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Scania Press Release / October 28, 2015 What are the best techniques for reducing fuel consumption? Cem Kizilkaya is one of Scania’s most experienced driver coaches and has created this list of sure-fire ways to drive more economically. Cem Kizilkaya has been a driver all of his adult life. From taxis and buses to coaches and trucks, he has driven just about every kind of commercial vehicle you can think of. His wide-ranging experience has earned him the job of Head of Operations and driver coach at Scania’s own internal haulage company, Scania Transport Laboratory. The Transport Laboratory is part of Scania’s Research & Development division. It serves as a proving ground for continuously testing new technology and driver techniques aimed at improving the efficiency of the transport industry. With the help of fuel masters like Kizilkaya, the lab has achieved impressive results across its six years of operation, lowering its fuel costs and cutting its own carbon dioxide emissions by 50 percent. So, what’s the secret to more economical driving? Here are a dozen of Cem Kizilkaya’s best tips: Check your alignment Many people don’t realise just how important it is to check the wheel alignment on the truck and the trailer. Badly aligned axles and wheels result in extra fuel consumption and premature tyre wear. They also increase the strain on the axel, increasing wear. So, my advice is: have a wheel alignment carried out on your trucks and trailers regularly. This will extend the life of the components – and lower your fuel consumption. Don’t “pimp” your ride There are some situations when additional lights like these come in handy, but most of the time they’re basically unnecessary ornaments. Try to remember that every additional item that you add to your truck – including lights, rotating beacons and extra bumpers – increases its air resistance. For example, additional lights can increase fuel consumption by two percent. All Scania trucks are designed for minimal drag. My advice is: don’t mess with that. Avoid the knick knacks and save on fuel instead! Check your tyre Do you have the right tyres on your truck? And are your tyre pressures correct? Good, that’s two ways of avoiding worn tyres. All too often, we meet drivers whose tyres are not adjusted to the right pressure or not suited to the task at hand. So, make sure you check the tyre pressures at least once a week. And regularly check the electronic Tyre Pressure Monitoring instrument – or TPM – in the cab. That way, you will save fuel and reduce the wear and tear on both your tyres and your vehicle. Coast more often When approaching a hill, how can I make sure that I’m driving as fuel-efficiently as possible? At the top of the hill, I make sure that I release the cruise control. I also release the accelerator pedal. I can then enjoy a free ride downhill, without wasting a single drop of fuel. A good target for long-haulage drivers is to try to coast for at least 20 percent of each journey. In fact, that’s Scania’s own target for our daily operations. So, come on: take the challenge and try to beat us! Plan ahead Planning ahead is the key to successful eco-driving. Being closely aware of the situation ahead of you will allow you to make good fuel savings. When I’m approaching a roundabout, I try to anticipate how the cars in front of me will behave. I decrease the truck’s speed, use its momentum, and roll through the roundabout. I use the same technique when I’m approaching a red light. I keep the truck rolling at low speed. I then try to time things just right – so that I can pass through when the light turns green – without touching the brake or the accelerator pedal. Carry out appropriate maintenance Do you want to keep your truck on the road? Do you want to achieve 99.8 percent uptime, like the Scania Transport Laboratory? The workshop is the place that makes this possible. Checking your truck in for regular maintenance by Scania’s service technicians will keep it in prime working condition. You’ll ensure your vehicle is performing at its best and avoid having to pay for extra repairs. All this also adds up to lower fuel consumption, lower emissions and decreased wear and tear on all components. Get up close and reduce wind resistance Trucks used in Scania’s transport operations often drive in convoys or platoons like these. We keep the distance between the truck combinations at about 70 meters. Using this technique has helped us cut fuel costs by at least 5 percent. Even if you’re not in a convoy you can also save fuel by creeping closer to the truck in front of you. Even at a distance of 100 meters you will start to get the advantages of the lower air resistance. Just make sure you keep a safe – and legal – distance. Use the engine heater When it’s cold outside, your truck’s built-in electrical engine heater is the best way of getting your vehicle ready to go. So, if you’re starting up in your own backyard or at a truck stop that has electric facilities, just plug the extension cord into an electrical socket. You’ll be pre-heating the engine in a way that’s good for the environment. Your truck will appreciate it, too. And starting at the right working temperature also means lower emissions from the beginning of every job. Check the brakes regularly If you frequently use the engine retarder on your truck, it’s likely that the brakes on your trailer are not being exercised enough. This can cause them to drag or bind. Dragging brakes will, of course, lead to a drastic increase in fuel consumption. This is why you should check the brakes on both your tractor unit and trailer regularly. My advice is to check the trailer brakes at least once a year, as part of a planned maintenance stop. Avoid idling There are many myths surrounding idling. Some drivers think it’s the best way to warm up the engine. Others think it’s good for the turbo. But most of the time idling is completely unnecessary. The only thing you’re doing is wasting fuel and increasing emissions. My recommendation is to turn off the engine whenever you get the chance. If you’re stopping for more than 20 seconds, then you should definitely switch off. You’ll not only save fuel, you’ll save money. Drop from 90 to 80 km/h Before you overtake the truck in front of you, think again. Instead of speeding up to 90, it might make more sense to maintain a nice steady pace of 80 kilometres an hour. This will make your boss happy. You will cut the company’s fuel costs by 10 percent, you will reduce the risk of deadly accidents by 40 percent, and you will greatly reduce wear and tear on your vehicle. And remember: doing 80 rather than 90 increases your journey time by just one percent. So the choice is clear: slow down to 80. Choose the right gear Every little bit counts when it comes to eco-driving. Fitting your truck with side skirts will lower its air resistance – and its fuel consumption. And if you mount air deflectors like these on the sides of the cab, well, that’s even better. You will lower the fuel consumption by an extra five percent. You should also make sure the curtains of your curtain-sider are properly stretched. And, don’t forget to tighten the retaining straps and to tuck in the loose ends. Compete with other drivers Scania Fuel Masters Europe is an interactive competition where you can compare your most fuel-efficient journeys with other drivers via your mobile phone. Go to: fuelmasters.scania.com

Downspeeding can contribute 2-3% in fuel savings: NACFE report Truck News / October 28, 2015 A new confidence report released today by the North American Council for Freight Efficiency (NACFE) and Carbon War Room claims that downspeeding can slash truck fuel consumption by 2-3% when optimally applied. Downspeeding is the practice of speeding up the rear axle on trucks to lower the speed of the engine, allowing the truck to run at the most fuel-efficient RPM under cruise conditions, thus saving fuel and money. Downspeeding can also help in other areas like noise reduction and improved driveability, NACFE said. According to the report, downspeeding is now a primary focus for OEMs to help improve fuel economy for regional and long-haul applications that operate at highways speed, mainly because of the technologies that complement it to make downspeeding more attractive. “We see (downspeeding) in two configurations,” said Mike Roeth operation lead, trucking efficiency with NACFE. “The first is downspeeding with a direct drive transmission. And that’s being done by fleets (that) are most aggressive on fuel economy. The other is downspeeding with an overdrive transmission with a slower rear axle ratio. That offers different advantages but loses that direct drive opportunity.” NACFE said one of its main conclusions from the report is that, after the finding it can improve fuel economy by 2-3%, downspeeding should be adopted by long-haul operations. “We strongly consider that in long-haul fleets, they be considering downspeeding,” Roeth said. One of the only concerns with downspeeding NACFE found in its research is that it poses a risk of potential driveline failures. However, NACFE said by talking to the right people, you can avoid this is you think downspeeding is the right move for your business. “One of the concerns we uncovered is the consequences of potential driveline failure due to higher torque,” Roeth said. “The good news is the component manufactures and truck manufactures, have solutions for that. And that particularly happens in day cab, pick-up and delivery type of operation where there’s the opportunity to deal with that higher torque. But, there are solutions there, and we recommend that anyone considering downspeeding speak about this with your transmission supplier, rear axle supplier, engine suppler…to make sure that the spec’ will work for you and your duty cycle and your business practices as a fleet.” For more information visit www.TruckingEfficiency.org.

NACFE Class 8 downspeeding study confirms 2 to 3 percent fuel economy boost Commercial Carrier Journal (CCJ) / October 28, 2015 The North American Council for Freight Efficiency released a new confidence report highlighting the benefits and disadvantages of diesel engine downspeeding technology in Class 8 applications this week. Mike Roeth, executive director of NACFE, noted that the report drew on unbiased experts from across the trucking industry, including OEMs, component suppliers, engine and drivetrain manufacturers and large and small fleets to paint as comprehensive a picture as possible on how downspeeding is being used in trucking today. Downspeeding, Roeth noted, uses high-speed rear axles combined with high-torque, lower-RPM diesel engines. With this powertrain combination, a diesel engine revs less at any given highway speed and therefore receives corresponding fuel economy boost. NACFE found the typical downspeeded truck gained between a 2- and 3-percent increase in fuel economy, compared to tractor-trailers running conventional powertrains. Roeth said the study determined that there are two basic downspeeding configurations commonly found in trucking today. The first, and most common spec, relies on a direct-drive transmission, which delivers higher fuel economy numbers. Some fleets are opting for the second choice, which uses an overdrive transmission with a slightly slower rear axle. “The key enabler in all cases are the new generation of electronically-controlled automated manual transmissions,” Roeth noted. “These transmissions make downspeeding more attractive and practical for fleets today, particularly when they are mated with finely-tuned engine parameters to optimize fuel economy and mitigate torque management problems.” Significantly increased low-end engine torque is one drawback to downspeeding. Roeth says drivetrain component suppliers manage this problem by using larger, more robust axle gearing and driveline components, in addition to enhanced electronic engine programming. The study determined that spec’ing more robust axle and driveline components generally adds between $500 and $1,000 to the vehicle acquisition cost. But, it also noted that fuel savings offset these numbers. Based on a five-year average diesel prices, NACFE calculates fuel savings of approximately $1,500 per year. Plugging in current low fuel prices yields a annual saving of approximately $1,000 per year per downspeeded truck. Roeth said the study found mixed responses on downspeeding technology from drivers. On the positive side of the ledger, drivers with downspeeding experience complimented the “significantly” quieter ride at highway speeds combined with “snappy” acceleration and low-end power. On the other hand, the study found that many fleets were reluctant to order downspeeded trucks, fearing that uninitiated drivers would reject them and either leave or decline to hire onto a fleet equipped with them. Resell values remain a worry for other fleets as well, since NACFE found that downspeeding is a spec that works best in long haul, steady-state driving applications. As a result, current estimates show only about 25 percent of new, long-haul tractors are currently being spec’d with downspeeded powertrains. But, based on the report’s findings, NACFE strongly recommends long-haul fleets consider the spec as a way to incur significant annual fuel savings. “The key for fleets interested in adopting this spec is to work closely with both OEMs and component suppliers to insure the vehicles are spec’d correctly,” Roeth added. “If that’s the case, our study found they perform very well in their designated application while delivering significant fuel savings to fleets.” Access the complete NACFE study on engine downspeeding here.

Carbon War Room Says "Yes!" to Downspeeding Todays Trucking / October 28, 2015 Although it has been around for decades, downspeeding—the practice of using fast gear ratios that lower the speed of the engine—has become more widespread because of recent complementary technologies that have made it more attractive. Downspeeding is now one of the primary powertrain-focused strategies for improving the fuel economy of both over-the-road long-haul tractor-trailers and regional-haul daycab trucks that operate at highway speeds much of the time. The latest Confidence Report released today by the North American Council for Freight Efficiency (NACFE) and Carbon War Room explores the benefits and challenges of downspeeding for Class 8 tractors. When optimally applied, downspeeding improves fuel efficiency and lowers the operating RPMs of the engine under cruise conditions, while helping in other areas such as noise reduction and improved drivability. The study team found that as a result of these changes to the powertrain, fleets can reduce fuel consumption by 2–3% because downspeeding allows the engine to operate at the most-fuel-efficient RPM when generating only the minimal horsepower required under cruise conditions. The report also contains a confidence matrix that expresses the study team’s confidence in downspeeding, and offers recommendations for fleets interested in using this technology to improve fuel economy. The North American Council for Freight Efficiency is a non-profit organization dedicated to doubling the freight efficiency of North American goods movement. NACFE operates as a nonprofit in order to provide an independent, unbiased research organization for the transformation of the transportation industry. Carbon War Room was founded in 2009 as a global nonprofit by Sir Richard Branson and a group of likeminded entrepreneurs. It intervenes in markets to accelerate the adoption of business solutions that reduce carbon emissions at gigaton scale and advance the low-carbon economy. CWR merged with Rocky Mountain Institute (RMI) in 2014 and now operates as an RMI business unit.

Fleet Owner / October 28, 2015 Group says downspeeding is now a “primary” powertrain-focused strategy among OEMs to improve fuel economy for both long-haul and regional trucks that operate at highway speeds much of the time. A new confidence report issued by the North American Council for Freight Efficiency (NACFE) this week indicates [claims] that downspeeding – the practice of using fast gear ratios that lower the speed of the engine – can cut commercial truck fuel consumption by 2% to 3% because it allows the engine to operate at the most fuel-efficient RPM when generating only the minimal horsepower required under cruise conditions. NACFE added that downspeeding is now a “primary” powertrain-focused strategy among OEMs to improve fuel economy for both long-haul regional-haul day cab tractors that operate at highway speeds much of the time – largely because complementary technologies make it “more attractive” in heavy-duty truck applications. The group said it researched nine different downspeeding applications using both proprietary and supplied engine and transmission combinations configured in one of two formats: A direct drive transmission and a fast axle ratio. The fast axle ratio direct drive transmission specification is optimal in terms of friction and fuel consumption reduction, but given the potential for driveline failure some manufacturers only approve it for true line haul applications where the highest torque conditions occur infrequently. An overdrive transmission and slightly slower rear axle ratios. The somewhat slower axle ratio of an overdrive transmission spec subjects the transmission output, driveshafts, and axles to far less torque. This makes it appropriate for both line haul and regional and city delivery applications. NACFE suggested that an automatic or automated mechanical transmission (AMT) should be spec’d on any downsped engine. But if a manual transmission is selected, the engine’s torque response during clutch engagement must be specifically tailored to the drivetrain to gain the expected fuel savings. The group stressed, however, that downsped-configured powertrains can come with higher cost and higher risk of damage “Downsped axles, being less flexible, are much more sensitive to sudden shocks,” NACFE noted in its report. “The need to spec an automatic or AMT with a higher output torque capability, a certain clutch with a higher capacity damper, and higher torque driveshafts and rear axles leads to greater upfront costs.”

Commercial Carrier Journal (CCJ) / October 28, 2015 Cummins is recalling certain Cummins Westport ISL G natural gas engines sold exclusively for use in Navistar and Mack trucks. The affected engines were manufactured between Sept. 13, 2007 and Sept. 23, 2015. Cummins said the engines have a turbocharger oil supply line that may contact or interfere with the turbocharger inlet elbow, clean air intake clamp or the air fuel control tube, and result in an oil leak. If the turbocharger oil supply line leaks around the exhaust manifold, there is an increased risk of a fire. Approximately 3,020 engines are affected by this recall. Cummins will notify owners, and dealers will inspect trucks for damage to the oil lines and replace it for free if necessary. The recall is expected to begin Nov. 20.

Overdrive / October 28, 2015 Prime Inc., one of America’s largest carriers, recently ordered 900 Peterbilt 579s equipped with Paccar (DAF) MX-13 engines. Prime will put the trucks in operation with its affiliate, Success Leasing. “Peterbilt is a great business partner with a long history of providing Prime with vehicle and support solutions that help us build on our reputation as the industry’s most reliable and competitive carrier,” said Darrel Hopkins, director of leasing for Prime. “We believe the Model 579 will help us attract and retain drivers, as well as provide outstanding fuel efficiency and uptime.” Prime has been operating Peterbilts for more than 10 years. The 900 just purchased will be equipped with 80-inch sleepers.

This isn't Obama's fault. In terms of engine technology, i.e. design innovation, Cummins in general has been getting farther and farther behind the global competition. When all you do is engines, a narrow product portfolio indeed, you need to lead in order to survive.

Trailer/Body Builders / October 27, 2015 Demand for new commercial vehicles in the EU in September increased for the ninth consecutive month, totaling 208,077 units for a 14.7% boost, according to the European Automobile Manufacturers Association (ACEA). Growth was sustained across all commercial vehicle segments. Spain (+53.2%) and the UK (+19.9%) confirmed the positive momentum posting double-digit percentage gains, followed by France (+9.7%) and Italy (+4.9%), while Germany remained stable (+0.6%). Over nine months in 2015, the EU market expanded (+12.2%), totaling 1,517,247 commercial vehicles. During the same period, Spain (+38.6%), the UK (+19.2%), Italy (+10.0%), Germany (+2.2%) and France (+1.9%) all posted growth. New commercial trucks over 16 metric tons (35,274 lb) i.e. heavy trucks September 2015 results show an increase in new heavy truck registrations (+20.2%), totaling 24,912 units. Spain (+79.3%), still benefiting from the government incentive program, largely contributed to this positive outcome, followed by Italy (+56.4%), the UK (+26.7%) and France (+20.5%) which all posted double-digit growth. Nine months into the year, the EU market grew (+20.6%), reaching 188,281 units. Spain (+55.7%), the UK (+44.0%), Italy (+26.7%), France (+11.3%) and Germany (+3.6%) saw demand for heavy trucks increase, contributing to the overall upturn of the EU market over the period. New medium & heavy commercial trucks over 3.5 metric tons (7,716 lb) In September 2015, 30,544 new trucks were registered in the EU, up (+17.0%) compared to September 2014. All major markets supported the overall expansion, with Spain (+75.0%), Italy (+39.7%), the UK (+17.7%), France (+17.5%) and Germany (+5.3%) posting growth. From January to September 2015, 235,238 new trucks (+16.6%) were registered in the EU. In particular, Spain (+51.9%), the UK (+34.2%) and Italy (+22.1%) recorded significant increases over the period, followed by France (+8.8%) and Germany (+1.5%) which reported more modest growth. New buses & coaches over 3.5 metric tons (7,716 lb) In September 2015, new bus and coach registrations increased (+29.8%) compared to September 2014, totaling 4,018 units. The UK (+55.9%), Spain (+44.3%), Italy (+21.7%) and France (+15.5%) positively contributed to the overall expansion, while Germany (-13.2%) performed less well than in September 2014. Over nine months in 2015, the EU market increased (+18.2%), totalling 29,000 new buses and coaches. Demand was primarily driven by Spain (+42.8%) and the UK (+30.0%), followed by France (+18.3%), Italy (+15.3%) and Germany (+7.0%). New light commercial vans up to 3.5 metric tons (7,716 lb) In September 2015, new registrations of light commercial vehicles totalled 173,515 units, up (+14.0%) compared to September 2014. This marked the 25th consecutive month of growth in the segment. Spain (+50.8%), the UK (+19.6%), France (+8.8%) and Italy (+2.0%) positively contributed to the upturn, while Germany showed a slight decline (-0.9%). From January to September 2015, 1,253,009 new vans were registered in the EU (+11.2%). Spain (+37.0%), the UK (+17.4%), Italy (+8.5%) and Germany (+2.4%) saw demand for vans increase over this period, while France remained stable (+0.9%).

Transport Topics / October 28, 2015 Cummins Inc.’s third-quarter profit trailed analysts’ estimates, and the company reduced its annual sales forecast because of weakening demand for its heavy-duty engines. The company also noted it is cutting 2,000 jobs as part of a plan to save as much as $200 million a year. Chief Financial Officer Pat Ward said on a conference call that Cummins will resume share buybacks this quarter. Its board authorized a $1 billion repurchase program in July 2014. Cummins reported quarterly earnings of $2.14 a share on revenue of $4.62 billion, trailing the average estimates of $2.60 and $4.91 billion compiled by Bloomberg News. Orders in China and Brazil are at multi-year lows with no sign of improvement soon, the company said. Revenue in North America rose 4% compared with an 18% decline in international markets. “We are taking difficult but necessary actions to lower costs in the face of weak demand in many of our markets,” CEO Tom Linebarger said. “Global off-highway and power-generation markets have been weak for some time and are worsening.” Cummins said revenue this year will be little changed to down 2% from 2014 after an earlier forecast of an increase of 2% to 4%. The company said it will record pretax costs of $70 million to $90 million this quarter related to the job cuts. “While we anticipated revenue weakness from off-highway markets, the magnitude of declines from on-highway were more aggressive than expected,” says David Leiker, an analyst at Robert W. Baird & Co. He has a buy rating on the shares. Related reading: http://www.financialmagazin.com/is-selling-navistar-international-corp-here-a-winning-strategy-the-stock-just-gapped-down/ http://www.fool.com/investing/general/2015/10/27/why-navistar-international-corps-shares-crashed-to.aspx?source=eogyholnk0000001&utm_source=yahoo&utm_medium=feed&utm_campaign=article

While I'm extremely disappointed with Paccar's next generation US product range, the company's Australian unit shines and shines. (Aerodynamics are critical in Europe and North America, but the T680 and T880, using the new cheaper-for-Paccar disposable cab, bear the likeness of a child's plastic toy truck. Realizing the traditional tastes of many operators there, the truckmaker continues to build impressive (and rugged) trucks that can handle Australia's unique trucking challenges. Nothing wrong with the DAF motor, but Australian operators are very partial to their long-time American favorites, from the Mack V-8 and CAT, to Detroit Diesel and Cummins. Two-stroke Detroits were extremely popular in Australia. Chinese knockoff? No trucks in China like that. http://www.kenworth.com.au/trucks/C5SERIES/ http://www.kenworth.com.au/trucks/t909/ http://www.kenworth.com.au/trucks/t659/ http://www.bigmacktrucks.com/index.php?/topic/41309-owner-driver-takes-the-plunge-with-new-kenworth-c509/?hl=kenworth http://www.bigmacktrucks.com/index.php?/topic/41696-ken-dillon-is-living-the-livestock-game/?hl=kenworth http://www.bigmacktrucks.com/index.php?/topic/41534-youthful-livestock-trucking-in-the-west/?hl=kenworth

Kenworth Trucks Australia / September 13, 2015

Mercedes-Benz Press Release / October 27, 2015 In a large order for Mercedes-Benz Turkey, İmza Lojistik has updated its fleet with 400 Mercedes-Benz Actros 1844 LS 4x2 tractors. The logistics company is using them to replace 300 existing trucks while expanding its fleet 100 units. All 400 Actros tractors were produced at the Aksaray plant in Turkey, and are fitted with Euro-5 engines. This is the truckmaker’s second significant delivery of trucks to İmza Lojistik, after the logistics hauler purchased 300 Mercedes-Benz tractors in 2013. "We aim to offer our customers the right vehicle for every application, and win them over with quality, economy, and reliability. For us, the satisfaction of our customers is the greatest praise. I am proud that we are now adding another 400 Mercedes-Benz Actros trucks to the fleet of İmza Lojistik," said Süer Sülün, Head of Sales and Marketing at Mercedes-Benz Turkey. "In addition to the low costs of ownership and fuel consumption, the high-powered engines of the Mercedes-Benz Actros trucks were what clinched it for us," said Ömer Esen, CEO of İmza Lojistik. "Our company has been using Mercedes-Benz trucks for three years now. With these new vehicles, we are hoping to continue expanding our successful and rapidly growing business." About Mercedes-Benz Turkey and the Aksaray plant Turkey is the third most important market for Mercedes-Benz Trucks in terms of unit sales, with around 18,350 vehicles sold there in 2014. Mercedes-Benz Turkey was founded in Istanbul in 1967, and started producing buses for the Turkish market a year later. The Aksaray plant launched truck production in 1986, and over the years has developed into the region's largest employer. Today around 1,800 workers are employed at the Aksaray plant. Numerous variants of the trucks are produced, and most are sold in Turkey. Mercedes-Benz Turkey is the leader in its domestic market for trucks over six tons, a position it has maintained for more than 13 years.

Paccar Press Release / October 27, 2015 “PACCAR (Nasdaq:PCAR) reported strong revenues and net income for the third quarter of 2015,” said Ron Armstrong, chief executive officer. “PACCAR’s third quarter results reflect the benefits of increased truck sales in North America and Europe, and excellent aftermarket parts and financial services results worldwide. This was the second best quarter in PACCAR’s 110-year history. I am very proud of our 24,500 employees who have delivered outstanding results to our shareholders and customers.” PACCAR earned $431.2 million ($1.21 per diluted share) for the third quarter of 2015, an increase of 16 percent compared to $371.4 million ($1.04 per diluted share) earned in the third quarter of 2014. Third quarter net sales and financial services revenues were $4.85 billion this year compared to $4.93 billion for the same period last year. PACCAR achieved an 8.9% after-tax return on revenues in the third quarter versus a 7.5% after-tax return on revenues a year ago. For the first nine months of 2015, PACCAR reported a 31% increase in net income to $1.26 billion ($3.53 per diluted share) compared to $964.5 million ($2.71 per diluted share) in 2014. Net sales and financial services revenues for the first nine months of 2015 were $14.76 billion compared to $13.88 billion last year. “Our DAF customers in Europe are benefiting from improved economic growth, low interest rates, strong freight activity and the excellent operating efficiency of the DAF Euro 6 range of trucks,” noted Armstrong. “DAF increased production at its Eindhoven truck assembly factory to record rates in the fourth quarter to meet customer demand for our industry-leading DAF vehicles.” PACCAR Repurchases Shares and Announces New $300 Million Authorization PACCAR repurchased 1.37 million of its common shares for $78.6 million during the third quarter. PACCAR completed its previously authorized $300 million share repurchase program, and the PACCAR Board of Directors approved the repurchase of an additional $300 million of its outstanding common stock. The new authorization has $286.8 million available for repurchases as of September 30, 2015. “PACCAR’s excellent net profits and strong cash flow make the company’s shares an attractive long-term investment. The stock repurchase program reflects the Board’s confidence in PACCAR’s successful global business growth,” said Bob Christensen, PACCAR president and chief financial officer. Financial Highlights – Third Quarter 2015 Highlights of PACCAR’s financial results for the third quarter of 2015 include: Consolidated sales and revenues of $4.85 billion.Net income of $431.2 million, an 8.9 percent after-tax return on revenues.PACCAR Parts quarterly pre-tax income of $145.4 million.Financial Services quarterly pre-tax income of $92.9 million.Cash generated from operations of $664.1 million.Manufacturing cash and marketable securities of $3.45 billion.Medium-term note issuances of $630.2 million.Financial Highlights – Nine Months 2015 Highlights of PACCAR’s financial results for the first nine months of 2015 include: Consolidated sales and revenues of $14.76 billion.Net income of $1.26 billion.PACCAR Parts revenues of $2.31 billion and record pre-tax income of $430.0 million.Financial Services pre-tax income of $272.7 million.Cash generated from operations of $1.85 billion.Medium-term note issuances of $1.94 billion.Global Truck Markets “Customers recognize DAF’s product quality leadership, low operating costs and excellent resale value,” said Harrie Schippers, DAF president. “DAF’s above 16-tonne truck registrations year-to-date were up 30% versus the same period last year. The European truck industry above 16-tonne market registrations year-to-date increase is 20%.” It is estimated that European truck industry sales in the above 16-tonne market will be in the range of 255,000-265,000 units this year and are projected to increase to a range of 250,000-280,000 units in 2016. “The U.S. and Canada truck industry Class 8 retail sales year-to-date are 18% higher compared to the same period last year. Kenworth and Peterbilt customers are benefiting from good economic growth, strong freight tonnage and lower fuel prices,” said Dan Sobic, PACCAR executive vice president. “Next year should be another strong year for truck sales.” Class 8 industry retail sales for the U.S. and Canada in 2015 are estimated to be in the range of 275,000-285,000 vehicles. Estimates for U.S. and Canada truck industry Class 8 retail sales in 2016 are in the range of 240,000-270,000 units. Kenworth and Peterbilt Technology Leadership Enhances Vehicle Performance Kenworth and Peterbilt Predictive Cruise Control is in production for Kenworth T680 and T880 and Peterbilt Model 579 and Model 567 trucks, specified with the PACCAR MX-13 engine. “This innovative technology integrates cruise control with global positioning data to predict road contours, enabling trucks equipped with the PACCAR MX-13 engine and integrated transmission to achieve optimal fuel economy,” said Darrin Siver, PACCAR vice president and Peterbilt general manager. Kenworth and Peterbilt have developed additional technologies to enhance driver performance and vehicle profitability. Driver Performance Assistant and Driver Shift Aid are standard equipment on Kenworth T680 and T880 and Peterbilt Model 579 and Model 567 trucks, powered by the PACCAR MX-13 engine. Driver Performance Assistant provides drivers with real-time feedback which can improve vehicle performance and fuel economy. Driver Shift Aid provides drivers, in vehicles equipped with manual transmissions, a visual cue to shift at the optimal RPM and engine torque to maximize fuel economy. DAF Introduces New Products at Amsterdam Truck Show DAF displayed its state-of-the-art Euro 6 product range at the Amsterdam truck exhibition this month. DAF introduced the new LF 2016 Edition in the “DAF Transport Efficiency” program. The LF 2016 Edition features enhancements to the PACCAR PX-5 engine, resulting in up to 5% better fuel efficiency. A new DAF aerodynamic package results in 4% better fuel efficiency, while advanced technologies such as Lane Departure Warning System, Advanced Emergency Braking System, Forward Collision Warning and Adaptive Cruise Control enhance safety and driver comfort. “The new industry-leading products and services at the exhibition reflect DAF’s ongoing investments to further enhance transport efficiency for our customers,” said Richard Zink, DAF sales and marketing director. DAF Brasil Expands Product Offerings DAF Brasil plans to begin local assembly of the versatile DAF CF Series and the PACCAR MX-13 engine. The DAF CF’s excellent maneuverability, sturdy design, powerful PACCAR MX-13 engine and broad range of chassis and axle configurations make it ideal for many applications. “Customers will appreciate the versatility of the DAF CF truck for applications ranging from urban delivery and construction to long-haul transport,” said Marco Davila, PACCAR vice president. “The DAF CF is an excellent vehicle that complements the DAF XF in the marketplace.” PACCAR Launches the PACCAR MX-11 Engine in North America PACCAR is expanding its range of PACCAR engines in North America with the introduction of the PACCAR MX-11 engine, with output up to 430 HP and 1,550 lb.-ft. of torque. The PACCAR MX-11 is scheduled to be available in Kenworth and Peterbilt trucks in early 2016. PACCAR successfully launched the PACCAR MX-11 engine in Europe in 2013 and has installed over 10,000 PACCAR MX-11 engines in DAF trucks. “The PACCAR MX-11 engine is designed to deliver optimum performance and fuel economy, industry-leading durability and reliability, and a quiet operating environment for the driver,” said Landon Sproull, PACCAR assistant vice president. PACCAR’s Columbus, Mississippi engine factory recently celebrated the production of its 100,000th PACCAR MX-13 engine. The 450,000 square foot engine facility, which opened in 2010, has earned Manufacturing Leadership awards from Frost & Sullivan the past two years. Gary Moore, PACCAR senior vice president, commented, “The excellent performance and low cost of ownership make the PACCAR MX-13 and PACCAR MX-11 excellent choices for both over-the-road and vocational applications.” Capital Investments and Product Development PACCAR’s excellent long-term profits, strong balance sheet and intense focus on quality have enabled the company to invest $5.9 billion in new PACCAR assembly facilities, innovative products and new technologies during the past decade. Capital investments of $300-$350 million and research and development expenses of $235-$245 million in 2015 are delivering enhanced powertrains, expanded product offerings and increased operating efficiency at PACCAR assembly facilities. Capital investments are projected to be $325-$375 million and research and development expenses are estimated to be $240-$270 million in 2016, as PACCAR further enhances its aftermarket support, manufacturing facilities and product range. PACCAR Parts Achieves Record Results PACCAR Parts generated revenues of $778.0 million for the third quarter of 2015, compared to $784.2 million achieved in the third quarter of 2014. Third quarter 2015 pre-tax income was $145.4 million, 14 percent higher than the $127.9 million earned in the third quarter last year. PACCAR Parts’ nine month revenues were $2.31 billion compared to $2.29 billion for the same period last year. Pre-tax profit increased 17 percent to a record $430.0 million in the first nine months of 2015 compared to $366.7 million in the same period of 2014. “PACCAR Parts’ innovative marketing programs, new facility investments by Kenworth, Peterbilt and DAF dealers and high fleet utilization are contributing to record parts and service business,” said David Danforth, PACCAR vice president and PACCAR Parts general manager. PACCAR Parts has introduced TRP stores, building on the success of PACCAR Parts’ TRP brand of aftermarket parts for all makes of medium- and heavy-duty trucks, trailers and buses. TRP stores are strategically located to bring TRP products and technical expertise close to the customer. “The TRP brand is supported by PACCAR Parts’ global distribution network, which increases the aftermarket parts and service business available to our dealers,” commented Dick Leek, PACCAR Parts Europe general manager. Financial Services Companies Achieve Strong Quarterly Results PACCAR Financial Services (PFS) has a portfolio of 174,000 trucks and trailers, with total assets of $12.36 billion. PacLease, a major full-service truck leasing company in North America and Europe with a fleet of over 38,000 vehicles, is included in this segment. PFS achieved strong profits during the third quarter and first nine months of 2015 due to excellent portfolio performance. PFS earned $92.9 million in the third quarter compared to $96.9 million earned in the same period last year. Third quarter 2015 revenues were $301.0 million compared to $305.9 million in the same quarter of 2014. For the nine-month period, Financial Services pre-tax income was $272.7 million compared to $274.1 million last year. Nine-month revenues were $879.5 million compared with $902.2 million for the same period a year ago. “Dealers and customers appreciate PFS providing leading-edge technology solutions, excellent customer service and dedicated support to the transportation industry,” said Bob Bengston, PACCAR senior vice president. “PACCAR’s strong balance sheet, complemented by its A+/A1 credit ratings, enables PFS to offer competitive retail financing to Kenworth, Peterbilt and DAF dealers and customers,” said Todd Hubbard, PACCAR Financial president. “We have excellent access to the commercial paper and medium-term note markets, allowing PFS to profitably support the sale of PACCAR trucks in 22 countries on four continents.” European Commission Update DAF is cooperating with the European Commission and is preparing its response to the Statement of Objections issued in November 2014. The Statement expressed the Commission’s preliminary view that all major European medium- and heavy-duty truck manufacturers had participated in anticompetitive practices in the European Union. The Commission indicated that it will seek to impose significant fines on the manufacturers. The Commission will review the manufacturers’ responses before issuing a decision. Any decision would be subject to appeal. The company is unable to estimate the potential fine at this time. http://www.daf.com/en/news-and-media/articles/global/2015/q4/27-10-2015-paccar-announces-excellent-quarterly-revenues-and-earnings

MAN Truck & Bus / October 27, 2015

MAN Truck & Bus / October 27, 2015

Freightliner Trucks Press Release / October 1, 2015

International Trucks Press Release / October 27, 2015 Related reading - http://www.kriska.com/kriska/

Fleet Owner / October 27, 2015 The Fuel Max RSA, a new regional/long haul fuel-saving tire being iintroduced by Goodyear, is also designed with “enhanced toughness” for driving in urban environments as well as long miles to removal and a high level of traction. “The new Fuel Max RSA has been designed to deliver numerous benefits to help lower the operating costs for regional/long-haul fleets that operate mainly on-highway and have some exposure to urban driving,” noted Norberto Flores, Goodyear’s marketing manager. “Despite the fact that fuel costs have declined in recent months, fuel efficiency will remain a prominent fleet requirement,” he added. “That is why we’re extending Goodyear Fuel Max Technology to regional tires.” The Fuel Max RSA, which is SmartWay-compliant, offers other features as well, Flores said: Goodyear Fuel Max technology, which contains cool-running compounds to lower tire rolling resistance and improve fuel efficiency;A tri-layer compound for longer mileage, less rolling resistance and greater curb impact resistance;A “non-evolving” tread to help maintain traction through the tire’s lifecycle;Super-tensile steel belts to add stability and enhance toughnessGoodyear Unisteel casing construction to enhance retread capability;A computer-optimized tread design and footprint for more miles to removal;Goodyear’s IntelliMax Rib Technology, which provides a stiffer tread area for lower rolling resistance, more even wear, and higher mileage.“The Fuel Max RSA also offers outstanding snow traction thanks to its innovative tread design and boasts a 20/32-inch tread depth for lower cost-per-mile,” Flores added. Goodyear noted that its new Fuel Max RSA is available in size 11R22.5, Load Range G. Additional sizes – including 295/75R22.5 and 11R24.5 in Load Ranges G and H, and 11R22.5 in Load Range H – will be introduced in early 2016.

Overdrive / October 27, 2015 http://www.overdriveonline.com/holding-on-independent-zach-beadle-and-the-peterbilt-cabover-he-wont-soon-sell/

http://fleetowner.com/technology/marriage-saver-can-ram-pickup-option-save-couples-frustration

Autoblog / October 27, 2015 New Ruling Gives Car Owners Firm Legal Ground To Modify Vehicles Car owners can continue tinkering with their vehicles. In a long-awaited ruling announced Tuesday morning, the US Copyright Office granted an exemption in copyright law that permits gearheads and home mechanics to continue repairing and modifying their cars without running afoul of existing copyright law. Though it comes with a few caveats, the decision was a victory for car enthusiasts and vehicle owners, who could have otherwise been legally prohibited from accessing software that controls almost every vehicle function on modern cars. Automakers opposed an exemption, saying the software had become too complex for everyday hobbyists to understand and that errors could lead to safety hazards. In written comments, their main lobbying arm had said allowing customers to continue fixing their own cars had become "legally problematic." But the Copyright Office officials concluded that altering the code or programs on the software did not infringe upon the OEMs claims that such software was protected under the Digital Millennium Copyright Act. The office said altering the code that runs electronic control units "for the purposes of facilitating diagnosis, repair and modification of vehicles" was permitted under the law. Every three years, the office considers possible exemptions under the DMCA, which was enacted in 1998 largely as a means to deter video and music piracy. Back then, nobody considered the possibility the law could one day apply to vehicles. But cars have evolved to a point where critical functions are controlled by dozens of small computers. This is the first time the office had considered whether cars fell under the law's purview, and the ruling clarifies what had been ambiguous legal ground. But today's ruling won't go into effect for a year, which means it only provides two years of legal coverage until the exemptions are again debated at the end of the three-year cycle. "We are pleased ... that the Librarian has acted to promote competition in the vehicle aftermarket and protect the long tradition of vehicle owners tinkering with their cars and tractors," wrote Kit Walsh, a senior attorney with the Electronic Frontier Foundation, which had proposed an exemption. "The year-long delay in implementing the exemptions, though, is disappointing and unjustified." Automakers and the Environmental Protection Agency had called for the Copyright Office to reject the proposed exemption, arguing that, if such activity was protected, people would use the exemption to modify their cars in ways that spewed more pollutants and increased safety problems. General Motors and John Deere took their arguments a step further, saying in both written comments and in hearings, that their customers didn't own the software in their vehicles and that they were mere licensees. Noting concerns, the Copyright Office officials said the exemption needed to be "narrowly tailored." The exemption comes with some caveats. It excludes work on telematics and infotainment systems and explicitly reminds people that an exemption does not mean tinkerers can violate existing laws and regulations set forth by the EPA and Department of Transportation. The exemption is also limited to the vehicle owners – it cannot be done by a third party on the owner's behalf. That's a carefully carved provision in the exemption that is a key consolation prize for automakers. It may mean independent mechanics cannot make some repairs or modifications, potentially forcing customers to only have their vehicles fixed at their dealerships or repair shops approved by manufacturers. The full adopted exemption reads: "Computer programs that are contained in and control the functioning of a motorized land vehicle such as a personal automobile, commercial motor vehicle or mechanized agricultural vehicle, except for computer programs primarily designed for the control of telematics or entertainment systems for such vehicle, when circumvention is a necessary step undertaken by the authorized owner of the vehicle to allow the diagnosis, repair or lawful modification of a vehicle function; and where such circumvention does not constitute a violation of applicable law, including without limitation regulations promulgated by the Department of Transportation or the Environmental Protection Agency; and provided, however, that such circumvention is initiated no earlier than 12 months after the effective date of this regulation." Kyle Wiens, the founder of do-it-yourself-website ifixit.com, had testified in support of the exemption during hearings held in May. He saw Tuesday's ruling as a victory, albeit one that came with some eye-raising provisions. "It's a huge win for owners and tinkerers," he said. "This is setting a precedent that we should be allowed to modify and repair our equipment. The concerns are the telematics restrictions, which is very interesting and kind of weird, and the third-party restrictions."

From Euro-5, everyone went with common rail, the most efficient and trouble-free fuel injection method ever conceived. So much so that Euro-3 and Euro-4 spec engines for other countries with lower emissions requirements also were fitted with common rail (from 2009 on). While Bosch designs and produces a superb common rail fuel injection system, Scania began jointly developing their own* common rail design with Cummins way back in 2003. Called Scania XPI (extra-high pressure injection), it was launched in 2007 on the Euro-5 engine range. http://www.scania.com/media/pressreleases/2003121215en.aspx https://www.sae.org/ohmag/techinnovations/10-2007/11-15-7-6.pdf http://newsroom.scania.com/en-group/2013/03/12/from-indirect-injection-to-xpi-efficiency/ Why Volvo waited until Euro-6 (effective Sept 2015) to get away from unit pump injection and embrace (Bosch) common rail is a mystery. Why Volvo's US market EPA2010 engines still use their troublesome unit pump injection today is a deeper mystery. * In 1992, Scania and Cummins jointly started to develop a new high-pressure injection system, the objective being to find ways to further enhance diesel engine efficiency and environmental performance. Following development, production of the new system began on January 1, 1999 at the 70-30 Cummins-Scania High Pressure Injection LLC joint venture in Columbus, Indiana headed by Scott Deyerling. The first engine to use the new electronically controlled HPI (high pressure injection) system was the Cummins Signature 600. Scania launched HPI on its Euro-3 engines in the 2001 model year. On August 26, 2005, Cummins and Scania formed a 50-50 joint venture called Cummins-Scania XPI Manufacturing LLP, building on the Cummins-Scania partnership for fuel systems development and manufacturing that dated back to January 1992. The new joint venture continued to produce HPI, while ramping up to produce XPI from 2006.

Wall Street Journal / October 27, 2015 Trucking industry leader acts after poor outlook sends share price tumbling Swift Transportation Co. , responding to weak freight demand and pricing that sent the trucking company’s share price sliding, said Tuesday it would halt the expansion of its fleet. “We are extremely disappointed with the current stock price,” Jerry Moyes, Swift’s chief executive, said on an earnings call with analysts. “Effective immediately we will enter into a zero fleet growth mode. Until we reach a best in class utilization level, we will not be adding any new equipment.” He added that the company is considering reducing its count of tractor-trailers. The announcement followed a weak earnings report released Monday by Swift, the largest carrier in the full-truckload market, according to SJ Consulting Group. Swift’s earnings before interest, taxes, depreciation and amortization fell to $137.2 million in the third quarter, down 11% compared with the prior-year quarter. Revenue excluding fuel surcharges grew by 8.3% to $955 million over the same period. Swift’s shares were up more than 3% to $15.40 in midday trading Tuesday after falling about 4% earlier in the day. The Phoenix-based company warned last month that its profits would come in lower than previously expected, largely because of the changing preferences of its retailer and manufacturer customers. Many trucking companies that rely on premium freight rates during busy times of year such as the coming holiday shopping season are seeing shippers switch to long-term contracts, Swift said. In addition, truckload operators that typically carry shipments for one customer at a time have seen demand sag as retailers have scaled back inventory replenishment after overstocking earlier in the year. The average number of trucks Swift had in operation in the third quarter expanded by 831 trucks, Swift said, 4.8% more than a year ago, bringing the average number of trucks the company ran in the quarter to 13,469. Analysts said Swift’s move to halt capacity growth is aimed at bolstering freight rates amid a soft patch in the economy that has hurt transportation companies across the board. “In the past, Swift used to be a grow-grow-grow at any cost type of company. Investors soured on that when it wasn’t good for their profitability,” said Jason Seidl of Cowen & Co. “If one of the largest carriers in the industry is taking capacity out of the marketplace, other carriers are likely to do the same.” Swift said its board of directors also approved the repurchase of up to $100 million of common stock and said it would fund the buying through free cash flow, reduced planned capital spending and borrowing.