19 steering shafts provided to Volvo may not have had the roll pin installed. That could cause the steering shaft to disconnect from the junction block. Additionally, "the bolt connecting the upper steering shaft to the lower steering shaft may not properly secure the upper steering shaft," NHTSA states. Should the steering shaft separate, it would cause "complete loss of steering which may result in a vehicle crash," but Volvo has received no reports of personal injury "and considers this [recall] as a proactive measure." The NHTSA has linked the defect to a part supplied to Volvo by Willi Elbe, a German company (http://www.willielbe.de/pages/en_sprachauswahl.php). UPDATE: Meanwhile, Mack Trucks, Inc. issued a notice on March 11 informing distributors of a recall affecting 51 Titan trucks built from May 11, 2015 through Feb. 12, 2016. In the notice, Mack says it "recently became aware of the risk of failure with a greaseable two-piece steering shaft" provided by a supplier and is contacting owners of affected vehicles "and directing them to take the vehicles out of service as soon as possible." Mack stresses that there have been no reports of incidents with the trucks but nonetheless is urging that the 51 trucks be taken out of service "to be overly cautious." The company notes that its intention is to replace the two-piece steering shafts with a one-piece steering shaft, and is also "exploring every option" to limit any customer downtime due to the replacement. Mack has set up a customer support line at 877-800-4945 (opt #1) to answer customer questions on the matter and is asking distributors to contact any local customers whose vehicles have the potentially faulty component to inform them of the issue. Important reading: http://www-odi.nhtsa.dot.gov/acms/cs/jaxrs/download/doc/UCM499790/RCLRPT-16V097-9654.PDF https://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/Volvo%20Safety%20Recall%20Alert%20Steering%20Shaft.pdf

The Morning Call / March 16, 2016 Mack Trucks is recalling more than 25,000 of its vehicles across the country, according to documents filed with the National Highway Traffic Safety Administration (NHTSA). The company is recalling certain model year 2012-15 Granite (GU), Pinnacle (CHU, CXU), TerraPro (LEU, MRU), and Titan (TD) and model year 2015 LR trucks manufactured Sept. 1, 2011, through April 30, 2014. According to the recall summary, on certain models the cap nut that retains the inter-axle driveshaft yoke to the rear axle input shaft may loosen. If the cap nut loosens and falls off, the recall says, the yoke can separate from the axle input shaft and allow the driveshaft to disconnect, increasing the risk of a crash. Mack is notifying owners and dealers to replace the cap nut. The input shaft threads will be inspected for any damage, and repairs will be made free, according to the recall. The recall is expected to begin April 15, and owners can contact Mack customer service at 610-709-2131 with recall number: SC0399. In addition to the 20,741 potentially affected trucks in the United States, there are an additional 1,068 in Canada, 405 in Mexico and 2,959 exported to other countries [altogether 25,173 trucks].. Mack spokesman Christopher Heffner said the cap nut is a supplier part, and affected customers should visit their Mack dealership. Important reading: http://www-odi.nhtsa.dot.gov/acms/cs/jaxrs/download/doc/UCM498544/RCLRPT-16V099-2338.pdf http://www-odi.nhtsa.dot.gov/acms/cs/jaxrs/download/doc/UCM499162/RCMN-16V099-2118.pdf

Kenworth Truck Company Press Release / March 16, 2016

Kenworth Truck Company Press Release / March 16, 2016

Renault Trucks Press Release / March 16, 2016 Less than three years after its launch and the extremely positive feedback from customers, the Renault Trucks T is already undergoing a major upgrade to help it be even more cost efficient for its users. The 2016 version of the T benefits from improvements to the chassis and driveline, enabling it to reduce its consumption by a further 2%, while at the same time increasing the payload by up to 114 kg. It is also introducing Optivision, a predictive cruise control system with GPS. In 2013, the Renault Trucks T began a new age in the history of Renault Trucks. Voted International Truck of the Year 2015, it rapidly asserted itself among customers for the quality of its build and its energy efficiency. Far from resting on its laurels, Renault Trucks is now taking it to another level. “Customer feedback shows us that the T offers unexpected performance in terms of fuel consumption and driving quality,” explains Sophie Rivière, the Long Haul segment manager at Renault Trucks. “We have been working along three tracks to make our customers even more cost efficient: improve the aerodynamics to reduce fuel consumption, reduce the weight to increase payload and encourage eco-driving by means of a predictive cruise control system with GPS.” Improving the aerodynamics involved Renault Trucks drawing upon its most recent work carried out with the experimental Optifuel Lab 2 vehicle. This has led to the T 2016, featuring an optional built-in spoiler under the bumper: “This spoiler can better direct the flow of air passing beneath the truck and considerably reduce aerodynamic disturbance, a potential source of increased consumption,” explains Sophie Rivière. “Furthermore, this new T introduces a new, lighter roof deflector without any metal framework, enabling the truck to penetrate the air more easily.” Depending on the version, customers can save a further 2% of fuel compared with the current vehicle. As far as the chassis is concerned, weight saving has become a major priority. Several components have been redesigned or lightened, so that payload can be increased as much as possible to benefit operators. For example, a new drive axle and improvements in the air suspension have reduced vehicle weight by several kilos. Customers now also have the possibility of having their tractors fitted with an aluminium fifth wheel. “Our approach concerning weight is very similar to the one we have adopted for aerodynamics,” explains Sophie Rivière. “Weight reduction is achieved a little at a time, resulting in a significant overall result. In the end, this adds up to customers being able to increase their payload by as much as 114 kg!” The DTI 11 and DTI 13 engines have also benefited from an upgrade, enabling them to further improve their combustion and thereby reduce consumption. They all comply with the upcoming Euro 6 step C standard, which becomes mandatory on 31 December 2016. These engines’ most important new feature is the introduction of the common rail injection system on the DTI 13. “The system’s reliability and efficiency on the 11 L in terms of fuel savings convinced us that it would be interesting to also apply it to the 13 L model,” Sophie Rivière adds. “Already delivering good performance, the DTI 13 asserts itself as a highly economic solution for hauliers whose trucks operate on undulating roads for example, or carry heavy loads.” The engines are coupled to a new generation of the Optidriver automated manual gearbox. Apart from the improvements made to the truck itself, at the same time Renault Trucks is launching a range of new services which are also designed to reduce fuel consumption. These include the Optivision predictive cruise control system, now connected with a GPS. This makes it possible to adopt a gearshift, acceleration and vehicle speed strategy corresponding to the route being followed. “When you reach a downhill stretch, for example, the system will make the most out of the vehicle’s inertia,” explains Sophie Riviére. “And when at the top of the hill, it will stay in the highest and most economic gear as it ‘knows’ the downhill stretch is coming up.” During each journey, the system records the route, not only that of the truck in question, but also that of all trucks equipped with Optivision that have followed a similar itinerary. Fuel savings can therefore be achieved the very first time a vehicle takes a particular route if another truck using the system has already travelled along it. With the Fuel Eco+ pack, which combines the Fuel Eco pack (inhibited power mode, eco-cruise control with Optiroll freewheel mode control, disengageable air compressor, variable flow steering pump and automatic engine cut-off) and Optivision, hauliers can reduce these vehicles’ consumption by as much as 5%. With the T 2016 version, Renault Trucks is expanding its transport solution offering. With improved payload, more efficient engines as well as services benefiting from the latest innovations in fuel consumption, Renault Trucks is taking a new step forward in its desire to supply its customers with a truck that is a genuine profit centre. Photo gallery - http://corporate.renault-trucks.com/en/press-releases/2016-03-16_new_renault_trucks_t_range.html

International Trucks Press Release / March 16, 2016

Today’s Trucking / March 15, 2016 Volvo Trucks offers a very unique 6x2 tractor platform, where the rear axle does the driving while the forward axle in the tandem group goes along for the ride. Sometimes called a "pusher" or "dead axle," this axle is anything but dead. It's part of a traction management system called Adaptive Loading, that allows the axle to be lifted completely off the ground when it's not needed, providing additional fuel savings over the straight 6x2 setup. It's also said to reduce tire wear, and because of Volvo's proprietary Biased Loading strategy, traction on the drive axle is considerably improved. This video explains how Adaptive Loading works, and features an interview with one of the first fleets in North America to use the system. To hear Gene Brice, co-owner of Idaho Milk Transport talk about it, you'd think he's found the goose that laid the golden egg. Brice's fleet is ideally suited for Adaptive Loading. It's a liquid bulk fleet and so very weight sensitive. Brice gains by having a 6x2 with its reduced weight, but he also win the tire wear and traction war by being able to lift the unneeded axle when the trucks are running empty.

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

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

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

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

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

Kenworth Truck Company Press Release / March 10, 2016

Kenworth Truck Company Press Release / March 10, 2016

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

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

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

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