kscarbel2

Fleet Owner / March 3, 2016 International announced that its DuraStar and WorkStar truck models will be available with the Cummins ISL9 9L engine as an option. The trucks will continue to be offered with Navistar’s own N9 powerplant. The company also said the DuraStar is now available with the Bendix Wingman Fusion collision mitigation system. Both announcements were made this week at the NTEA Work Truck Show in Indianapolis. “Adding the Cummins ISL9 to our line-up is a key part of our strategy to offer the most comprehensive options of proven components in the industry to our customers,” said Bill Kozek, president, Truck and Parts. "The addition of the Cummins ISL9 to DuraStar and WorkStar models provides customers with a winning combination of uptime, performance and durability." The ISL9 is rated up to 380 hp. and 1,250 lbs.-ft. of torque. The DuraStar is also available with the Navistar N9 engine from 275 hp. and 860 lbs.-ft of torque up to 330 hp. and 950 lbs.-ft torque. The WorkStar has the option of either the N9 or N10 engines, with ratings ranging from 275 hp. and 860 lbs.-ft of torque up to 370 hp. and 1,250 lbs.-ft torque. For even more power, customers can spec the N13 engine with 365 hp. and 1,250 lbs.-ft of torque up to 475 hp. and 1,700 lbs.-ft torque. All International medium-duty and vocational trucks feature the International Diamond Logic electrical system. DuraStar and WorkStar models are also available with a suite of traditional manual and automated-manual transmission offerings from Eaton and fully-automatic offerings from Allison. The DuraStar with Bendix Wingman Fusion combines a suite of Bendix advanced safety technologies—radar, camera, the vehicle's brake system, and SafetyDirect by Bendix CVS — into a comprehensive driver assistance system. The camera is powered by the Mobileye System-on-Chip EyeQ processor with state-of-the-art-vision algorithms. "Our uptime philosophy goes beyond our product quality," said Kozek. "Uptime is also dependent on the safety of a driver during operation of our trucks, and our goal is to offer the most innovative solutions to prevent any disruption of an operator's ability to fulfill their job." Built on the Bendix ESP Electronic Stability Program and integrated with an advanced camera and radar technology, Wingman Fusion gathers input to create a detailed and accurate data picture for the driver. Wingman Fusion is available for order on the International DuraStar this month and will be in production beginning in June.

Fleet Owner / March 3, 2016 Detroit’s new DD5 medium-duty engine got its first official U.S. viewing this week at the NTEA Work Truck Show here. The engine, first announced in 2014, will initially be built in Germany before Detroit brings production to its plant in Redford, MI. That facility will receive a $375 million update to build the engine. The 5.1-liter four-cylinder DD5 (Daimler OM934) will be available to order later this year in Freightliner Class 5 and Class 6 M2 106 truck models. A second medium-duty engine, the 7.7-liter six-cyliner DD8 (Daimler OM936), will be added in 2018. The engine will be available in additional vehicles following its production move to the U.S. in 2018. The DD5 will initially offer two power ratings: a 210 hp, 575 lbs.-ft torque and a 230 hp, 660 lbs.-ft-lb. torque. Additional ratings will be added once production shifts to the Redford. In addition, Detroit also announced the engines will have a 45,000 mi. maintenance interval and will be equipped with the Detroit Connect Virtual Technician remote diagnostics service. “We are excited to unveil the DD5 here at the NTEA Work Truck Show and offer customers their first look at what is a proud new addition to the Detroit engines line up,” Kary Schaefer, general manager marketing and strategy, Daimler Trucks North America. “We fully expect that as customers come to realize the total cost advantage of running these reliable and efficient DD5 engines in their fleets, they will Demand Detroit as the engine of choice as they have with the heavy duty DD13, DD15 & DD16 engines.” Related reading - http://www.bigmacktrucks.com/topic/42788-daimler-to-invest-375-million-to-build-diesel-engines-near-detroit/#comment-312559

Heavy Duty Trucking / March 2, 2016 General Motors will offer a 2.8L Duramax turbo-diesel engine with its 2017 model-year Chevrolet Express cargo and passenger full-size vans, the company announced at the Work Truck Show. The available diesel engine is the same one GM uses to power its Chevrolet Colorado diesel pickup. GM will pair the engine with an 8-speed automatic transmission. It will available on long and short wheelbase models in 2500 and 3500. It will be available with passenger and cargo models. "Each business has different needs and our fleet and commercial vehicles embody that," said Ed Peper, U.S. vice president of General Motors Fleet. "Our portfolio of pickup trucks and vans illustrate our commitment to helping you get the job done right."

Ford Offers 7 Trailer Cameras with 2017 Super Duty Heavy Duty Trucking / March 16, 2016 Ford is offering a seven-camera system with its 2017 Super Duty trucks that gives a driver additional views around the side of the truck and behind the trailer, Ford has announced. Ford is offering the Trailer Reverse Guidance system as part of the Ultimate Trailer Tow optional package. The system includes three high-resolution cameras and a color-coded bird's-eye view diagram of the truck to help avoid a jackknife. Yellow or red means the trailer angle is too tight. Four additional cameras include one behind the trailer, one inside the cargo box, one to see directly ahead of the truck, and a camera to activate a lane-departure warning. The system enhances rear-view mirrors by including a tailgate camera to track the motion of the trailer, two side-view cameras that shift the view of the trailer as the angle changes, a customer-attached camera for the back of the trailer, and a center high-mounted stop lamp camera to see inside the cargo box. Ford has submitted two patents on the technology.

All-new F-Series Super Duty offers innovative Trailer Reverse Guidance Ford Media Press Release / March 16, 2016

Ford Boosts Diesel Super Duty Chassis Cabs Heavy Duty Trucking / March 1, 2016 Ford has increased towing and payload capability for its 2017 Super Duty F-350, F-450, and F-550 chassis cabs with new frames and a next-generation 6.7L V-8 PowerStroke diesel with more horsepower and torque, Ford has announced at the Work Truck Show. Ford's second-generation 6.7L V-8 diesel adds 30 horsepower and 90 lb.-ft. of torque for a maximum rating of 330 hp and 750 lb.-ft. — a high-water mark for the trucks. The 2017 chassis cabs also get a new frame consisting of 95% high-strength steel and eight times more torsional rigidity than the previous frame with through-welded crossmembers and fully boxed rails under the cab and forward. The improvement results in a 40,000-pound gross combined weight rating (GCWR) and a 500-pound increase in front gross axle weight rating to 7,500 pounds to support bigger snowplows, taller utility buckets and cranes, as well as larger ambulance bodies or other specialized vocational body upfits. Towing capacity also increases over the outgoing models.

Ford showcases ‘toughest, smartest, most capable’ Super-Duty ever Fleet Owner / March 2, 2016 There was no mistaking the message: the all-new Ford Super-Duty is the "toughest, smartest and most capable" ever built, and the automaker showed off the pickup line as well as the new Transit van series Tuesday evening, March 1. It was at the NTEA Work Truck Show in Indianapolis. Ford gathered reporters for a press event showcasing the Super-Duty's new features and the engineering and testing that went into them. The company says the all-new F-350, F-450 and F-550 chassis cab lineup is optimized to help commercial customers be more productive on the job — "from clearing snow-filled streets to rescuing stranded motorists to restoring power in a storm." "We're the only OEM in the North American market that has a product in every class: 1-7," said John Ruppert, general manager of commercial vehicle sales and marketing at Ford. "Commercial truck customers need tough, capable trucks that can haul heavy equipment to crush challenging jobs," said Craig Schmatz, chief engineer for Ford Super-Duty. "The innovations our team has put into the next-generation Super-Duty chassis cab are paying off by delivering capability that surpasses the competition." The next-generation F-350, F-450 and F-550 Super-Duty chassis cab lineup features: - Best-in-class front gross axle weight rating of up to 7,500 lbs. — 250 lbs. more than the closest competitor — that supports carrying larger equipment like snowplows, taller utility buckets and cranes, larger ambulance bodies or other specialized vocational body upfits. - Best-in-class gross combined vehicle weight rating of up to 40,000 lbs., including the truck and everything it can haul and tow. Ford reps pointed out that that is half the maximum gross combined weight rating of an 18-wheeler semi on most U.S. federal highways. - 330 hp and 750 lbs.-ft. of torque from a second-generation Ford-designed (actually AVL-designed), Ford-built 6.7L Power Stroke V-8 diesel, which the company notes are the best-ever ratings for Class 4 and Class 5 Super-Duty chassis cab All-new frame Thanks to an all-new frame, the F-350, F-450 and F-550 F-Series chassis cab delivers more work capability. The frame is the most rigid ever used in a Super Duty chassis cab. It features 95% high-strength steel with eight times more torsional rigidity than the previous frame, Ford says, thanks to welded crossmembers and fully boxed rails under the cab and forward. Open C-channel frame rails behind the cab are designed to enable easier body and vocational equipment upfits. All this helps deliver the 40,000-lb. max gross combined weight rating and 500-lb. increase in front gross axle weight rating, along with increased towing capacity over the previous Super Duty chassis cab. Weight savings Using advanced materials, Ford says it saved up to 350 lbs. in the all-new F-Series Super Duty and reinvested the savings into tougher, stronger components. For the first time, the Super-Duty body uses high-strength, military-grade aluminum alloy throughout the cab, which improves dent and ding resistance while saving weight for significant increases in towing and payload capability, according to the company. In addition to the heavier-duty fully boxed frame under the cab, Ford says many components "are more robust in the new Super Duty — including axles, suspension, driveline and towing hardware." Powered by Ford The 2017 Super Duty chassis cab with second-generation 6.7L Power Stroke V-8 diesel paired with a commercial-grade six-speed 6R140 automatic transmission adds 30 horsepower and 90 lbs.-ft. of torque for a maximum rating of 330 hp and 750 lbs.-ft. — the highest ever for Super Duty chassis cab. Ruppert said Ford is the only heavy-duty truck manufacturer to design and build its own diesel engine and transmission combination, which ensures the powertrain works seamlessly with all chassis components and vehicle calibrations. The approach enables Ford engineers to optimize vehicle performance across the entire lineup, he said. 500,000-mi. B10 life - The 6.7L Power Stroke V-8 diesel engine for the Ford F-650 and F-750 medium-duty truck line has a B10 design life of at least 500,000 mi., according to Ford, meaning 90% of the engines are expected to go farther than that without requiring a major service that involves removal of cylinder heads or dropping the oil pan to reach internal components. - The Ford 6.7L diesel engine and Ford TorqShift HD six-speed automatic transmission are designed for medium-duty use with "great power, performance and fuel economy — backed by unsurpassed warranty and national network of Ford service centers." "F-650 and F-750 customers help keep America moving," Ruppert said. "We're here to make sure they can with our all-new medium-duty trucks — whether that's trucking freight from Los Angeles to New York, or helping keep the lights on in your neighborhood." The three diesel power levels available are 270 hp/675 lbs.-ft. of torque, 300 hp/700 lbs.-ft. of torque and 330 hp/725 lbs.-ft. of torque. Built at Ford's Ohio Assembly Plant near Cleveland with available straight frame and tractor configurations, the 2017 Ford F-650 and F-750 medium-duty trucks are now available for sale.

(The Mack-badged mDrive HD automated manual transmission is known globally as the “Volvo I-Shift with crawler gears”.) ----------------------------------------------------------------------------------------------------------------------- New I-Shift with crawler gears can start off from standstill with 325 tonnes 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)

Mack expands heavy-duty AMT Range with mDRIVE models Fleet Owner / March 4, 2016 Mack Trucks announced two new versions of its mDRIVE HD automated manual transmission (AMT). Mack made the announcement at the Work Truck Show in Indianapolis. “As the first truck manufacturer in North America to offer low reduction gear ratios in a proprietary automated manual transmission, Mack’s mDRIVE HD 13-speed and mDRIVE HD 14-speed meet the needs of an even wider range of customer applications with the power and performance that only a fully integrated powertrain can offer,” the company said. Available in direct or overdrive configurations, the new Mack mDRIVE HD 13-speed offers a low reduction gear ratio designed for easier starting on steep grades or when the truck is under heavy load, according to Mack. The mDRIVE HD 14-speed, available only in an overdrive configuration, adds a second ultra-low-speed reduction gear designed for curb pouring applications or low-speed, heavy-haul maneuvering. Both transmissions offer up to four reverse gear ratios. “We launched the original mDRIVE HD in response to customers looking for an AMT capable of withstanding tough vocational applications,” said John Walsh, vice president of marketing. “Now, with the mDRIVE HD 13- and 14-speeds, we’re taking the next step and combining low-speed capabilities with the performance and productivity benefits of our ground-breaking AMT.” The new Mack mDRIVE HD models share their architecture with the standard mDRIVE HD, including reinforced internal components and the same gear ratios for the 12 forward speeds. The addition of the low reduction and multispeed reverse gears is made possible by a short extension added to the front of the transmission case. Despite the additional capabilities, the new mDRIVE HD models are less than five inches longer and only 90 lbs. heavier than the standard mDRIVE HD, maintaining a weight advantage of nearly 150 lbs. compared with automatic transmissions. According to the company, for the first time, customers will also now have the option to spec the mDRIVE HD in Mack Pinnacle models, including the new mDRIVE 13- and 14-speed models. “The mDRIVE HD is just as at home on the highway as it is on the job site,” said Stu Russoli, highway and powertrain products marketing manager. “Highway customers with challenging loads will appreciate the extra flexibility provided by the low reduction gear ratios.” In addition to the two new models, all Mack mDRIVE transmissions, including the standard mDRIVE and mDRIVE HD, also received numerous updates for improved performance and durability. The transmissions are controlled by a redesigned gearbox control unit, while a new clutch with a larger torsional damper helps reduce driveline vibration. Component wear monitors were also added to enable predictive maintenance. Demonstrating confidence in the durability of its AMTs, Mack also extended warranty coverage on all mDRIVE transmissions and clutches used in heavy- or severe-duty applications. Warranty coverage now extends to 36 months with unlimited miles for heavy-duty applications for both the mDRIVE and mDRIVE HD. For severe-duty applications, warranty coverage is extended to 12 months and unlimited miles for the mDRIVE, and 24 months, unlimited miles for the mDRIVE HD. The mDRIVE updates also included several improvements to power take-off (PTO) controls, including new main cab harnesses for all mDRIVE models, a reinforced range housing to handle higher PTO bending torque and an all-new cab-mounted Body Builder Module. The Body Builder Module is customizable, with user-configured software parameters to control engine speed and block reverse gears when the PTO is engaged. In addition, dual PTOs are now supported. “PTOs are a critical component for many vocational customers,” said Curtis Dorwart, vocational products marketing manager. “With the added functionality delivered by the new Body Builder Module and other improvements, we’re giving customers the tools they need to be successful in nearly any application.”

Volvo Group Press Release - http://www.volvogroup.com/group/global/en-gb/volvo%20group/worldwide/volvo-group-north-america/_layouts/CWP.Internet.VolvoCom/NewsItem.aspx?News.ItemId=151579&News.Language=en-gb

Heavy Duty Trucking / March 2, 2016 Mack Trucks released 13- and 14-speed versions of its Mack mDrive HD automated manual transmission to meet a wider range of customer applications, the company announced at the NTEA Work Truck Show. Available in direct or overdrive configurations, the mDrive HD 13-speed offers a low reduction gear ratio designed for easier starting on steep grades or when the truck is under heavy load. The mDrive HD 14-speed, available only in an overdrive configuration, adds a second ultra-low-speed reduction gear designed for curb pouring applications or low-speed, heavy-haul maneuvering. Both transmissions offer up to four reverse gear ratios. “We launched the original mDrive HD in response to customers looking for an AMT capable of withstanding tough vocational applications,” said John Walsh, Mack vice president of marketing. “Now, with the mDrive HD 13- and 14-speeds, we’re taking the next step and combining low-speed capabilities with the performance and productivity benefits of our ground-breaking AMT.” The new mDrive HD transmissions share architecture with the standard mDrive HD, including reinforced internal components and the same gear ratios for the 12 forward speeds. The addition of the low reduction and multispeed reverse gears is made possible by a short extension added to the front of the transmission case. The new mDrive HD models are less than five inches longer and 90 pounds heavier than the standard mDrive HD. Customers will also now have the option to spec the mDrive HD in Mack Pinnacle models, including the two new transmission options. In addition to off-road, heavy-haul and construction applications, the new transmissions’ use of a faster rear axle ratio can improve on-road fuel economy while maintaining startability. “The mDrive HD is just as at home on the highway as it is on the job site,” said Stu Russoli, Mack highway and powertrain products marketing manager. “Highway customers with challenging loads will appreciate the extra flexibility provided by the low reduction gear ratios.” All Mack mDrive transmissions, including the standard mDrive and mDrive HD, also received numerous updates for improved performance and durability. The transmissions are controlled by a redesigned gearbox control unit, while a new clutch with a larger torsional damper helps reduce driveline vibration. Component wear monitors were also added to enable predictive maintenance. The mDrive updates also included several improvements to power take-off controls, including new main cab harnesses for all mDrive models, a reinforced range housing to handle higher PTO bending torque and an all-new cab-mounted Body Builder Module. The Body Builder Module is customizable, with user-configured software parameters to control engine speed and block reverse gears when the PTO is engaged. In addition, dual PTOs are now supported. The Mack mDrive HD 13- and 14-speed AMTs will be available for order in August on Mack Pinnacle, Granite and Titan by Mack models.

Tough Towing

Heavy Drop

Water Wading

Ford Media Press Release / March 2, 2016 24 Hour Endurance

Kenworth Truck Company Press Release / March 2, 2016

Transport Engineer / March 2, 2016 As part of a five-year contract hire deal for pizza giant Domino’s, Total Reefer is supplying five 26-tonne DAF CF rigids and two CF 4x2 tractor units for its 60-plus fleet. For the rigids, Total Reefer – part of Asset Alliance specialising in temperature-controlled contract hire and leasing – specified Gray & Adams bodies and Carrier Transicold Supra refrigeration units with sound-dampening kits for urban operations. The bodies will also feature a profiled ‘top hat’ floor designed to allows air to flow under the loadspace, so maintaining optimum conditions particularly for transporting dough. They will be in operation 24 hours a day, six days a week, with each expected to clock up 75,000 miles annually, delivering to the company’s high street takeaways. Meanwhile, the 4x2 DAF CF tractors are being acquired to support Domino’s nationwide trunking routes. All were specified with the 460bhp engine driving through 12-speed AS Tronic automatic gearboxes. Total Reefer will use DAF’s dealership in Milton Keynes to maintain the new trucks, because of its proximity to one of Domino’s delivery hubs. Total Reefer will retain ownership of the trucks – covering tyre replacement, R&M, safety inspections, road fund licensing and breakdown cover. The firm also takes on responsibility for annual temperature control testing and certification, plus F-Gas regulation compliance. “We decided to work with Total Reefer based on the company’s temperature-controlled sector expertise and focus on its customers’ individual requirements,” comments John Lee, group transport manager at Domino’s. “The company’s attention to detail and fast, efficient customer service sealed the deal for us – combined with a competitive full service contract hire rate,” he adds. Photo gallery - http://www.transportengineer.org.uk/transport-engineer-news/dominos-puts-total-reefer-and-daf-on-the-menu/116229/

Heavy Duty Trucking / March 1, 2016 Cummins detailed the latest generation of its medium-duty engines, unveiling the 2017 B6.7 and L9 engines at the NTEA Work Truck Show in Indianapolis, Ind. The two models are the most recent versions of Cummins midrange diesel engines designed for use in medium-duty applications. The 2017 B6.7 engine features a range of 200 to 325 hp and 520 to 750-lb.-ft. of torque. The company touted increases in fuel economy for the entire range of power ratings and the engine has been designed for stop-and-go duty cycles. Engines rated up to 260 hp offer an increase in fuel economy of up to 7% over the current generation while engines rated from 280 to 325 hp can expect up to a 5% increase. "The B-Series engine is the blue jeans of the American trucking industry,” said Srikanth Padmanabhan, vice president of engine business at Cummins. “And it will never go out of style.” The 2017 L9 engine features a power range of 260 to 380 hp and 720 to 1,250 lb.-ft. of torque. New for 2017 is a 350 hp, 1,150-lb.-ft.-rated version designed to maintain more power and torque across a wider rpm range. It is suited for vocational duty cycles. Cummins also unveiled the 2017 Single Module aftertreatment system. The system combines the diesel oxidation catalyst, diesel particulate filter and selective catalytic reduction systems into a single canister. The midrange system features up to a 70% reduction in space claim and up to a 30% reduction in weight over current aftertreatment systems, according to Cummins. Diesel exhaust fluid dosing with the UL2 Urea Dosing System eliminates the need for engine coolant lines to and from the DEF injector, reducing installation complexity and allowing for easier serviceability. The injector's atomization nozzle reduces the risk of deposit formation, and offers a freeze-robust design and improved reliability. Cummins offers a range of systems sized for the engine and rating to ensure more efficient operation and improved fuel efficiency across a range of applications. All Cummins engines are backed by the company’s support network in North America, with over 3,500 authorized repair locations to service vehicles.

Heavy Duty Trucking / February 29, 2016 Cummins and Eaton are deepening and expanding integration strategies while offering additional powertrain options. The powertrain partners announced several new initiatives covering medium duty, on-highway and severe service at the 2016 Technology & Maintenance Council meeting Sunday. Beginning in April, Cummins will offer high-GVW customers an 1,850 lb-ft torque rating for the ISX15 400-475-hp engine that can be specified with an Eaton Fuller Advantage C-Ratio 10-speed transmission, an Eaton UltraShift Plus MHP 13-speed transmission, or an UltraShift Plus MXP 18-speed transmission. The Advantage 10-speed transmission has a gross combination weight rating of 110,000 pounds, while the UltraShift PLUS MHP is rated at 140,000 pounds with the MXP having an unlimited GCW rating. Cummins says the 1,850 lb.-ft. rating will provide customers with better gradeability and improved acceleration while broadening the Eaton/Cummins range of offerings for downsped powertrains. In August, Eaton and Cummins will release an 80,000-lb version of the SmartAdvantage series transmission to go with the new 1,850 torque rating, further broadening the SmartAdvantage powertrain portfolio. “This new rating is an ideal solution for performance-minded fleets,” said Ryan Trzybinski, product strategy manager, Commercial Powertrain, Eaton. “This also provides a huge upside for customers in the vehicle’s resale value.” "The SmartAdvantage difference is in the integration between the ISX15 engine and Fuller Advantage automated transmission," said Michael Taylor, General Manager Global Powertrain, Cummins Inc. “We are very pleased with uptake the SmartAdvantage Powertrain is having and the positive customer feedback.” The advanced level of integration allows for superior low end torque for more time in top gear and smooth, efficient acceleration with enhanced shifting response. Cummins also announced it is extending its SmartTorque option to include seventh and eighth gears rather than just ninth and 10th. This option becomes available in Q3 2016, and allows full 1,850 lb.-ft. in the top four gears. "We are unlocking additional torque in the merge gears so drivers will have the better performance in gear ranges where better acceleration can be important, as in when merging onto freeways," says Taylor. "The extension of SmartTorque 2 will provide improved acceleration and add greater residual value to the truck." On the integration front, Cummins and Eaton have opened up their respective ADEPT and GearLogic technologies to offer even more performance, fuel efficiency and driver confidence improvements. GearLogic allows for the smooth delivery of many of the Eaton transmission and Cummins engines features, including Hill Start Aid, engine overspeed protection, enhanced engine braking, Smart Coast, Blended Pedal, and Vehicle Acceleration Management (VAM). ADEPT is a suite of advanced electronic features for the ISX15 engine that interact with automated manual transmissions, dynamically adapting to operating conditions to help even novice drivers operate as efficiently as a seasoned and efficient professional. ADEPT enhances fuel economy with no impact to productivity, harnessing the electronic capabilities of the engine and transmission to make powertrain control decisions in real time. “We continue to develop and commercialize new technologies to enhance the benefits of an Eaton/Cummins powertrain,” said Ryan Trzybinski, product strategy manager, Commercial Powertrain, Eaton. “This latest integration of electronics and advanced technology features provides our customers with more choices to meet their unique needs and preferences.” The two companies also announced an extension of their collaborative integration efforts to now include joint sales and service support in the field. The initiative combines the Cummins Care program with Eaton Roadranger support and includes: - The integration of both companies' 24/7 call centers. - Sharing of current diagnostics tools and the joint development of new tools. - Cross-training of sales and service teams. Learn more about Cummins' and Eaton's collaboration on SmartAdvantage on the companies' shared website SmartAdvantagePowertrain.com.

Fleet Owner / February 29, 2016 As truck manufacturers turn to “downspeeding” as a means of getting every fraction of an mpg from heavy-duty vehicles, the focus has been on optimized engines and transmissions. But at the Technology & Maintenance Council (TMC) Annual Meeting and Transportation Technology Exhibition here this week, Dana Holding Corp. will emphasize the critical role axles and driveshafts play in handling the high-torque stresses of low-rpm highway operation. Dana now offers axle ratios compatible with all seven configurations of the newly enhanced SmartAdvantage powertrain, a joint collaboration between Eaton and Cummins. These configurations include the original small-step overdrive transmission and a new direct-drive option that delivers exceptional fuel economy in less-than-truckload and regional linehaul commercial vehicles with target cruise speeds of 62 mph and below, Dana officials explained in a pre-TMC press conference Sunday. Together with Cummins and Eaton, Dana has engineered the fastest, lightest, and most efficient drivetrain to help fleets maximize the benefits of engine downspeedingby creating a durable system that manages dynamic challenges resulting from readily available higher torque with less axle reduction, according to the company. Dana’s system includes the Spicer AdvanTEK 40 155 Series tandem axle—offering the industry’s narrowest ratio steps, from 2.26:1 to 2.79:1—along with the SPL 350 driveshaft and SPL 250 inter-axle shaft, which are proven to be the most robust and reliable in their class. “The benefits of engine downspeeding are undeniable, and we are partnering with industry leaders to advance this efficiency-boosting technology,” said Mark Wallace, executive vice president of Dana and group president of Dana On-Highway Driveline Technologies. “Our joint collaboration with Cummins and Eaton allows Dana to take a comprehensive systems approach, examining the integration of all components throughout the vehicle in an effort to fully optimize performance and make further drivetrain enhancements.” Dana’s Spicer AdvanTEK 40 155 Series tandem axle supports the SmartAdvantage powertrain and offers a combination of technologies that can enable an engine at highway cruise speed to run up to 200 rpm lower than alternative powertrain systems, while still reducing weight and increasing axle efficiency. The tandem axle’s full selection of downspeeding ratios and options for a variety of Class 8 applications are now available at most OEM truck brands including Navistar, Kenworth, Peterbilt, and Volvo. Dana also announced a new driveshaft specifically engineered to further support engine downspeeding. Dana’s next-generation driveshaft weighs 30 pounds less than existing products and is tailored to address the specific torque-management strategies of individual commercial-vehicle manufacturers. Engineered with fewer components, this next-generation driveshaft offers a simplified installation process to reduce assembly costs for original-equipment manufacturers (OEMs) and improve ease of maintenance for truck owners. Performance and vehicle dynamics are improved with reduced noise, vibration, and harshness levels, which can also extend component life. Available now for pre-production evaluation by OEMs, Dana’s latest innovation is designed for severe-duty, long-haul applications on high-efficiency Class 8 trucks. This driveshaft is ready for powertrains of the future that will be engineered for further engine downspeeding—enabling an axle ratio lower than 2.26:1, which is the fastest ratio on the market today. “Engine downspeeding is not a one-size-fits-all solution. Each OEM implements this efficiency-boosting strategy in its own way, resulting in very specific torque-handling requirements,” Wallace said. “This next-generation driveshaft ;is the result of our continuous drive to deliver flexible solutions to meet each customer’s unique needs while further reducing weight and improving efficiency in our products.” More information about Dana's downspeeding package for commercial vehicles is available here.

DAF Trucks Press Release / February 29, 2016

VW Truck and Bus Press Release / February 29, 2016 Brazilian logistics giant Reiter Log has upgraded its fleet with the purchase of 76 new Volkswagen and MAN brand trucks from MAN Latin America. Reiter Log operates a 1,000 vehicle fleet. A major distributor of chilled products throughout the country, the company places emphasis on high quality vehicles and after-sales service to ensure customer satisfaction. The new trucks will support the carrier’s operations in the food industry and consumer goods. A Volkswagen and MAN commercial truck operator for seven years, the company’s 76 unit purchase includes 51 VW “Delivery” model 10.160 4x2 refrigerated rigids and 24 tractors including VW “Constellation” 420 horsepower model 25.420 6x2s and MAN TGX 29.480 6x4s. "We chose, once again, to renew our fleet with Volkswagen and MAN trucks. They continue to offer cost-beneficial models to our operation which provide high levels of productivity and driver comfort. Undoubtedly, there industry-leading service network was also a big factor," says Reiter Log owner Vinicius Pilz. The new vehicles have been delivered by dealer Transrio South. The Constellation tractors will run dry cargo throughout the country, while the Delivery rigids will handle intra-city deliveries. The TGX tractors will support consumer goods distribution. "We invest a lot in customer satisfaction, and know the quality of after-sales service is a deciding factor towards future purchases, which has been proved in our business with Reiter Log "said Ricardo Alouche, Sales Vice President, Marketing and After Sales of MAN Latin America. Photo gallery - https://www.man-la.com/sala-de-imprensa/noticias/reiterlog-investe-na-aquisicao-de-76-caminhoes-volkswagen-e-man-156

Scania Group Press Release / February 29, 2016