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Heavy Duty Trucking / May 14, 2015 Caterpillar this week unveiled its CT680 on/off-road truck and tractor, the third model in a line of Cat Trucks first introduced about four years ago for vocational customers. The CT680 has a long hood and set-forward steer axle designed to tackle heavy vocational applications, executives said at an event at Cat’s Tinaja Hills demonstration center southwest of Tucson, Ariz. While describing the new model, executives acknowledged that there would be a 15-liter diesel offered in the CT series, with an announcement coming later this year. They also said they began offering glider-kit versions of the existing CT660 about a year ago. The new CT680 joins the CT681 medium-hood set-forward-axle truck introduced last November and the CT660, a medium- and long-hood truck and tractor with setback steer axle, that came out in 2011. The CT680 features rugged automotive exterior styling, a spacious aluminum cab with ergonomic gauges and controls, and vocational-specific 12.4-liter diesel and automatic, automated and manual transmission options. Its set-forward axle sits on a parabolic taper leaf suspension, tuned cab air suspension, and premium sound insulation and interior trim. “The CT680 sets new standards in comfort and style,” said Dave Schmitz, vocational truck product manager. “Customers said, ‘We want options,’ so we offer two exterior trim packages." The L level trim offers polished stainless steel grille trim, a three-piece Metton hood, three-piece chromed steel bumper, and composite halogen headlamps with incandescent parking-turn signal lights. The LG trim features an unadorned single-piece fiberglass hood, sealed-beam halogen headlamps and LED parking-turn signal lights. ‘Bold design’ “Its bold design will set our customers apart from the crowd,” Schmitz said of the CT680L and LG. For ease of servicing, the CT680’s modular components — including the grille, grille surround, bumper and fender extensions — can be replaced individually. Key service points such as coolant, washer reservoirs and air filters are easy to access, and customers can quickly replace headlight bulbs and windshield wiper blades without tools. A high-capacity dual external air cleaner option is newly available. Customers can choose from multiple seat options, including the Cat Comfort Seat, he said. A tilting, telescoping steering column with a leather-wrapped steering wheel comes standard. There’s plenty of room for paperwork and log books in easy-to-reach side compartments, back-panel storage and oversized side pockets. Map lights are plentiful to help drivers with paperwork. HVAC controls and vents are easy to access, and hoses and vents are round for maxium air flow. Vocational-specific engine Like other CT series vehicles, the CT680 uses a CT13 diesel equipped with selective catalytic reduction and vocational-specific ratings from 410 to 475 hp and peak torque from 1,450 to 1,700 lb-ft. Ratings can be matched to individual applications. The engine and truck are built by Navistar to Caterpillar’s specifications. Like current models, the 680 can be ordered with Caterpillar’s CX31 6-speed automatic transmission, vocational versions of Eaton’s UltraShift Plus automated mechanical gearbox, and Eaton Fuller manual transmissions. The 15-liter diesel due out later this year might or might not be a reintroduction of the Cat-Navistar engine built in small numbers in 2011. It will handle higher gross combination weights, though the current 13-liter engine is quite capable, customers have found. “It’s a powerhouse,” James Williams, owner of J&L Contracting in Springfield, Mo., said of the CT13. He tested one of the two CT13-powered tractors shown at the Cat CT680 event on Thursday, and was pleased with its performance. Cat began selling engineless glider-kit versions of the CT660 last year, said Ron Schultz, sales and product support manager. They are set up to take Cat 3406E diesels with EPA 1998 and 2004 emissions equipment. The new CT680 comes standard with Caterpillar’s asset and fleet management tool, Product Link. Customers can use this tool and the accompanying VisionLink web interface to track fuel use and costs, location, working versus idle time, preventive maintenance schedules, among other things. Fault code or suspicious movement alerts can be sent via email or text message to help keep downtime to a minimum. CT680 production will begin by the middle of this year, Schmitz said. Like the current models, it will be assembled at Navistar’s plant in Escobedo, Mexico. .

Australasian Transport News / May 14, 2015 The International ProStar is making its first Australian appearance at the 2015 Brisbane Truck Show. It’s the first "International" model to return to the Australian market after an absence of several years. The ProStar is powered by the 15 litre Cummins ISXe5, using selective catalytic reduction (SCR) emissions technology. The ISXe5 will offer initial power ratings of 475hp (350kW) to 550hp (405kW), feeding into an industry-standard Eaton 18-speed overdrive transmission available in manual or automated UltraShift-Plus form. The ProStar is a popular model in the United States, which is the home country of International’s parent company, Navistar. "The International brand has a tremendous affinity in this part of the world but this is certainly no random attempt to simply resurrect International from the ashes of yesteryear," says Tim Quinlan, managing director of Navistar’s Australia/Pacific division, Navistar Auspac. "This is an entirely new beginning and a great deal of careful planning and analysis preceded the decision to return the International brand to Australia and the Pacific region. There were many considerations, particularly in product plans for the future. "The launch of ProStar in Brisbane is the first of many initiatives which will evolve over coming months and years. "We are, for instance, considering the introduction of a second ProStar model, equipped with Cummins’ new ISGe5 12 litre engine which is also making its first Australian appearance at the Brisbane Truck Show." The ProStar features Meritor axles front and rear, and Hendrickson’s Primaax-EX air bag suspension on the drives. Gross combination mass (GCM) rating is 90 tonnes with wheelbase options from 4.6 to 5.7 metres. Navistar Auspac says the ProStar is designed for a wide variety of applications, from truck and dog combinations to local and regional distribution in single trailer or B-double configurations, as well as linehaul duties in single, B-double and double road train roles. The bumper to back-of-cab (BBC) dimension is just 2845 mm, or 112 inches, in non-sleeper day cab form. There are two sleeper cab variants: an integrated extended cab and a 40 inch (1016 mm) high-rise sleeper. "Both sleeper versions are ideally suited to 34-pallet B-double applications," says Navistar. There is also the option of a unique Australian-designed electrically operated slide-out sleeper cab with built-in seats, desk, fridge, TV, microwave and even coffee making machine. Twin polished aluminium fuel tanks in capacities of 680 and 980 litres are accompanied by a 90 litre AdBlue tank sited behind the left-hand side fuel tank.

Australasian Transport News / May 14, 2015 CatTrucks has launched its long-awaited triple road train-rated prime mover at the Brisbane Truck Show. Almost three years of planning and "consistent demand" from triple road train operators in mostly WA and Queensland has gone into the new 130-tonne (286,601 lb) rated CT630HD, Cat says. The Cat C15 ACERT engine has dual diesel particulate filters for its unique ADR 80/03 emissions compliance. Transmission duties are performed by the Eaton Fuller 18-speed overdrive with the option of Eaton’s UltraShift-Plus automated transmission with hill start assist. Cat trucks are built under license from Caterpillar by the US-based Navistar company. Navistar also manufactures International trucks, hence the resemblance of the Cat to the International ProStar, also launched at the Brisbane Truck Show. Navistar Australia Pacific chief engineer Adrian Wright says a number of the previously introduced CT630LS models continue to notch up "formidable efficiency and reliability records" in approved multiple-trailer applications up to 110 tonnes. "From these applications we knew we had a good design platform to work with, so to bring the CT630HD to life we were able to build on the existing architecture of a cab, hood, powertrain and driveline package that were already well-proven and up to the task of coping with road train triples," Wright says. "The CT630HD is a model we didn’t want to rush. Hauling three trailers is tough work for any truck and time spent in the design and development phases is never wasted. It’s certainly better than later finding flaws that aren’t easily fixed or easily forgotten. We wanted to make absolutely sure we had it right." Wright says several key areas were identified to bring the CT630HD to Cat’s desired level for triples operation. The most obvious changes are a deeper, blackened grille and a higher cab stance which deliver enhanced airflow around the engine and reduced engine fan engagement in high duty cycles. Like its CT630S and SC siblings, the cab of the CT630HD sits 50 mm higher above the top of the chassis than other models in the range. Furthermore, the heavier duty front axle and springs package has lifted chassis height by 30 mm. Wright says other enhancements include a heavier duty frame for bullbar and tow-pin fittings; a high-flow twin cylinder air compressor to facilitate greater air delivery in multiple trailer applications; and increased air cleaner capacity. Front axle rating has been boosted to 7.3 tonnes with the optional Meritor MFS73 beam which runs a narrower track width to accommodate the wide profile 385/65R22.5 steer tyres preferred by many road train operators. Chassis rails of the CT630HD have been strengthened; and providing support for the rear end is Hendrickson’s Primaax EX air suspension bolstered with heavy-duty transverse torque rods. The cab is a fully integrated 56 inch (1422 mm); and wheelbase lengths are 5.4 to 5.7 metres. .

Diesel News Australia / May 14, 2015 The Brisbane Truck Show opened yesterday with a number of new trucks unveiled and a plenty to talk about for the crowds who filled the halls at the Brisbane Convention Centre. New models unveiled included the next generation Mercedes Benz Actros, the International ProStar, the Western Star 2800, the MAN TGX with the all new D38 15 litre engine and the new shape DAF LF. Just about every truck manufacturer’s stand features something new, whether it was Euro 6 compliance, new added features or simply an upgrade of a previous model. However, probably the most important aspect of the show is the chance to catch up with friends, colleagues and competitors throughout the industry, to chew the fat and solve the problems of the trucking industry. It was an excited Justin Whitford, General Manager Mercedes Benz Truck and Bus, who unveiled the new Actros as the Brisbane Show began. The first batch of Actros models are now in the country and undergoing a rigorous testing program to get them ready fro launch onto the Australian market next year. The new truck represents a complete change for the entire Mercedes Benz heavy duty offering. The new engines, an 11, 13 and 16 litre, are based on the same basic block as the Detroit DD 13 and 15 we have already seen here. The new state of the art cabin is also completely new, as it now has to accommodate a straight six engine and not the V6 and V8s of the current generation Actros. Standing proud on a raised stage was the iconic US truck, the International LoneStar. The show truck is a highly customised left hand drive, long wheel base version of the International flagship. Some examples of the LoneStar may end up on our shores, but the real story is about the other two models sitting next to the eye catching LoneStar. The International ProStar is the bread and butter of the heavy duty International range in the US and this is the model spearheading the return (again) of the International truck brand to Australia. The shape is familiar enough to us, the Cat CT 630 is based on the same cabin, but the driveline comes painted red, not yellow. The Cummins ISX is under the hood. The Penske stand also had a complete newcomer, a model never exhibited before, anywhere in the world. The Western Star 2800 SS is a rebadging of the truck sold in the USA as the Freightliner M2 Business Class. With a Cummins ISBE6 engine and Allison 3000 transmission, the 4×2 on show is the first example to arrive. It should be followed by some 6×2 models, which look like being the Western Star brand’s first real push into the lighter end of the heavy duty market. Out in front, on the Penske stand, is another truck new to Australia, the MAN TGX D38. This truck features the D 38, a new 15 litre engine, which will see the German brand offer a 560 hp driveline in the heavy duty prime mover for the first time, putting it in contention in the massive B-double prime mover market. Standing out on the Paccar stand, which dominates the northern end of the main display area, at the convention centre, is a new model from DAF. The new DAF LF model sees a dramatic change in cabin design when compared to the previous model. The curved contemporary shape of the cab is matched by an all new interior. Power comes from a choice of two power ratings on the Paccar PR engine, at 250 and 286 hp. http://www.dieselnews.com.au/brisbane-premieres/ Show information: http://www.brisbanetruckshow.com.au/

On the left side of your Mack transmission, toward the rear of the main box case, is the stamped identification information. 1. Mack transmission model number 2. Serial number 3. 11KBA assembly number 4. P number, which designates the variation of the main assembly. The 11KBA number is used together with the P variation. As in this example, 11KBA51478P1. This is the number Mack dealers use for looking up your desired replacement parts. .

Press Release / May 13, 2015 DAF has expanded its range with two special versions of the XF Euro 6: the XF ride on truck and XF pedal truck. Specifically designed for those who dream of having their own DAF but are still a bit too young. The robust ride on and pedal trucks come in the attractive DAF orange and are available with immediate effect from all DAF dealers or via www.DAFshop.com. Stylish, functional and high quality. These are the characteristics of the new DAF collection, including a large children's collection featuring toys, clothing and cuddly toys. The new DAF collection also includes clothing for him and her specially designed for DAF (from hats to jackets and t-shirts), unique DAF accessories (from bags and sunglasses to watches and key rings), a beautiful DAF leather range and of course a comprehensive range of miniature DAF Euro 6 LF, CF and XF models, including tippers, low-loaders, rigids, tanker trailers and tractor units. .

Heavy Duty Trucking / May 13, 2015 T-Line Trucks & Chassis, a low-volume business that evolved from the old Diamond T and Diamond Reo operations, plans a return to production later this year. Its principals promise quality and simplicity through sound design, methodical assembly and use of hard-wired electrical circuitry. Barring any further financial, legal or operational snags, which partners Joe Whitman and Bruce Fylstra have previously seen, the company, Diamond Specialty Vehicles LLC, hopes to begin producing Class 6, 7 and 8 trucks and tractors, mostly for vocational use. Glider kits and complete "made to order" trucks, using a proprietary aluminum cab, are described on the company’s website, www.tlinetrucks.com. Powertrain offerings include Cummins diesels and Power Systems International gasoline and alternative-fuel engines, along with Eaton and Tremac manual transmissions, Allison automatics, and Dana Spicer and Meritor axles. Whitman was chief engineer for Osterlund Inc., builder of Diamond Reo and Giant trucks from the late 1970s to the mid ‘90s. He continued producing Diamond T-brand trucks, mostly for export to South America, until 2000. Then he sold T-Line trucks for domestic and foreign customers until 2010, when a dispute with a contract assembler intervened. He continued selling parts to support in-service vehicles here and abroad until 2013. Since then he’s been working on reviving the business. More recently, Fylstra, a veteran truck salesman, invested in the venture and is handling sales, marketing and dealer development. A parts stocking and distribution agreement has already been arranged with a known logistics firm. “We’ll probably start with glider kits because people are having a lot of trouble with the modern engines and their exhaust equipment,” Whitman said. “There’s a lot of opportunity there.” Simplicity is the watchword with the electrical system. “We’re going to all hard wiring,” Fylstra said. “None of this multiplexing, and no fiber optics. You’ll still be able to change a light bulb in your dash. We’re cutting out all the redundancy -- no multiple fuse blocks; there’ll be one fuse box that everything will go into. ” High-strength Domex steel from Sweden will go into T-Line frames, which will be powder-coated before air and electrical lines are strung. Because volume will be relatively low, assembly will be unlike any truck products now on the market. “They’ll be stall-built by a team of two or three guys,” Fylstra said. “We can be more efficient this way because you can do it right and not be rushed by a moving assembly line.” The aluminum cab is assembled from structural members and panels so it can be altered for specialty uses – high or low roofs, and added length for stowage or sleeper space, he said. The windshield consists of two pieces of mostly flat glass that will fit on either side. A body maker in Wisconsin has built more than a dozen cabs and is ready to produce more. The T-Line aluminum cab could directly replace International S-series steel cabs, which often are damaged by rust, and that could be a side business, Fylstra thinks. Whitman said he used the S cabs in the last 10 years of production, until Navistar stopped making them. Gliders and complete vehicles might be assembled by a contract manufacturer, but the partners prefer to set up their own facility, hopefully around Hershey, Pa., where the company is headquartered. Production of fiberglass hoods will be farmed out. T-Line will remain the chosen name because it helps separate the brand from any possible liability for trucks made by previous owners and companies, Whitman explained. As before, the name incorporates the ‘T’ from Diamond T, an auto and truck maker founded in 1907 by a C.A. Tilt, in Chicago. Through the years, Diamond T trucks were known for styling and mechanical innovation. In 1967, Diamond T and Reo, for Ransom E. Olds of automobile fame, were merged into Diamond Reo by their owner, White Motor Co. Operations were consolidated in Lansing, Mich., Reo’s home. An Alabama investor bought the company in 1971, but it went out of business in 1974, the victim of an economic recession. Loyal Osterlund, a Diamond Reo dealer in Harrisburg, Pa., soon obtained tooling and rights to build and sell the trucks. His company averaged about 150 trucks per year, until 1995. Fylstra, an admitted optimist, would like to see Diamond Specialty Vehicles produce thousands each year. “I want to build them here in America and provide jobs to American workers,” he said. “I think we’ve got a brilliant future, even if we’re still a bubble gum and bailing wire operation at this point.” .

Heavy Duty Trucking / May 13, 2015 The House Appropriations Committee on Wednesday approved a $55-billion transportation and housing spending bill that includes a provision to allow 33-foot long double trailers to operate on Interstate and other highways— regardless of state laws. Currently, 28-foot doubles are allowed on Interstates. The T-HUD bill also included provisions sought by trucking lobbyists to: Keep the 34-hour restart rule suspended until a Federal study is completed and only revoke the rule suspension if that FMCSA impact report shows that “drivers who operated under the restart provisions… demonstrated statistically significant improvement in all outcomes related to safety, operator fatigue, driver health and longevity and work schedules” vs. drivers who had run under the rules in place before the 2013 change.Prevent the government from increasing the $750,000 minimum liability insurance coverage now required for truckersRemove funding to implement wireless roadside inspections on highways.The 2016 fiscal year measure, passed along party lines, 30-21, must be approved by the full House and Senate before becoming law. The specific language regarding double trailers is that “Section 31111((1)(A) of title 49, United States Code is amended by striking ‘or of less than 28 feet on a semitrailer or trailer operating in a truck tractor- semitrailer-trailer combination,’ and inserting ‘or, not- withstanding section 31112, of less than 33 feet on a semitrailer or trailer operating in a truck tractor- 19 semitrailer-trailer combination.” Rep. David Price (D-NC) had introduced an amendment to strike all the trucking-related riders that had been attached to the budget bill. Regarding the riders as policy items, Price argued they should be addressed by the House Transportation and Infrastructure Committee in writing the surface-transportation reauthorization bill so that each item could be vetted and debated. Price’s amendment was defeated by the GOP-controlled committee by a vote of 31-20, mostly along party lines. But while the trucking riders remain in the House bill, the Senate has yet to consider any of these items. "The Trucking Alliance supports higher minimum insurance requirements to protect the assets of trucking companies and we also support wireless roadside truck inspections to so that carriers can have their good inspections made part of the record, so we don’t like the idea of stripping funds for them as these [provisions] will do if Congress eventually passes them,” Lane Kidd, Managing Director of the coalition of trucking businesses that lobbies for truck-driver safety, told HDT. “Trucking specific issues should go before the House Transportation and Infrastructure Committee,” he added, “where all transportation stakeholders can have a say in the matter, unlike today which was a 'sleight of hand' approach without regard to the ramifications they may have on small trucking companies." As for the rider that keeps the 34-hour restart rule suspended, American Trucking Associations spokesman Sean McNally told HDT that the “language in this year’s T-HUD Appropriations bill only serves to make sure the ongoing hours-of-service restart study is conducted fairly and that its findings are analyzed transparently. “ATA believes the driver selection may have been designed to influence the outcome of the [FMSCA] study. For example, the agency sought only nighttime drivers who average 60 or more hours per week, when the agency itself concedes the industrywide average for drivers is 52.1 hours, most of whom work daytime hours,” he continued. McNally also remarked that, per the American Transportation Research Institute, “there was a ‘statistically significant’ increase in crashes after the restrictions were imposed in 2013 due to increased daytime driving caused by the restrictions.” Turning to those longer doubles that the bill would allow, McNally said that “switching to 33 foot trailers—which would not change any weight limits-- would save 6.6 million trips, eliminate 1.3 billion miles driven and reduce carbon emissions by 4.4 billion pounds annually.” In addition, McNally said that “A modest extension of five feet per trailer would increase the cubic capacity by 18 percent,” adding that “American consumers always benefit from truck efficiency and productivity gains.” He also claimed that, based on Department of Transportation figures, “the change to twin 33s would result in 912 fewer crashes on America’s highways every year. According to analysis from a University of Michigan researcher, adding length would improve the handling properties of twin trailers,” McNally added. “The academic research is supported by real-world evidence from twin 33s’ sterling safety records in Florida and South Dakota.” As to the wisdom of including a provision to prevent upping the insurance minimum, McNally noted that “ATA has yet to see data that says an increase in the minimums is necessary."

Don't blame them a bit. Unfortunately, the U.S. has never had a professional truck show like the impressive IAA int'l truck show in Hanover. MATS should be longer and biennial. And the amateur organizers of the event, Toby Young and his Exhibit Management Associates, should be replaced by the professionals at IAA.

Transport Topics / May 13, 2015 The president of Daimler Trucks North America said the company will not attend the 2016 Mid-America Trucking Show and will instead focus attention next year on the IAA Commercial Vehicles show in Hanover, Germany. In an exclusive interview with Transport Topics, Martin Daum explained the decision and outlined changes he hopes organizers will consider so that DTNA can “support MATS to become a significant show in the world.” “We want to come to Mid-America in a two-year sequence. I really like the IAA format over in Europe – having it every two years,” Daum said. “That makes sense for our industry because we don’t have the short-lived cycles like the passenger-car industry. We have longer investment cycles,” he said. “It is not that easy to every year make a big splash.” Toby Young, president of Exhibit Management Associates, which owns and operates the show in Louisville, Kentucky, confirmed to TT that Daimler has informed him of its decision. He declined additional comment other than saying: “The Mid-America Trucking Show will most definitely take place in 2016.” Looking ahead, Daum said he hopes MATS will be extended by one additional weekday, making it more of a place for original equipment manufacturers and suppliers to meet and share ideas. He described MATS as “an industry show, where you bring your novelties, where you push the envelope, where you show something like we did this year with the SuperTruck, where you introduce new models.”

Why are you starting out your search at PAI? Why not call Watts Mack with your model and serial number, and have them accurately provide/sell you the lower box?

Press Release / May 13, 2015 Entirely devoted to carrying concrete and perfectly adapted to both on-road and off-road conditions, the Renault Trucks C XLoad is the payload champion in its category. With an unladen weight of just 9,200 kg certified by the French body UTAC, this robust and ultra light vehicle allows hauliers to optimise their delivery rounds and therefore increase their cost efficiency. The Renault Trucks C XLoad 8x4, with twin tyres at the rear, has an unladen weight of only 9,200 kg, certified by UTAC, the official French certification body. Designed for use on-road, but also off-road, the Renault Trucks C XLoad combines an outstanding payload with pulling power, robustness and the comfort of the C range. For this vehicle maintains all the qualities of the Renault Trucks C and also benefits from weight saving equipment, such as aluminium tanks and rents. Mainly designed for concrete transport applications, the Renault Trucks C XLoad is pre-equipped for mounting a cement mixer, which reduces bodybuilding time. The payload champion, the Renault Trucks C XL can carry up to 8 m³ of concrete. This gives it the capacity to save one full load for every 16 delivery rounds, thereby offering significant savings on major worksites and generating considerable savings. .

This is a new twist on the “AddiDrive” hydraulically-actuated steer axle drive system developed by French hydrostatic transmission maker Poclain Hydraulics. http://www.poclain-hydraulics.com/en/products/motors/mg http://www.poclain-hydraulics.com/_upload/ressources/media/pdf/on-road.pdf http://www.poclain-hydraulics.com/_upload/ressources/media/pdf/AddiDriveAssist.pdf?nc http://www.poclain-hydraulics.com/en/solution/on-road/on-demand-awd-for-truck MAN began offering the AddiDrive under the name "HydroDrive" in 2005. Later in 2010, Renault began offering the feature on the Premium Lander under the "OptiTrack" name. Mercedes-Benz (HAD) and Terberg (X-Track) also offer the Poclain system, while GINAF uses a similar system from Bosch-Rexroth called "HydroAxle". In the US market, Poclain partnered with Tuthill Drive Systems (TDS), offering a system for medium and heavy trucks utilizing Poclain drive motors. (http://eztracaxle.com/) Volvo contemplated offering the Poclain system on Mack brand trucks but passed. Here’s a a 10x6 Volvo-Mack with Simard twin-steer front axles and the EZ Trac (Poclain) hydraulic front drive system. https://www.youtube.com/watch?v=_a7PhTMr5Fs

Construction Week / May 12, 2015 Volvo Trucks has unveiled its automatic all-wheel drive technology. The Swedish automaker claims to be the first manufacturer in the world to offer automatic engagement of all-wheel drive construction trucks. Developed for tough environments, Volvo Automatic Traction Control, which is already used on Volvo Construction Equipment’s articulated haulers, is now standard on the Volvo FMX vocational range. “Many drivers connect front-wheel drive or differential lock in good time before a difficult section of terrain, in order to avoid getting stuck,” commented Jonas Odermalm, construction segment manager at Volvo Trucks. “Volvo Automatic Traction Control engages the front-wheel drive when in motion, and only for the short time that it is really needed,” he explained. The system consists of software connected to the wheels’ speed sensors, which detects and controls wheel drive. When a rear wheel starts to slip, power is transferred automatically to the front wheels without the truck losing torque or speed. A dog clutch activates the front-wheel drive in just half a second. The technology, according to the manufacturer, offers drivers improved manoeuvrability, and fleet owners the added benefits of lower fuel consumption and decreased wear and tear. Volvo Trucks contends the system ensures that the optimal drive combination is always enabled, removing the decision from the driver. “[Volvo Automatic Traction Control] is yet another example of how innovative technology can make things easier and smarter than before,” said Ricard Fritz, vice president of the brand. “Just like the Volvo I-Shift revolutionised the gearbox, we are confident that this new development will do the same for the driven front axle.” Volvo Automatic Traction control is now standard on the Volvo FMX, in versions 4x4, 6x6, and 8x6. The system will be offered along with the complete engine programme for Euro 3, 4, 5, and 6 models.

My pleasure to share more history about America's most iconic truckmaker, so that it may not be forgotten. Facing a market contraction in 1959, Mack Trucks phased out rolling stock production in 1960. With that it mind, it's ironic though not surprising that some units like Sperry Rail Service's FCD continue to operate thru the present day.

Speaking of aviation, Mack chief engineer and vice president Alfred Masury was a strong proponent of rigid airships.Had he not met an untimely death (http://www.bigmacktrucks.com/index.php?/topic/39563-mack-remembrance-alfred-fellows-masury/?hl=masury), I wouldn't have been a bit surprised if he had taken Mack Trucks into some aspect of aviation. From another angle, legendary Mack President and CEO Zenon C.R. Hansen was an early supporter of corporate aviation.

Mack FCD Rail Bus .

Mack ACX Rail Cars .

Mack AC Rail Cars .

Mack AB Rail Cars .

Providing Railway Operators with Innovative Solutions Mack AB model rail cars Aberdeen & Rockfish RailroadBernabe S. Batista (Cuba)Bowdon Railway CompanyCamp A.A. Humphrey (U.S. Army)Central West Virginia & Southern RailroadChesapeake WesternChestnut Ridge RailwayColumbian National RailwaysCondon, Kinzua & Southern RailroadEast Kentucky Southern RailwayGilmore & Pittsburgh RailroadGreenbrier & Eastern RailroadGuantanamo & Western (Cuba)Hawaii Construction RailwayManitoba Power CompanyManitoba Hydro ElectricMount Hood RailroadNarragansett Pier RailroadNew Mexico Central RailroadPacific Gas & ElectricPittsburgh, Lisbon & Western RailroadSewell Valley RailroadSpalding Miami Lumber CompanyStone Harbor RailroadTela Railroad (serving the United Fruit Company - Honduras)Tropical Oil Company (Columbia – subsidiary of Toronto-based Imperial Oil Ltd.)The Atchinson, Topeka & Sante Fe RailroadThe Phoenix Utility CompanyWillamina & Grand Ronde RailroadWinnipeg Electric CompanyMack AC model rail cars Artemus & Jellico RailroadBuffalo Creek & Gauley RailroadChicago, Burlington & Quincy RailroadCovadonga Railway (Cuba)Great Northern RailroadHavana CentralLewisburg, Milton & Watsonville Passenger Railway CompanyNarragansett Pier RailroadNew York, New Haven & Hartford RailroadNorthern Pacific RailroadRapid City, Back Hills & Western RailroadSoutheast LumberSpokane, Portland & Seattle railroadThe Pennsylvania & Kentucky RailroadWinnipeg Hydro ElectricMack ACX model rail cars California Western RailroadChicago, Rock Island & Pacific RailroadUnited Railways of HavanaWestern Union TelegraphMack ACP model rail cars Chicago, Rock Island & Pacific Railroad Mack AQ model rail cars Chicago, Burlington & Quincy RailroadChicago, Rock Island & Pacific Railroad New York CentralPennsylvania RailroadSouth Manchurian Railway (Korea) Mack AR model rail cars Great Northern RailwayMonongahela RailwayPittsburgh & Lake Erie RailroadReading CompanySouthern Pacific Lines Mack AS model rail cars Canadian NationalGreater Winnipeg Water District RailwayWinnipeg ElectricMack BK model rail cars Wilkes-Barre & Hazleton RailroadMack BX model rail cars Patino Railroad (Bolivia - tin mining)Mack FCD model rail bus Ferro-Carril de Langreo (Spain) New York, New Haven & Hartford RailroadSperry Rail Service

Mack Rail – The Sustainable and Economical Approach to Public Rail Transport No coaling plantsNo watering tanksNo ash pitsNo steaming delaysNo fuel consumed while standingNo night fire-bankingNo excess heavy equipment wear on tracks and bridgesNo smoke or cinders to necessitate frequent cleaning.

Mack Rail – Performance and Operational Costs .

An introduction to the Mack Model AB Rail Car .

An introduction to the Mack Model AC Rail Car .