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Peterbilt is blowing away Volvo and Mack in market share.

Fleet Owner / October 31, 2019 ATLANTA — Peterbilt Motors Co. continues to strengthen its market position amid signs that more fleet customers are working to lower the average age of their fleets. During a press conference at the North American Commercial Vehicle (NACV) Show, General Manager Jason Skoog outlined new safety and efficiency updates for many of Peterbilt's diesel models and provided an update on its battery-electric lineup. Skoog, who is also a Paccar vice president, expects Peterbilt to end the year with a Class 8 market share approaching 15%. Industrywide sales in the United States and Canada are projected to finish between 310,000 and 320,000 units. With 2020 appearing to be shaping up “as a solid replacement volume year,” sales will fall to between 230,000 and 260,000 units, said Skoog. Peterbilt’s market share in the medium-duty sector hit 9% last year, and Skoog projected it could reach 12% before too long. Skoog said feedback from customers earlier this month indicated that more and more are aiming to keep their average fleet age at less than two years, which translates into a trade cycle of four years or less. In an interview after the press conference, he said that customers believe there are multiple advantages to having a fresher fleet, including that it gives potential driver hires a much "different outlook on first impression.” Beyond recruiting and retention, there are greater fuel efficiency gains and safety technologies with each passing model year, he added. Skoog was pleased to report Peterbilt has taken 11,000 orders for the 579 UltraLoft sleeper model since being launched in the summer of 2018. About 70% of these are from customers who had previously opted for Peterbilt's traditional sleeper, while the others are ones “Peterbilt has never sold trucks to before.” In another announcement at NACV, Peterbilt said the Model 579 will come standard with the next generation Bendix Wingman Fusion safety system starting early in 2020. The updated offering incorporates highway departure braking and multi-lane emergency braking to the existing Bendix system. On the battery-electric truck front, Skoog said Peterbilt will begin distributing pricing and ordering information for its three models in the second quarter of 2020. There are 16 electric Peterbilts already in operation, with 21 more expected to be put into service during the first half of next year. The Model 579EV, 220EV and 520EV were all on display at Peterbilt’s booth in the exhibit hall. Limited production of these vehicles will begin before next year concludes, Skoog said. As extensive testing of electric trucks continue, he stressed that regardless of powertrain, if there is “a Peterbilt badge on the truck, it needs to perform like a Peterbilt.” In other announcements at NACV: Paccar’s 12-speed automated transmission is available for use in vocational applications where the truck spends most of its time on pavement or maintained dirt and gravel roads. The transmission will be available with the Paccar MX-11 or MX-13 engine with up to 510 hp. and 1,850 lbs.-ft. of torque. “The Paccar transmission represents a step change in drivability and performance over previous automated manual transmissions,” said Peterbilt Chief Engineer Scott Newhouse. Peterbilt will begin to offer over-the-air updates for the Paccar MX engines and aftertreatment systems beginning in December for customers with model year 2017 or newer MX-11 or MX-13 engines and an active SmartLINQ subscription. The company also introduced a new Platinum Service Center program that scores each dealership location based on key measures. Dealers who make the grade will be recognized at the annual Peterbilt Dealer Meeting in February. .

Navistar showcases truck with EV ecosystem John Hitch, Fleet Owner / October 31, 2019 ATLANTA — Navistar unveiled a medium-duty electric truck at the 2019 North American Commercial Vehicle (NACV) show, and announced the formation of a new business unit to support electrification. The eMV Series, a first for the International brand, debuted at NACV. It is the latest step in Navistar’s push into electrification, a point made clear especially after Andreas Renschler, CEO of Traton Group (which holds a 17% share of Navistar), said that one in three buses and trucks will be electric by 2035. To support that projected growth, the Illinois-based OEM has formed NEXT eMobility Solutions. Based out of Detroit, NEXT comprises a team of engineers well-versed in lean manufacturing techniques and the needs of the customer to construct the optimal trucks or buses for their fleet. For now, NEXT is focusing on the eMV Series, currently a concept and slated for sale in 2021, said CEO Troy Clarke. The eMV Series will feature: 474 kW peak power (645 hp.) 300 kW continuous power (402 hp.) 2,100 Nm of peak torque (2,102 lbs.-ft.) 2,100 Nm continuous torque Three battery capacity options: 107 kWh, 214 kWh and 321 kWh Using the biggest 321-kWh battery for basic pickup-and-delivery jobs, Navistar projects the eMV Series can operate for 250 miles on one charge. The new look truck also has a sleek aerodynamic hood and larger windshield. The IC Bus brand’s electric offering, the chargE, which has been tested in California since March 2018, will be available by the end of 2020. The chargE has a range of more than 120 miles and reaches 260 kW (349 peak hp.). Simply providing the hardware will not be enough, Navistar COO Persio Lisboa acknowledged. Working through the complex path to electrification can be difficult, and more than anything, he said NEXT’s mission is to illuminate the journey and “make the move to electric as easy as possible.” "Companies interested in operating electric trucks have more questions than answers; they are looking for a partner who also brings clarity," Lisboa said. "NEXT combines the technical expertise required to develop leading electric vehicles with the industry experience to deliver custom solutions that go beyond the vehicle." This starts with consulting with each customer, then leveraging Navistar’s experience and the Traton alliance network to build trucks form-fitting to individual fleets’ needs with the latest in EV manufacturing technology. NEXT will also assist with power infrastructure to keep the vehicles charged and connectivity to ensure they stay on the road. “Early adopters are finding there is no one-size-fits-all approach,” Lisboa said. Customizing each customer solution from design to driver is a major tenet set forth by Clarke. Prior to the announcement, Clarke said “next-generation leading technologies” are made possible by “cost-effective access” the partnership with globally scaled Traton provides. Gary Horvat, Navistar's vice president of eMobility, will run the NEXT unit. He previously developed electric bus technology for Proterra Inc., which set a record of 1,100 miles on a single charge in 2017. Also at NACV, the company launched “International 360,” a communications system aimed at streamlining maintenance and repairs. International 360 can support any truck and integrates with several dozen telematics providers through the OnCommand Connection remote diagnostics system. Friedrich Baumann, president of aftersales, said International 360 brings multiple data feeds into one centralized interface. .

Dongfeng (ie. the Chinese government), the French government and the Peugeot family each own 12.2 percent of PSA Group. And recall, the Chinese government is Volvo Group’s largest shareholder.

A merger between Fiat Chrysler Automobiles (FCA) and France’s PSA Group (Peugeott/Citroen/Opel) now seems highly likely. Chinese government-owned and Chinese Communist Party (CCP) led Dongfeng, which now is Volvo Group’s largest shareholder, is also a principal stakeholder in PSA Group. Thus, Ram, Dodge and Chrysler will come under Chinese control.

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Peterbilt Motors Press Release / August 26, 2019 Class Pays Stories: Lattimore Materials' Andy Eisenzimer discusses the Model 567 9 axle truck. .

Peterbilt Motors Press Release / October 9, 2019 Peterbilt leads the industry in alternative powertrain offerings with the availability of the Model 579EV, an all-electric Class 8 vehicle. The 579EV joins Peterbilt’s Model 220EV and Model 520EV for the most complete lineup of electric vehicles. .

Peterbilt Motors Press Release / October 9, 2019 At PACCAR, Engines are more than a tool to move your trucks forward — they’re the beating heart. Every PACCAR Engine is meticulously designed for maximum power, performance, and efficiency. The PACCAR MX Engine boasts a B10 design life of one million miles in linehaul applications. This means 90 percent of PACCAR MX Engines will log up to one million miles without a major overhaul, almost double the life of comparable engines. The PACCAR MX Engine’s B10 design life stands as the pinnacle of our promise to you – a lifetime of unparalleled durability and quality. .

Peterbilt Motors Press Release / August 19, 2019 .

Kenworth Trucks Press Release / September 13, 2019 C & A Seneca Construction roll through the streets of New York City in their Kenworth T880. .

Cummins Press Release / October 10, 2019 Cummins employees at the Columbus MidRange Engine Plant recently celebrated a major milestone: The 3 millionth engine produced for the legendary RAM truck. Cummins-powered RAM trucks have the DNA of superior technology coupled with decades of dedicated service from the Cummins employees who help build them. All the employees at CMEP have powered the success of the partnership between Cummins and RAM, which has resulted in engines that break records and set new standards in the pickup industry. .

Springfield News-Sun / October 29, 2019 Navistar is scheduled to resume production on both of its assembly lines in Springfield on Monday after shutting them down last month due to a parts shortage caused by a national strike against General Motors. Chris Blizard, the president of UAW Local 402, said representatives of Navistar expect to start receiving parts this week following the end of the 6-week GM strike called by the United Auto Workers union. The move to shutdown both those lines affected about 1,400 assembly production workers, said Blizard. He said impacted employees will return to work next week if everything goes according to plan. Navistar builds medium-duty commercial trucks, including those for GM, on its main line and GM cutaway vans on its line two. Blizard also estimates that about 300 workers, mainly from the Springfield plant’s paint department and cab line, who have been temporarily laid off as a result of the parts shortage, will return to work this week. Those workers will prepare the lines this week so production can resume on Monday. .

International Trucks Press Release / October 28, 2019 .

Freightliner Trucks Press Release / October 30, 2019 .

Green Car Congress / October 30, 2019 Cummins Inc. unveiled a heavy-duty truck with fuel cell and battery electric power at the 2019 North American Commercial Vehicle Show in Atlanta. Cummins’ strategy is to provide its customers with a broad portfolio of power options, from diesel and natural gas, hybrids, to battery electric and hydrogen fuel cell solutions. The zero-emissions class 8, 6x4 day cab tractor is a technology demonstrator suitable for vocational applications, including regional haul, urban delivery operations, port drayage and terminal container handling. The truck was designed and integrated by Cummins in Columbus, Indiana and includes a proton exchange membrane (PEM) fuel cell from Hydrogenics, a recent addition to Cummins. The truck was designed for a 90 kW fuel cell and is scalable in 30 kW or 45 kW increments up to 180 kW and has a 100 kWh lithium-ion battery capacity. The truck has a range of 150 to 250 miles between filling up; that range can be extended with additional hydrogen tanks, by increasing the tank storage pressure, or by installing additional fuel cells to optimize management of the vehicle load factor. Many of the critical components of the powertrain including the PEM fuel cell, system controller, powertrain controls, wire harnesses and junction boxes, among others, were designed and developed by Cummins. To help all original equipment manufacturing (OEM) customers and end user envision how Cummins’ fuel cell power can enable their success, the truck has been intentionally designed without collaboration from any of the company’s OEM partners. Cummins has made several recent announcements around fuel cells like the acquisition of Hydrogenics, a memo of understanding with Hyundai Motor Company to collaborate on hydrogen fuel cell technology across commercial markets in North America and an investment in Loop Energy, a fuel cell electric range extender provider. .

Heavy Duty Trucking (HDT) / October 29, 2019 Headlining several new products introduced at Hendrickson’s Oct. 29 press conference at the North American Commercial Vehicle Show was the Haulmaax EX, which the manufacturer calls the next generation in heavy-duty rubber suspensions. Available in capacities of 40,000, 46,000, and 52,000 pounds, Haulmaax EX is approved for a variety of vocational applications. Due to advancements in the progressive load spring technology, the company said Haulmaax EX was designed with more vertically angled bolster springs carrying the majority of the payload in compression during the empty or lightly loaded condition, resulting in excellent ride quality. As the load increases, ride and stability characteristics of the suspension change to meet the application’s needs without an abrupt change in suspension feel, said Hendrickson. “The superior ride translates to reduced road shock and vibration to the vehicle which contributes to longer service life of the cab, chassis and body equipment and less driver fatigue.” In addition, to address the growing demand for rubber suspensions across all vocational applications, the Haulmaax EX suspension geometry is optimized to provide increased site rating, increased capacity ranges and improved durability. “Customers today expect more out of their vocational suspensions and Haulmaax EX exceeds those expectations by expanding on the capabilities of the current Haulmaax design with up to a 70,000 pounds site rating for the 46,000-pound capacity suspension,” said Ashley Dudding, director of engineering for Hendrickson Truck Commercial Vehicle System. The suspension is “extremely rugged, supporting the most demanding vocational applications and offering capacities up to 52,000 pounds.” New System Adjusts Tire Pressure by Load Hendrickson also introduced its next-generation tire pressure control system, the Tiremaax Pro-LB. Building on the technology of the existing Tiremaax Pro system, Tiremaax Pro, which can inflate, relieve and equalize tire pressures across all wheel positions, Tiremaax Pro-LB adds the ability to adjust tire pressure based on load. “The consensus in the market is that most trailer tires are inflated to a pressure greater than necessary for the typical load. The cold tire target pressure setting is often selected based on a maximum expected load, which may only occur occasionally,” said Matt Wilson, director of controls business unit at Hendrickson Trailer Commercial Vehicle System. “A load-based tire pressure control system allows for an optimal tire pressure, providing the opportunity to reduce tire wear without negatively affecting fuel economy,” he added. According to Hendrickson, unlike a passenger car, commercial vehicles experience significant changes in overall vehicle weight between the loaded and unloaded condition. The change is so significant the optimum air pressure for the tires is different for loaded versus unloaded vehicles. But the new system “helps eliminate the guesswork of tire pressure management. By monitoring the pressure in the air springs, the new system will react to changing loads automatically, with no input from the driver.” As Hendrickson sees it, “now it’s possible for fleets to more accurately achieve the optimum tire pressure during all driving conditions – hot and cold, at sea level and at altitude, and now, empty and loaded. “ Tiremaax Pro-LB will become available in the first half of 2020. Advanced Wheel-End Sensor Technology Hendrickson also announced the launch of its Watchman advanced wheel-end sensor technology for trailers, which operates on the vehicle area network developed by Sensata Technologies (NYSE: ST). The initial product offering will include trailer tire pressure monitoring, wheel-end temperature and wheel-end vibration data that will be communicated to the fleet through the tractor telematics system pulling the trailer. The company noted that it’s working with the Society of Automotive Engineers to develop standards for the industry in the communication of data and fault codes for trailer wheel-end information. “This common platform will allow the new Hendrickson Watchman wheel-end sensor to be used by OEM manufacturers to provide crucial data from the trailers to their customers,” said Omar Fernandez, director of marketing at Hendrickson Trailer Commercial Vehicle System. Early warnings of vibration or heat in the wheel-ends will minimize the cost of repairs and maintenance of these crucial components, Hendrickson pointed out. The wheel-end sensor kit will include four battery powered wheel-end sensors that transmit wireless RF signals to the Sensata gateway module, which collects data from the sensors and will be used as the communication hub for the trailer. The information will then be transmitted from the Sensata gateway module to the tractor electronic control unit, either via a wireless link or hard-wired, and will utilize the SAE J1939 communication protocol. Additionally, the wheel-end data output from the Sensata gateway module will be made available to on-board trailer telematics devices for transmission to the fleet’s back office. Future enhancements planned for the Watchman system include adding advanced wheel-end algorithms into the Sensata gateway module as well as offering new sensors on brake pads to communicate brake pad wear and suspension sensors to provide load sensing for each axle on the trailer. Initially, this wheel-end sensor technology will be offered with Hendrickson HXL Extended Life wheel-ends and will launch in early 2020 with a limited quantity release and full production slated for later in the year. Composite Spring Acquisition Completed Hendrickson reported that it has completed its acquisition of Liteflex Composite Springs, a Dayton, Ohio-based global manufacturer of advanced composite suspension springs. The acquisition includes intellectual property, manufacturing facilities and equipment in the Dayton area, as well as nearly 80 workers that will become Hendrickson employees. The company will operate as a division of Hendrickson under the name Hendrickson Composites. The Liteflex name will be kept and used as a product name going forward. “The acquisition of additional composite spring technology will enhance Hendrickson’s product portfolio,” said Gary Gerstenslager, president and CEO of Hendrickson. “As we look to future green-house gas reduction regulations, composite springs offer a lighter weight product that will increase hauling capacity and improve fuel economy.” Trailer Systems Plant Expanded Hendrickson has expanded its Trailer Commercial Vehicle Systems operations in Northeastern Ohio by opening its sixth trailer suspension plant. The new 180,000 square foot manufacturing facility will have the capacity to manufacture axles and suspensions for vocational and on-highway trailers. “This $50 million, state-of-the-art facility will increase capacity and aid in the support of North American customers as well as other Hendrickson divisions,” said Gary Gerstenslager. “This new facility location was picked to share synergies between our trailer engineering team and our manufacturing staff with hands-on daily interaction. This real-time feedback is invaluable in supplying our customers with the highest quality products possible,” said Perry Bahr, vice president Hendrickson Trailer Commercial Vehicle System. In Other News… Hendrickson also noted other new developments from the company, including: Launch of its Optimaax forward liftable tandem axle system and Airtek NXT steer axle and air suspension system for the Freightliner Cascadia truck model. The company said the Optimaax is an innovative 6×2 solution designed to help fleets save fuel cost, tire wear and weight with comparable handling to 6×4 tandem axle configurations. “Operating as a liftable axle in the forward tandem position, this system provides versatility for fleets with variable loads. The fully automated control module eliminates driver intervention and allows the tractor to adapt to the requirements of the load; raising the axle when the additional capacity is not needed and lowering the axle to distribute the load evenly when required.” Rollout of Chamber Up, a lightweight, maintenance-friendly air disc brake option designed to maximize brake component life while providing a weight savings of 33 pounds per slider system. He option locates the brake chamber above the suspension trailing arm in a more protected location within the slider. This provides up to 60% more ground clearance than standard designs, which helps minimize the likelihood of damage to the brake chamber due to road debris or other obstacles. Additionally, rotating the orientation of the disc brake system offers improved access to the brake pads and brake retaining hardware to help simplify maintenance when the system must be serviced. Expansion of its Steertek NXT portfolio of fabricated front steer axles to include 8K, 10K and 12K capacities for the medium duty vehicle segments. The new 10K and 12K configurations are now available to order on International MV trucks and IC Bus CE Series buses as optional equipment with 8K availability coming in 2020. Hendrickson also noted that it recently moved its corporate headquarters to 840 South Frontage Road, Woodridge, Illinois. The facility was designed to showcase the company’s history, product innovations, and the future of Hendrickson. The 77,000 square foot facility is situated next to Hendrickson Truck Commercial Vehicle Systems. “This venue is the perfect location for collaboration with our customers. The move of the corporate headquarters will harbor Hendrickson’s growth for many years to come,” said Gary Gerstenslager. .

Hyundai Considers Hydrogen Tractor for North America Heavy Duty Trucking (HDT) / October 29, 2019 Atlanta — The North American truck market is notoriously hard for foreign OEMs to crack. Many have tried, and failed, over the years. While others, like Volvo and Daimler, chose to acquire already established American OEMs and then slowly assimilate their own technology and components into the vehicles over time. Hyundai has been rumored to be interested in getting into the North American Class 8 market for years now. And now, it appears that the Korean car, truck and bus builder sees an opening in the wave of new and disruptive technology sweeping the industry. At the North American Commercial Vehicle Show (NACV) in Atlanta on Oct. 29, Hyundai’s Commercial Truck division unveiled a futuristic-looking Class 8 tractor it calls the HDC-6 Neptune concept vehicle. Featuring a highly aerodynamic design inspired by 1930s Art Deco locomotives, the Neptune is a hydrogen-powered truck with daily base range between 600 and 800 miles and a “Studio Space” cab with a modernistic take on driving and work, with amenities allowing drivers to cook, shower and sleep in comfort. Edward Lee, head of Hyundai’s Commercial Vehicle Business, noted in remarks at a press conference during NACV that Hyundai has a long-established reputation as a global leader in fuel cell technology, going all the way back to its initial hydrogen commercial vehicle which debuted in Germany in 2006. In 2013, Lee noted, Hyundai launched the first mass-produced and commercially available fuel cell electric vehicle. In 2018, Hyundai launched the dedicated FCEV, NEXO. And December 2018, Hyundai invested $6.4 billion to accelerate the development of a hydrogen society, looking beyond passenger vehicles. “Today at this show, by showing HDC-6 Neptune, the first hydrogen-only concept for Hyundai Motor Company’s commercial vehicles, we will start exploring opportunities in the United States commercial vehicle market,” Lee said. “Furthermore, we are willing to work with other partners to pave the way to establish a hydrogen ecosystem for CV.” Hyundai feels fuel cells are the perfect alt fuel fit for heavy duty trucks and long driving distances due to higher drive range, higher payload, less refueling time and ultimately lower costs, Lee added. He also noted that Hyundai has already expanded its global leadership in fuel cell technology. Through its joint venture with H2 Energy, Hyundai is commercializing fuel cell electric trucks by providing 1,600 FCEV heavy-duty trucks to the Swiss commercial vehicle market, beginning 2019 through to 2023. With Hyundai’s commercial vehicle entry to the European market, the U.S. market is an important next phase of the company’s FCEV 2020 vision. Like the great Art Deco trains of the 1930s, Hyundai engineers sought to give the Neptune 6 an “inspired, function-driven design,” while looking for new ways to combine both form and function to create an entirely unique new solution within the commercial vehicle industry, while offering a holistic global approach. “The fuel cell powertrain gave us the opportunity to redefine the classical typology and architecture of the truck,” said Luc Donckerwolke, Chief Design Officer of Hyundai Motor Group. “The Hyundai Commercial Vehicles Design Team started with a white sheet of paper focusing on the new defined functionality resetting all standards in order to project commercial vehicles in the future.” On HDC-6 NEPTUNE, the design team took packaging challenges and found new ways to combine both form and function. Due to increased cooling requirements, the grill of the concept commercial vehicle is applied as the theme across the entire lower portion of the Hyundai HDC-6 NEPTUNE. This creates a distinctive image while maximizing airflow. The grill concept also integrates the retractable steps, which are hidden in the side of the truck. Hyundai said the combination of both cab over engine and conventional truck formats achieves packaging efficiency and improved ergonomics. Although access to the vehicle’s cab wasn’t permitted, Hyundai showed graphic renderings detailing a clean, modern interior with swivel seating, large, tablet-like display screens, brightly lit heads-up display images on the front windshield and a large, panoramic front windshield. The roomy, “studio-like” interior also has enough space to accommodate a small kitchen and bathroom area with shower, as well as comfortable sleeping arrangements, advancements Hyundai said would help fleets require and retain drivers. Currently, Hyundai intends to continue refining the fuel technology on the Neptune 6, while evaluating its performance as well as reaction from fleets and potential buyers. To date, the company stresses it is only considering an eventual entry into the North American truck market, but declined to give a firm timeline for any decision on doing so. .

Car & Driver / October 29, 2019 Hyundai's hydrogen future just got a lot bigger. The company offers two hydrogen passenger cars in California, fuel-cell (FCEV) versions of the Tucson SUV and the Nexo crossover, but a future hydrogen-powered entry in the U.S. market could compete with Macks and Peterbilts instead of the Toyota Mirai and the Honda Clarity. The Hyundai HDC-6 Neptune concept was unveiled at the North American commercial-vehicle show in Atlanta this week, the latest shift in strategy for the Korean company. Hyundai already has thousands of its semi-trailers on the road in the U.S., but it does not sell any of its semi-tractors here. The Neptune could be the first, part of the company's expansion of its FCEV 2020 vision to the U.S. market. Globally, it's a different story, since fossil-fuel Hyundai semi-tractors are sold in more than 100 countries, and the company's zero-emission truck future is starting outside the U.S. as well. Hyundai will also deliver the first of 1600 hydrogen-powered semi-tractors to companies in Switzerland later this year. While the powertrain in these trucks is zero emission, the look is a more standard cab-over design based on Hyundai's XCient heavy truck. Normal is not the case with the Class 8 heavy-duty Neptune. More Mercury Streamliner than semi-truck, the Neptune has a front end dominated by a swooping windshield and a large, low air intake. An LED screen in the grille area can be used to indicate if the vehicle is at rest or to display a company logo or other usage information. Steps leading into the truck tuck away when not in use, adding to the overall aerodynamic look of the semi. The Neptune wasn't just made to look cool, Hak Soo Ha, Hyundai Motor Company's vice president, interior design group, told Car and Driver. Although it's still a concept, the truck was designed with real-world use and regulations in mind. The front end sticks out a little farther than most European trucks, but it will still be able to meet the tight 41-foot turning radius requirements there. And in the U.S., the weight of the powertrain has been distributed so that an eventual production model will not run afoul of the Federal Bridge Gross Weight Formula. Potential competitors to the Hyundai in the alternative-energy-semi space aren't building their trucks with these global regulations in mind, Ha said, which means they will need to develop different models for different models or rework their designs. "Tesla and Nikola never took into account these regulations," he claimed. Accessed through a sliding door, the Neptune's cabin is as futuristic as any concept car, outfitted with "transparent" A-pillars that use screens to show what's on the other side, driver monitoring cameras, and a small living space that includes a kitchen, shower, and toilet and a sleeping area for two. When the truck is used in autonomous mode, the windshield can be used as a giant movie screen. It's in the powertrain where the Neptune shows its connection to the automaker's hydrogen passenger vehicles. While not powerful enough to compete with diesel engines just yet, the Neptune uses two of Hyundai's current-gen fuel-cell stacks taken from the Nexo. Each of those is good for 127 horsepower, which gives the Neptune a total output of 255 horsepower. A fully functional fuel cell semi would need around 469 horsepower, Saehoon Kim, Hyundai Motor Group's vice president and head of its Fuel Cell Group, told C/D. "By the time this truck is commercialized, we will put a proper-sized and proper-powered fuel-cell system in it so it can perform on par with diesel trucks," he said. " We started with passenger vehicles, and we have to use that same system at the moment." Future passenger cars wouldn't necessarily benefit from that kind of power output, but the cost and reliability lessons that Hyundai learns as it builds H2 commercial vehicles could lead to better hydrogen-powered SUVs and sedans. "We will try to use our best knowledge for each," he said. The Neptune on display had four compressed-hydrogen fuel tanks, which could offer a full day's worth of range, around 600 to 800 miles, Hyundai said. The truck could be equipped with up to eight tanks for additional range. Hyundai also said it is interested in finding partners to help it establish a hydrogen ecosystem for commercial vehicles. A production truck based on the Neptune is targeted for 2023, and when it gets here, it could look a lot like the concept. "Efforts are going on to retain as much of this as possible," Ha said. .

I have suggested it to Troy Clarke.

Ford, UAW reach tentative contract agreement with $6 billion in investment Automotive News / October 30, 2019 Ford Motor Co. and the United Auto Workers union said they reached a tentative agreement late Wednesday on a new four-year labor pact that covers the automaker's approximately 55,000 unionized employees. The proposed deal includes more than $6 billion in investment and would create or retain more than 8,500 jobs, the UAW said. Union leaders from Ford plants around the U.S. will meet Friday in Detroit to review the deal, according to a union spokesman. They will decide whether to recommend it to the membership for ratification. "Ford can confirm the UAW's announcement that the UAW and Ford have reached a proposed tentative agreement on a four-year contract," Bill Dirksen, Ford's vice president of labor affairs, said in a statement Wednesday evening. "Further details will be provided at a later date." UAW-Ford Vice President Rory Gamble said in a statement: "Our negotiating team worked diligently during the General Motors strike to maintain productive negotiations with Ford. The pattern bargaining strategy has been a very effective approach for UAW and its members to secure economic gains around salary, benefits and secured over $6 billion in major product investments in American facilities, creating and retaining over 8,500 jobs for our communities." The Ford-UAW agreement likely will mirror the pact approved by General Motors Co. workers after a 40-day strike. The GM contract has a mix of pay raises and lump-sum checks, a quicker path to full wages for new hires and assurances that temporary workers can become full time. It also includes $7.7 billion in investments at U.S. factories. UAW Vice President Rory Gamble, the chief negotiator with Ford, said bargainers were talking during the GM strike. The union's "pattern bargaining strategy" won unspecified salary and benefits gains with Ford and secured over $6 billion in product investments in American facilities, Gamble said in a statement. The investments will create or keep over 8,500 jobs, but no precise number of new jobs was given. On Friday, the day GM workers approved their contract, the UAW picked Ford as its second company to bargain with. While it began in earnest Monday, bargaining had been going on since last summer. If Ford workers approve the contract, bargaining will then focus on Fiat Chrysler, which may not be as open to granting the terms of the GM contract. Fiat Chrysler and PSA Group are expected to announce a merger agreement on Thursday, which could complicate FCA US LLC contract talks. The GM deal also includes an $11,000 signing bonus and scraps a cap on annual profit sharing based on the company's North American pretax income. But GM got the ability to close three U.S. factories including a large assembly plant in Lordstown, Ohio. GM did agree to build an electric vehicle battery cell factory in the Lordstown area, but it won't employ anywhere near the 4,500 who worked in Lordstown just two years ago. Also, the battery plant will be run by a joint venture that won't pay as much as the $30 per hour now made by assembly plant workers. Analysts have said Ford may be less likely to agree to a signing bonus as large as GM's, and it may want to trim some engine and transmission factory capacity. The company may also have been reluctant to agree to paying new hires full wages within four years as GM did. Ford has about 18,500 workers hired after 2007 who would get big pay raises, compared with GM's 17,000. The GM deal would be expensive for Fiat Chrysler because it has more than 20,000 union employees hired after 2007. The GM deal also didn't change the top-notch health insurance that the company provides for workers. Union workers pay about 3 percent of their health care costs compared to around 30 percent for most U.S. employees. Going into the talks, Ford had wanted to trim health care and other labor costs so they were closer to costs at U.S. factories run by foreign automakers. Ford's total labor costs including benefits are $61 per hour, compared with the average foreign automaker plant's costs of about $50 per hour, according to the Center for Automotive Research, an industry think tank.