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Heavy Duty Trucking / March 26, 2015 Dana engineers are working on a Spicer Dual Range Disconnect tandem rear axle that combines the traction advantages of a dual-drive 6x4 configuration with the fuel economy of a single-drive 6x2. Executives showed off the concept on Wednesday, the eve of the Mid-America Trucking Show in Louisville, Ky. The design goes beyond a “clutched” rear or forward axle to enable a single-drive tandem, they said, by introducing the effect of a low and high range. But it does so without using old-style two-speed axles. “New fuel economy regulations for linehaul trucks are on the immediate horizon, and truck manufacturers are already addressing the challenge of reducing fuel consumption beyond the levels that can be achieved through today’s conventional powertrain systems,” said Mark Wallace, a Dana executive vice president and group president of Dana On-Highway Driveline Technologies. “Our advanced Spicer AdvanTek Dual Range Disconnect concept enables truck manufacturers to achieve substantial gains in fuel economy with a system that still performs dependably in adverse driving conditions.” The design employs a “slow” (high-numerical) ratio in the rear axle for startup and low-speed maneuvering, and on slippery pavement, he explained. Planetary-gear action in the interaxle differential mixes that with a “fast” (low-numerical) ratio in the forward axle to get a combined ratio, such as 3.10. The tandem then operates as a 6x4. At a pre-determined speed, electronic controls switch to the forward axle’s ratio, such as 2.21, to lower engine revs at higher road speeds. The rear axle is disconnected using a sliding dog clutch at each end of the interaxle driveshaft, and the interaxle differential is bypassed. The tandem then operates as a 6x2. Power and torque flow directly to the forward axle, eliminating meshing and fuel-burning drag of the additional gear sets. The concept supports “downspeeding” of the truck’s engine, which could cruise as low as 900 rpm – a trend that’s developing – for additional fuel savings, Wallace said. Because the range switch must be done precisely, the concept works best with an automatic or automated transmission, Wallace’s colleagues said. But it can work with a manual transmission. Dana engineers have been evaluating a prototype Advantek 40 tandem with the Range Disconnect feature for the last two and a half years, Wallace said. Engineers plan to install copies in truck chassis for further testing later this year.

Heavy Duty Trucking / March 26, 2015 Volvo Trucks introduced the Adaptive Loading 6x2 liftable forward axle at the Mid-America Trucking Show, in Louisville, Ky. The axle automatically adjusts to load weight changes and offers 4x2 operation in certain conditions. Adaptive loading is designed for bulk haul or general freight operations where a truck goes out loaded and returns empty or for diminishing load applications. The axle can provide better fuel efficiency, improved traction, and reduced maintenance costs. A 6x2 setup can reduce weight by up to 300 pounds compared with a 6x4, and it has several benefits including increased payload capacity and improved fuel economy. The liftable forward axle combined with Volvo’s electronically controlled suspension transfers weight among the two axles. Adaptive Loading can adjust the ECS based on pre-programmed weight thresholds to automatically lift the axle in empty or light-load situations, creating a 4x2 configuration. The 4x2 configuration has the effect of reducing rolling resistance. Volvo Trucks is also offering powertrain packages with the feature to further improve efficiency. Both the XE Adaptive Gearing and XE economy packages add a downspeed powertrain with Adaptive Loading. “For many operations that run empty or lightly loaded much of the time, Adaptive Loading is an innovative way to change the truck’s configuration on the fly for maximum efficiency,” said Goran Nyberg, president of Volvo Trucks North America. .

Today’s Trucking / March 26, 2015 Spring expert Hendrickson has completed the purchase of Frauenthal leaf spring and stabilizer segment, along with a number of their subsidiaries in Europe, excluding Portugal, from the Austrian Frauenthal Group. Hendrickson President and CEO Gary Gerstenslager announced the finalization of the deal at the Mid America Trucking Show (MATS) in Louisville this week. “The acquisition of this business will enable us to broaden our footprint in Europe to better support our global spring customer base,” Gerstenslager stated. Hendrickson, a Boler company, is a leading global manufacturer and supplier of medium- and heavy-duty mechanical, elastomeric and air suspensions; integrated and non-integrated axle systems; auxiliary lift axle systems; parabolic and multi-leaf springs; and bumper and trim components to the global commercial transportation industry.

I thought the article below, which predates this article (http://www.bigmacktrucks.com/index.php?/topic/34637-mack-people-and-trucks-tackle-the-eye-of-a-storm/?hl=kuwait#entry231872), might be of interest to some. ________________________________________________________________________ December 22, 1990 | By DAN SHOPE, The Morning Call Mack Trucks Inc. has come close to being drafted into Operation Desert Shield, sources close to the company said yesterday. The U.S. government has been talking with the Allentown-based truck maker about a $40 million contract for 500 tank-hauling trucks with high-powered E-9 engines, the sources said. Delivery was originally set for Jan. 10 -- five days before the United Nations' deadline for Iraqi President Saddam Hussein to pull his troops out of Kuwait. But the deal now is on hold, because Mack wasn't able to produce the tank haulers in such a short time, the sources said. "They wanted them faster than we could make them," a union official said yesterday. "Right now, it's up in the air." Mack officials said yesterday there was no deal. Officials from the Army in Washington, D.C., said they were looking into the contract and had no further information. The waffling came as Army Lt. Gen. Calvin Waller told reporters Wednesday in Saudi Arabia that the buildup of ground forces in that country might not be complete until mid-February. Waller, deputy commander of ground forces in the Persian Gulf, said he would advise President Bush not to order an attack until all U.S. forces were prepared to fight. Meanwhile, another Pennsylvania truck maker, Harsco Corp., said yesterday it has reached an agreement with the Army to modify a contract for a five-ton truck. Harsco said the contract will be set at 17,092 trucks and options for additional trucks will be canceled. The company also said it will withdraw more than $50 million in claims against the Army but will continue to pursue claims in excess of $55 million. Harsco is based in suburban Camp Hill, Cumberland County. The trucks are being produced in Marysville, Ohio. Harsco said it hopes Operation Desert Shield and other needs by foreign countries will generate more demand for the trucks. Mack employees were told Monday of the possible deal with Mack, when United Auto Workers officials and Mack's top management met at world headquarters, according to the Unity News, a UAW newsletter handed out to about 700 employees Thursday at Mack's assembly plant in South Carolina. During the meeting, Mack Chairman and Chief Executive Officer Elios Pascual told UAW Secretary-Treasurer Bill Casstevens that the company had received confirmation on an order for the 17,000-pound tractors, the newsletter said. Work on the high-powered V-8 engines and transmissions would be done at Mack's 1,500-worker powertrain facility in Hagerstown, Maryland. Assembly of the trucks would take place at the 750-employee Macungie plant, which was to prepare a special line for their production. Mack contacted the union late Thursday, telling those who write for Unity that the deal is off, a Mack spokesman said. But industry experts said Mack, like no other company, would have the capacity to make large tank haulers quickly because it is the only U.S. truck maker that makes its own engines and transmissions rather than hiring subcontractors. "The RD 800 models used as tank haulers are super big," said Jim Winsor, executive editor of Heavy Duty Trucking magazine. "They are also used to haul logs in Canada and coal in our Appalachian states. They are the backbone of the off-highway business." Throughout Mack's 89-year history, Mack vehicles have maintained a reputation for ruggedness. It was the Mack AC model that the English nicknamed "the bulldog" during its use in France during World War I. In World War II, Mack specialized in military vehicles. Possibly its most potent weapon was a support vehicle for tanks, used while Germany relied on railways for supplies, according to the book "Mack" written by John B. Montville. Also during World War II, Mack's old 5C assembly plant in Allentown was converted into an aircraft factory, producing the Vultee airplane. But Mack's stubbornness to remain "fully integrated" has been part of the company's downfall in recent years. With Mack's losses mounting toward $180 million for the second consecutive year, French-owned Renault Vehicules Industriels recently acquired the 55 percent of Mack that it hadn't previously owned. "Macks are known for being durable and big," said Gary McManus, an industry analyst for Merrill Lynch of New York. "I can understand why the government would come to Mack. "The truck market is down, so this isn't like they're catching Mack when it's busy. But this is probably too short a notice. I don't know how they'd receive parts and components from vendors."

Diesel News Australia / March 26, 2015 Judging by information being released in the US at the Mid America Trucking Show this week, the US is turning to much more sophisticated electronics in trucks coming out in North America. Where European truck manufacturers have held a considerable lead over their US counterparts in the past, innovation introduced in Europe is being quickly followed by its introduction on the US market. This trend is in stark contrast to the situation just a few years ago when European trucks were being sold with multiplexed electrics, CANbus systems control, intuitive automated manual transmissions, adaptive cruise control, EBS et al. At the same time North American trucks used a wiring loom, clunky AMTs and unsophisticated electronics. Illustrating these changed times is this Cummins video. These features are being introduced onto the US market this year, barely a year after many of the features mentioned, as being included in the new Cummins system, were introduced by Volvo in its state of the art FH prime mover. This is the way electronics appears to be going globally, with a faster take up of innovative technology leaving electronic leaders with a shorter period in which they have the exclusive use of new sophisticated systems. Ideas which were just a twinkle in the eye of some Swedish or German electronics nerd a short time ago are now being included in the package offered onto the US market, traditionally, one of the most conservative. The drive for efficiency as well as the difficulty in finding experienced drivers in North America seems to have provoked new ideas in the trucking industry. A truck in North America often appeared to be supplied in its most basic form, with manual gearbox, drum brakes and little sophistication, not any more. These changes should be good news for truck buyers in Australia. The next generation of trucks released here, whether they are from Europe or the US are likely to have myriad options for the buyer. You will be a able to buy a truck as basic, or as sophisticated as you choose, from most brands. https://www.youtube.com/watch?v=n_Vfa4oY8kU

The hood architecture of the first and second generation Ramirez trucks reminds me of the Ward La France D-450-T and D-650-T. In 1962, the U.S. Air Force ordered 390 of the D-450-Ts. They had 336 horsepower 567 cubic inch Detroit Diesel model 7087 eight cylinder engines and five-speed Fuller model 5-C-72 transmissions. The U.S. Army ordered two D-650-Ts in 1964 for testing in their quest for a Heavy Equipment Transporter (HET)*. Like the D-450-T, the hood had no compound curves. * The Army in the end chose the 25-ton Oshkosh M-911 6x6 and likewise 25-ton Ward La France M-746 8x8. .

The Ramirez cab and hood was redesigned in 1984, resulting in the new model R-44. Faced with insurmountable competition from Paccar and Navistar in the 1990s, the truckmaker ended production in 1991. .

When German carmaker Borgward filed for bankruptcy in 1963, Ramirez purchased the technology and production machinery for the Borgward Isabella and P100 and began production in Monterrey, Mexico. In 1964, Industria Automotriz S.A. was established for the production of parts and components. That same year, Berg de Mexico S.A was established for the production of commercial truck air brake components (renamed Industrias Vortec S.A. in 1982). The company also produced International Harvester Scout (badged as the Ramírez "Rural 750"), “Travelall” utility trucks and “Light Line” pickup trucks under license. During the 1970s. the truckmaker produced a COE model at the special request of the Bimbo* Bread Company. In 1981, Trailers de Monterrey upgraded its truck assembly line with assistance from The Budd Company. * Mexico's Bimbo Group is yet another global player that has proven to be more savvy in America than our own, The group over the years has acquired Sara Lee's bakery business and the following brands: Arnold, Ball Park, Boboli, Brownberry, Cinnabon Bread, EarthGrains, Entenmann’s, Francisco, Freihofer’s, Marinela, Milton’s Bread, Mrs Bairds, Oroweat, Roman Meal, Sara Lee, Stroehmann, Sun-Maid Bread, Thomas’ and Tia Rosa. All these famous brands........now Mexican owned. .

In 1970s, the truckmaker introduced his own cab. Its new product range, the R-19, R-20 and R-22 models, became extremely successful. .

In 1963, the R18-2D 6x4 tractor was launched. Later, a vocational range was introduced. .

In 1959, the company launched its first heavy truck range under the Ramirez brand. These 4x2 configuration trucks were sold under the designations R-12, R-15 and R-18. .

Dina (http://www.bigmacktrucks.com/index.php?/topic/32420-dina-trucks-sa/) was by no means Mexico's only large heavy truckmaker. In addition to Pena and others, there was Ramirez. In 1946, Mexican entrepreneur Gregorio Ramírez González opened a small trailer repair shop in the state of Nuevo León called Trailers de Monterrey. González quickly encountered a demand from his customers for commercial trucks and buses leading him to refurb U.S. Army surplus trucks for civilian use. His operation went on to evolve into Mexico’s first vehicle manufacturer, Grupo Industrial Ramirez (GIR, S.A.). Group companies included IASA, IMMSA, Autobuses Sultana and Trailers y Tractocamiones Ramírez, which became leaders in their business segments resulting from joint ventures with Ford, General Motors, Nissan, White and Italian farm tractor maker SAME. In 1952, Trailers de Monterrey began producing buses utilizing General Motors drivetrains under the Sultana brand. Like Dina, the company went on to become a massive bus and coach manufacturer. .

KamAZ Press Release / March 25, 2015 Russian truckmaker KamAZ announced its truck sales for the January-February period in the 14 to 40 metric ton GVW range (30,865lb to 88,185lb) reached 2,300 units, a 48 per cent decline from the same period last year. The company’s market share came in at 52 per cent. During the two month period, overall truck sales in Russia’s 14 to 40 ton GVW segment reached 4,500 units. The company blames the sales decline on a weakened economy, reduction in fixed asset investments, fall in the construction industry output, lower price-per-barrel for Urals crude oil resulting in a sales drop to the petroleum sector, growing inflation and devaluation of the ruble against the dollar and Euro. In addition, the Russian Federation’s central bank significantly raised its key interest rate at the end of last year, reducing Russian companies' access to international financial resources. This led to a decline in the availability of credit and leasing. The sales drop was also caused by the expiration of a government stimulus program that provided customers with up to a US$8,722 discount on new truck purchases. The truck recycling program promoted the replacement of older trucks and buses with newer vehicles offering cleaner exhaust emissions. KamAZ expects the Russian truck market’s 14 to 40 ton GVW segment to reach 51,000 units in 2015. Spurred by sales of its new 5490 Series on-road long-haul tractor range and growing demand for natural gas-powered vehicles in the municipal segment, the truckmaker is forecasting to sell 26,000 thousand vehicles in 2015 and end the year with a 51 per cent market share. With the market condition expected to gradually stabilize, the Central Bank has announced a key rate reduction which will open up more credit and leasing opportunities and support renewed growth in the housing market, agricultural, industrial and fuel-energy sectors. .

Green Car Congress / March 25, 2015 The latest Kenworth T680 Advantage—Kenworth’s fuel-efficiency leader—has gained up to 10% in fuel efficiency compared to a standard Kenworth T680 built in 2013. The 10% gain for the heavy-duty truck equates to a yearly savings of more than $4,600 in fuel per truck for the average long-haul operation. The current Kenworth T680 Advantage with 76-inch sleeper features the optimized powertrain combination of the latest PACCAR MX-13 engine with the Eaton Fuller Advantage 10-speed automated transmission, and fuel-efficient drive axles. Also included is the special factory-installed aerodynamic package introduced last year with longer 76-inch sleeper side extenders, lower cab fairing extenders, front air dam, aerodynamic mud flaps, rear fairing without steps coupled with an air deflector, exhaust cut out covers, and optional wheel covers for drive tires. The latest T680 Advantage compares to the 2013 version of the standard Kenworth T680 with 76-inch sleeper, 2013 PACCAR MX-13 prior generation engine, Eaton UltraShift PLUS transmission, and previous generation drive axles. Additional T680 Advantage fuel economy specifications include the Kenworth Idle Management System, tire pressure monitoring system and wide-base tires. It can then make subtle adjustments in speed. For example, it can feather off the throttle automatically when the truck is about to crest a hill. This uses the truck’s momentum to ride up and over, then uses its own weight and momentum to gain speed down the hill without adding power like a static cruise control would provide. Drivers also have always had a huge impact on fuel economy. It’s why we continue to come out with new advancements to help reduce the variability from driver to driver. Our biggest contributor is Kenworth’s new predictive cruise control, which will be an option starting mid-year for new T680s and T880s equipped with the PACCAR MX-13 engine. Thanks to GPS, this predictive cruise control can anticipate the terrain ahead and ensure that the engine and transmission are operating in the most efficient mode. And, based on what the predictive cruise ‘sees’ on the downhill slope, it could automatically tell the transmission to go into neutral coast mode. With this, there is no transmission drag and the truck is free rolling to get back up to speed quicker – again, saving fuel.—Kevin Baney, Kenworth chief engineer Driver assistance for fuel economy. Baney also noted that driver performance is a huge variable in delivered fuel economy, saying that the difference in performance between two drivers with two identical trucks could be up to 30%. At the Mid-America Trucking Show, Kenworth is showcasing four technology advancements that can help to close the fuel economy gap among drivers. Predictive Cruise Control can help drivers obtain even better fuel economy. The Driver Shift Aid and the Driver Reward System can also contribute to improved fuel economy. The Kenworth Driver Performance Assistant, introduced as an option last fall, is now standard on Kenworth T680s and T880s spec’d with the PACCAR MX-13 engine.

Green Car Congress / March 25, 2015 Kenworth will now offer the Maxwell Technologies ultracapacitor-based Engine Start Module (ESM) as a factory-installed option on new Kenworth T680 and T880 trucks. Kenworth dealers have offered the ESM as an aftermarket solution since 2011. With increasing demand for reliable truck engine starting, Kenworth is now the first truckmaker to offer Maxwell’s ESM as a factory-installed option. Ultracapacitor technology provides high amounts of burst power that is ideally suited for cranking and starting large diesel engines. Additionally, ultracapacitors have a long service life and perform well at cold temperatures. The ESM performs truck engine cranking in temperatures ranging from -40 °F to +149 °F (-40 °C to +65 °C), even when batteries are drained. The ESM replaces one Group 31 format battery in the truck. The ULTRA 31/1800 is designed for Class 7 and 8 trucks, and delivers 1800 cold cranking amps (CCA) and peak power of 32.8 kW. Installed in medium and heavy trucks, it can eliminate jump-starts and reducing idling, resulting in lower total cost of operation.

Green Car Congress / March 20, 2015 The US Environmental Protection Agency (EPA) has awarded $8 million to communities in 21 states and Puerto Rico to reduce emissions from the nation’s existing fleet of diesel engines through the agency’s Diesel Emission Reduction Act (DERA) program. The grants will fund projects such as retrofitting older school buses to improve air quality for children riding to school, upgrading marine propulsion and agriculture engines, and replacing long haul truck engines. The twenty-one projects will receive funding through the EPA’s DERA Fiscal Year 2014 allocation. The selected projects are cost-effective and will impact fleets operating in areas that will benefit from additional steps to protect air quality and public health. EPA estimates that every $1 in DERA funding generates up to $13 in health care savings. The DERA funding covers engine replacements, repowers and idle reduction technologies to clean up a variety of older diesel engines, including those in heavy-duty trucks used at ports, delivery trucks, long haul trucks, marine vessels, school buses, and even agricultural equipment. The full list of projects selected for 2014 DERA funds: California. San Joaquin Valley Unified Air Pollution Control District is replacing 48 trucks model year 1991-2003 with trucks powered by 2013 or newer model year engines. South Coast Air Quality Management District is replacing 11 on-road drayage trucks (model year 1991-1995), nine school buses with compressed natural gas (CNG), and one school bus with a battery-electric vehicle.Colorado. Colorado Department of Public Health and Environment is retrofitting 36 school buses with technologies to cut soot and reduce idling. Delaware. Delaware River and Bay Authority is repowering two Tier 0 marine propulsion engines in one vessel with Tier 3 engines. Delaware and Virginia. Mid-Atlantic Regional Air Management Association, Inc. is providing incentives to voluntarily replace 19 drayage trucks operating 1995-2003 engines. Florida and South Carolina. American Lung Association of the Upper Midwest is installing APUs on locomotive switch engines and replacing 12 diesel refuse haulers with CNG haulers. Idaho. Franklin Soil & Water Conservation District is replacing three school buses and four agriculture engines and converting three irrigation pumps to clean burning electric. Illinois, Indiana, Michigan, Minnesota and Wisconsin. Leonardo Academy is retrofitting five trucks, five buses and two excavators with technology to cut soot and reduce idling; replacing eight long haul trucks and three refuse haulers with vehicles that run on compressed natural gas; replacing 14 long-haul trucks and two school buses; and repowering one crusher from Tier 0 to Tier 3. Massachusetts. Conservation Law Foundation (CLF) Ventures, Inc., is repowering two Tier 1 marine propulsion engines with new Tier 3 engines and replacing two generator sets powered with Tier 0 engines with new Tier 3 generator sets. Northeast States for Coordinated Air Use Management is repowering two unregulated fishing boats each with a new Tier 3 engine. Michigan. Southwest Detroit Environmental Vision is replacing five short-haul trucks and one crane. Missouri. St. Louis Clean Cities is replacing six school busses. New Jersey and New York. New Jersey Clean Cities Coalition is repowering seven marine vessels with 13 Tier 3 engines. New York. The Connecticut Maritime Foundation is repowering two Tier 0 marine propulsion engines in one ferry with Tier 3 engines. North Carolina. Mecklenburg County Air Quality is replacing three pieces of landfill equipment and repowering four engines. Oregon. Beyond Toxics is replacing one truck and installing advanced exhaust controls on seven trucks. Puerto Rico. Puerto Rico Metropolitan Bus Authority is retrofitting 17 transit buses with diesel particle filters (DPFs). Texas, Oklahoma and Louisiana. Leonardo Academy is retrofitting school buses with exhaust controls and are retiring eight delivery vehicles early. Texas. North Central Texas Council of Governments is installing EPA-verified SmartWay truck stop electrification at four trucking terminals. Port of Houston is replacing 14 drayage trucks.Utah. Utah Department of Environmental Quality is retrofitting three long-haul trucks with DPF's and retrofit 25 UDOT vehicles with DPFs. EPA is now preparing for the release of the FY15 National Clean Diesel Funding Assistance Program RFP this spring, and anticipates that approximately $12-14 million will be offered under this funding opportunity. Priority will be given to proposals which demonstrate, among other factors: - Diesel emission reductions from engines involved in goods movement; - Diesel emission reductions in areas of poor air quality; - Project outcomes that benefit the community; and - Community engagement and partnerships in the development and implementation of the project.

Green Car Congress / March 25, 2015 The California Energy Commissions has selected 9 projects to receive a combined $24,873,512 in proposed funding for cost share in the field demonstration of advanced medium- and heavy-duty on-road vehicle technologies—primarily battery electric and fuel cell technology—that may become commercially available in California. The match amount for the nine projects is $17,212,984. The solicitation (PON-14-605) was under the Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP). Nineteen other projects also passed the screening. However, the Energy Commission started with the highest score and began determining the awards, descending through the list of finalists until the money available (the $24,873,512) ran out. Five applications did not pass. The nine projects receiving funding are: PON-14-605 proposed awards Lead organization Project Title Cal Energy Funding Transportation Power, Inc. Heavy-Duty Electric Yard Tractors $3,000,000 Transportation Power, Inc. Advanced Battery-Electric Port Vehicles $3,000,000 Transportation Power, Inc. Heavy-Duty Electric Refuse Trucks $2,884,812 Hydrogenics USA, Inc. Hydrogenics Advanced Fuel Cell Vehicle Technology Drayage Truck demo $2,679,417 Hydrogenics USA, Inc. New Flyer Advanced Fuel Cell Vehicle Technology Bus demo $1,739,937 Motiv Power Systems Class C Electric-Quest School Bus Demonstration $2,702,223 Motiv Power Systems Electric Refuse and Loader Truck Demonstration $2,980,875 CALSTART, Inc. LADOT-BYD Battery Transit Bus $2,886,248 North American Repower, LLC The Sectran Security PHEV- Renewal Natural Gas Truck Demonstration Project $3,000,000 Funding of these proposed projects is contingent upon the approval of these projects at a publicly noticed Energy Commission Business Meeting and execution of a grant agreement. If the Energy Commission is unable to timely negotiate and execute a funding agreement with an Applicant, the Energy Commission, at its sole discretion, reserves the right to cancel the pending award. Projects passed, but not funded due to their lower scores, include: CALSTART; H2Ride Hydrogen Shuttle Bus Demonstration Project CALSTART; UPS Advanced Hybrid Lift Truck Demonstration Program City of Gardena - Gardena Municipal Bus Lines; Zero Emission Re-power Efficient Drivetrains, Inc.; PGE PHEV-Renewable Diesel Work Truck Demonstration Project Center for Transportation and the Environment; Fuel Cell Hybrid Electric Delivery Van Project Center for Transportation and the Environment; AC Transit Fuel Cell Bus Power Plant Retrofit Center for Transportation and the Environment; Battery-Electric Mucker Demonstration Project Antelope Valley Transit Authority; AVTA Battery Electric Bus Transit Technology Demonstration Project The Regents of the University of California (Irvine); NextGen American Fuel Cell Bus Project Bay Area Air Quality Management District; Development and Deployment of All-Electric Over The Road Buses Santa Barbara Metropolitan Transit District; SBMTD Advanced Bus Transit Technology Demonstration Project The Leland Stanford Junior University; Stanford University 100% Battery Electric Coach Bus Demonstration Project Caterpillar; Hybrid Wheel Loader With Integrated Technologies Caterpillar; Off-Road Large-Size Hybrid Excavator Phase III Proterra; Extended Range Electric Bus Demonstration Project The Regents of the University of California (Davis); Demonstration of Retrofitted All- Electric Transit Bus at UC Davis Wrightspeed; Turbine-Electric Range-Extended EV Demonstration Vehicles Odyne Systems; Odyne Advanced User Interface Plug-in Hybrid Vehicle Technology Demonstration XL Hybrids; Class 3-4 Advanced HEV Demonstration

Cummins claims new ADEPT package to improve ISX15 fuel economy by up to 3% Truck News / March 24, 2015 Cummins announced at the Mid-America Trucking Show that it was planning to “redefine efficiency” and one of its first steps is to release a new technology package dubbed ADEPT, which it says can improve fuel economy by up to 3%. It will debut this summer. The ADEPT package includes a suite of electronic features, which together sense vehicle load, speed and grade and then use the capabilities of the ISX engine and Eaton automated manual transmission to modify the speed, power and gear to maximize efficiency. The system takes advantage of the truck’s momentum to conserve energy and reduce fuel consumption, Cummins officials explained at a press conference on the eve of the Mid-America Trucking Show. “This will help reduce driver-to-driver variability and make each and every driver more efficient and more consistent and turn the fleet operation into a more consistent and efficient operation,” explained Jim Fier, vice-president, engineering, medium-, heavy- and light-duty engine business. One of the features will be SmartCoast, which will disengage the transmission when the truck is travelling downhill, reducing drag on the engine and improving fuel economy. Additional features and technologies will be added later, Fier said. Cummins is also planning noteworthy enhancements to its 2017 ISX15 engine, which will be available with engine ratings from 400-605 hp. It will be offered in two packages: one aimed at fleets looking for efficiency and another designed for fleets and owner/operators who want maximum performance and power. Fier said Cummins is revamping its combustion recipe, developing a more responsive and efficient turbocharger and reducing parasitic losses from within the engine. This will allow for greater downspeeding, he added. The 2017 ISX15 will undergo nine million miles of testing – equal to 4,000 trips from coast to coast within the US. A new ISB6.7 is also coming to the market, featuring an enhanced torque rise, increased fuel efficiency – especially in stop-and-go applications – and greater powertrain integration, as well as natural gas availability, Fier announced.

Trucking News / March 25, 2015 Strong Class 8 truck demand is expected to continue through 2015, with production climbing 15-20% over 2014’s healthy volumes. That was the rosy outlook from Joe McAleese, chairman, president and CEO of Bendix. However, he also predicted this year will mark the cyclical market peak, with a drop of 5-15% to follow in 2016. “So we will not have a dramatic drop, just a little softening,” McAleese said during his press address at the Mid-America Trucking Show. Every economic indicator Bendix looks to for hints of future Class 8 truck demand are currently in positive territory. “The overall economic climate our fleets are operating in is a very good economic climate,” McAleese said. The pullback McAleese projects for 2016 is based on the fact 2014 orders finished the year strong, putting pressure on truck production. Despite his upbeat market outlook, McAleese said there are three things keeping him awake at night. These include: the worsening driver shortage, with no end in sight; the impact regulatory changes will have on fleet operating costs and the acquisition costs of new vehicles; and the slow pace of the industry’s acceptance of new safety technologies. Still, McAleese concluded, “2014 was one heckuva year and 2015 is shaping up to be more of the same.”

Heavy Duty Trucking / March 25, 2015 Kenworth will begin offering Trucktech+ and Nav+ HD technology products designed to improve vehicle diagnostics and productivity. Trucktech+ tracks and transmits vehicle health in real time while Nav+ HD is a premium multi-function communication and entertainment system, according to the company. Trucktech+ is a real-time truck diagnostic tool provided by PeopleNet. The system will allow the Paccar MX-13 engine to transmit data to fleet managers, call centers and dealers to optimize truck uptime and productivity. The tool will be available for Paccar MX-13 equipped Kenworth Class 8 trucks this summer. Fault codes and engine performance data are sent via the truck's standard modem to Kenworth's analytics center, where possible root causes are diagnosed and solutions are recommended via email notification. Notifications may include keep driving, no action required, keep driving and have the fault addressed during the next service interval, head to a dealer for service, or pull over to prevent damage. When service is required the system will also map out the locations for the three closest repair facilities. The data is also sent to a fleet manager for review along with truck location, status and identified issue and recommended solution. The system is included for the first two years a new Kenworth Class 8 truck is on the road or during the duration of an extended engine warranty period. After that period the tool can be maintained through subscription. Kenworth Nav+ HD is available for Kenworth Class 8 Trucks ordered with Kenworth’s premium interior package and is available as an option for all new Kenworth Class 6-8 conventional trucks. The system centers around a 7-inch, high-definition touchscreen. It includes integration into the Kenworth SmartWheel steering wheel. It offers hands-free Bluetooth phone capability, truck navigation through Co-Pilot, iPod and MP3 integration, integrated Sirius XM Satellite radio, virtual gauges, camera inputs and other features. It also offers Wi-Fi capability. The touchscreen has a pinch-to-zoom feature for several of the apps, for better viewing. In trucks equipped with a rearview camera, the video feed can be integrated into the screen. When Co-Pilot is activated, map updates can be checked for and downloaded through the system as well. .

Heavy Duty Trucking / March 25, 2015 Kenworth Truck announced a new 76-inch mid-roof sleeper for its T680 and T880, with production starting in fall. “The Kenworth 76-inch mid-roof sleeper is optimized for liquid bulk tankers, flatbed haulers and other operators looking for a lighter weight, more aerodynamic truck with all the driver comforts of a full-height sleeper,” said Preston Feight, Kenworth general manager and PACCAR vice president. The T680 version is about 100 pounds lighter and can save 5% in fuel compared to a T680 with a high-rood 76-inch sleeper, he said. “For many truck operators, obtaining additional payload capacity can make a big difference in potential profit. The efficient mid-roof design has lower drag, and provides a reduction in fuel expenses,” Feight said. The 76-inch mid-roof sleeper provides drivers with 6.5 feet of headroom to offer taller drivers greater ease of movement, and gives all drivers a spacious work environment. The sleeper features a liftable lower bunk and side storage towers, including hanging storage for drivers to store their clothes. Also available is an optional upper bunk for team drivers or a back wall sleeper storage unit. Available as a factory-installed option is the Kenworth Idle Management System. The battery-based auxiliary power unit system for air conditioning is integrated directly into the ducting system. Combined with an insulation package for the cab and sleeper, the system provides continuous AC performance in typical off-hour downtime. The sleeper offers a premium sound system installed at the factory, or a mount for the customer to install a flat screen TV for even more driver enjoyment. With the new addition, the Kenworth T680 series will include 76-inch mid- and high-roof sleepers, 52-inch mid-roof sleeper, and a day cab. The T880 vocational series will include day cab, 52-inch sleeper and 76-inch mid-roof sleeper configurations. .

Cummins previews 2017 15L engine Overdrive / March 25, 2015 Cummins kicked off the Mid-America Trucking Show this week by previewing its 2017 model 15-liter ISX engine, which it says is already fully compliant with the 2017 EPA deadline to reduce greenhouse gas emissions and increase fuel economy. Details remain sparse, of course, but Srikanth Padmanabhan, Vice President of the company’s engine business noted that the ISX15 will feature enhancements including a more efficient turbocharger and reduced parasitic energy loss. The engine will be offered in distinct designs optimized for either performance or fuel economy. Power ratings will range from 400 to 605 horsepower. Cummins also announced changes to its exhaust aftertreatment system, unveiling a new single-module system will debut alongside the 2017 ISX. Srikanth says the new system is an evolutionary design that leverages both customer input as well as Cummins Filtrations’ acquired after-treatment expertise. The system will be 60 percent smaller and 40 percent lighter than current after-treatment systems and will use new catalytic materials and DPF dosing methods to achieve reliable emissions compliance.

Heavy Duty Trucking / March 24, 2015 Under the theme of "redefining efficiency," Cummins Tuesday night announced fuel-saving enhancements to the 2015 ISX15 big-bore diesel and a peek at the 2017 ISX15, which will feature a lighter and smaller aftertreatment system along with a more efficient turbocharger and reduced parasitic loss. Srikanth Padmanabhan, vice president of Cummins engine business, explained that while the previous decade of its on-highway business was focused on the environment and emissions, over the next several years it's all about efficiency. And redefining efficiency, he said, is not just for new products, but also for the many Cummins engines already in use. Jim Fier, vice president of engineering for Cummins' heavy/medium/light-duty engine business, noted that the new focus in federal emissions regulations is greenhouse gases and fuel economy. Customers, he said, "are more receptive to that technology" than they were to the numerous rounds of particulate matter and NOx reductions, "and sometimes are in the pull mode." As a result, he said, instead of engine design being a process of coming out with a new emissions-level engine every three years, "it's something we're doing continually." That approach was evident in the announcements made to trucking reporters Tuesday ahead of the Mid-America Trucking Show in Louisville, Ky. 2015 ISX15One key part of Cummins' fuel economy enhancements is the new Adept technology for the ISX15, a suite of electronic engine features Cummins says offers up to a 3% improvement in fuel economy initially for customers operating with automated manual transmissions. Adept uses load-, speed- and grade-sensing technology to make adjustments to speed, power and transmission gear to take advantage of vehicle momentum for better fuel economy. The first package of Adept includes two features: SmartCoast and SmartTorque2 (ST2). SmartCoast operates when the vehicle is coasting downhill by disengaging the driveline and returning the engine to idle to reduce drag, conserve vehicle momentum and, ultimately, improve fuel economy. ST2 uses the same torque management intelligence first introduced on the SmartAdvantage Powertrain to help eliminate unnecessary downshifts and keep the engine operating in the most fuel-efficient “sweet spot.” The first Adept package will be available in summer 2015, and customers will be able to upgrade as future packages are released. Additional features will be announced soon. The 2015 ISX15 also now features NanoNet media lube filtration for better protection and filter life. Also, Cummins has extended the Diesel Particulate Filter cleaning interval to 400,000 miles for line-haul applications that average greater than 5.5 mpg. 2017 ISX15The 2017 ISX15, with a horsepower range from 400 hp to 605 hp, will feature integrated Adept technology. There will be two distinct packages, one optimized for customers seeking maximum fuel economy and the other for premium- and high- performance-oriented fleets. Design updates to the ISX15 for 2017 include a more responsive and efficient turbocharger, further optimization for downspeeding, integrated Adept technology and continued reduction in parasitic loss. Some of the reduction in parasitic loads include less friction in the rings, some auxiliary lube and cooling system improvements that reduce pressure drop, Fier explained. Cummins officials said they also "will continue to push the envelope on extending maintenance intervals" on the 2017 ISX15. The technology will be tested in nearly 9 million miles of real-world experience – the most testing of any product launch to date, according to the company. This is the equivalent of making 4,000 trips coast-to-coast. Another key feature of the 2017 ISX15 engine system is the new Single Module aftertreatment system from Cummins Emission Solutions. This new aftertreatment system for 2017 offers up to 60% reduction in size and space needs and weighs up to 40% less and is more efficient, thanks to advancements in catalyst technologies and urea dosing solutions. Redefining TourCummins will take these new and improved technologies on the road this summer with the Cummins Redefining Tour, featuring a fleet of Cummins ISX15-powered heavy-duty trucks. During the tour, customers will have an opportunity to learn about current and future products and technologies, including Adept technology; Connected Diagnostics, the first application in the suite of Cummins Connected Solutions; real 2017 prototype engines powering the truck fleet, as well as engine system displays representing the product lineup for the North American truck market. More information is available at www.cumminstour.com. .

Heavy Duty Trucking / March 25, 2015 Belgium-based Wabco has signed a long-term supply agreement with Hendrickson Trailer Commercial Vehicle Systems to provide advanced air disc brakes for an integrated trailer-axle product with weight-saving potential. As part of the agreement, Wabco will launch its lightweight Maxx22T air disc brake in North America. Maxx22T and Hendrickson axle offers overall weight reduction of up to 100 pounds on tandem axle trailers, helping to improve vehicle fuel efficiency and enabling increased payload, said Nik Varty, Wabco’s president, Americas. Wabco’s single-piston design has approximately 25% fewer parts compared to other air disc brakes available in the market, making it more reliable and lowering maintenance costs for users, he said. A bi-directional adjuster minimizes the risk of hot running brakes. .

Heavy Duty Trucking / March 25, 2015 Cummins is showcasing the results of a four-year joint program with the U.S. Department of Energy (DOE) at this week’s Mid-America Trucking Show. The Advanced Technology Light Automotive Systems (ATLAS) program was initiated to develop a commercially viable diesel engine for the half-ton pickup truck market that is capable of meeting future Tier 2 Bin 2 emissions regulations and Corporate Average Fuel Economy (CAFE) and stringent greenhouse gas (GHG) requirements out to the year 2025, according to the company. The demonstration vehicle, provided by Nissan North America, is a 2010 Nissan Titan originally equipped with a gasoline V-8 engine. In addition to meeting fuel-economy and emissions requirements, the new engine needed to accomplish the same work as the large gas V-8, so maintaining a torque output of 385 lb-ft (522 N•m) was necessary. The Cummins team chose a four-cylinder ISF2.8 base engine to begin research, according to the company. “When we launched ATLAS, the team understood that they had to think outside the box to achieve our targets,” said Michael Ruth, director/technical project leader, Advanced Light-Duty. “Specifically, we knew that weight reduction, advanced emissions control technologies, advanced thermal management and powertrain integration would be critical to meeting all of the requirements. The challenge was making those significant advancements while ensuring that the engine we produced would be commercially viable.” The end result after the four-year effort was a 362-lb, 2.8-liter engine with an aluminum block, head and oil pan, a magnesium valve cover and an engine-mounted emissions control system. The ATLAS engine, including the on-engine after-treatment system, weighs in at approximately 80 pounds lighter than the original all-aluminum gasoline V-8, according to the company. The Highway Fuel Economy Test (HFET) and FTP-75 Test (city) cycles demonstrated fuel economy over 35 mpg and 25.5 mpg, respectively. This is approximately a 53-percent increase in CAFE fuel economy at 28.9 mpg, as compared with the production gasoline V-8 fuel economy of 18.9 mpg. The Cummins said its team not only surpassed all fuel-economy targets, but also achieved criteria emissions lower than the stringent Tier 2/Bin 2 GHG levels. The ATLAS engine uses advanced technologies to meet the future regulations. One of the most notable features is the aluminum block. While not visible from outward appearances, the engine is a through-bolt design with a structural cradle above the oil pan and another above the cylinder head, “sandwiching” the block and head and enabling very high cylinder pressure capabilities. A “dual loop” exhaust gas recirculation (EGR) system with both low- and high-pressure circuits and switchable valve timing improve light load emissions output and allow for increased power density of the engine. The overhead camshaft is driven by belt-in-oil technology. This lubricated belt system is designed to last the life of the engine. The ATLAS engine also uses ceramic glow plugs, a high pressure common rail (HPCR) piezo-style fuel system complete with a Bosch high-pressure pump and a VGT™ Turbocharger. The complete package is controlled by Cummins controls technology. Another feature is the engine-mounted after-treatment. In partnership with Johnson Matthey, an on-engine catalyst was developed that has selective catalytic reduction (SCR) wash-coat technology applied directly to the particulate filter. In addition to the state-of-the-art diesel technology, an 8-speed ZF 8HP70 kept the engine operating at an optimum speed, helping to achieve a more than 50 percent fuel-economy improvement over that of the gasoline V-8. The remainder of the truck’s original running gear was unchanged, according to the company. Although the ATLAS engine is a research project, it was subject to all of the design standards and rigorous testing that Cummins performs on all products to ensure that the customer is receiving the most dependable and durable diesel engine available. On-road testing, towing, cold weather and chassis dyno testing, to verify that the ATLAS 2.8L met the U.S. emissions standards it was being measured against, resulted in a successful proof of concept. SAE International recognized the ATLAS team with the John Johnson Outstanding Research in Diesel Engines Award for their work, as published in the SAE paper Thermodynamic Systems for Tier 2 Bin 2 Diesel Engines (papers.sae.org/2013-01-0282), according to the company. Final plans to officially close Project ATLAS include a ride-and-drive event and final presentation at the DOE's 2015 Annual Merit Review, June 8-12 in Arlington, Va.