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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.

Heavy Duty Trucking (HDT) / October 29, 2019 Allison announced the 3414 Regional Haul Series (RHS) transmission at the North American Commercial Vehicle show in Atlanta on Oct. 29, an upgrade variant of Allison’s 3000 Series aimed at mixed-duty fleets that may have trucks doing delivery duty during the day, but longer regional haul runs at night. The company teamed up with Daimler Trucks North America, the first OE to offer the transmission. The 3414 RHS offers ratings from 370 to 410 hp and 1450 lb.-ft. of torque. The 3414 RHS will provide fleets with 25% faster acceleration 0-20 mph than competitive automated manual transmissions. By leveraging Allison’s xFE technology, which incorporates an internal gear scheme optimized for fuel efficiency, as well as Allison’s FuelSense 2.0 with DynActive shifting technology, the 3414 RHS will also deliver up to 8% fuel economy improvement. Allison’s 3414 RHS is a drop-in solution for any chassis with a current Allison 3000 Series option — with the same form, fit, function and connections. The 3414 RHS will be the lightest transmission in this segment, according to the company, which said it is 11% lighter than the next lightest competitive transmission in the segment. The 3414 RHS includes a five-year, 750,000-mile warranty, including towing, with no exclusions on individual components. Beginning in 2020, the Allison 3000 Highway Series will be the standard transmission in the Freightliner M2 112, while the new 3414 RHS will be an available option with the Detroit DD13 engine in the M2 112 and the Cascadia 116 in the second half of 2020. “We’ve had customers come to us looking for this, looking for slightly higher torque ratings using same packaging footprint they have today,” said Kary Schaefer, general manager, product planning and strategy, for Daimler Trucks North America. The transmission will be available with both diesel and natural gas engines, and for customers that require a PTO, it will offer an engine driven PTO. Customers can spec a retarder when and where required. When asked about whether other OEs would eventually offer the new transmission, Allison said it has been working with other North American and global OEMs and that there is “interest across all the OEMs” in North America.

Heavy Duty Trucking (HDT) / October 28, 2019 Volvo Trucks North America (VTNA) announced an extension to its Class 8 VNR regional-truck lineup at its Oct. 28 press conference at the North American Commercial Vehicle Show. The OEM said its new VNR 660 is aimed at truck operations seeking to increase payload capacity while remaining within certain federal or state length and weight restrictions. The new model also boasts a sleeper cab, which VTNA said is a unique feature for truck models designed for regional hauling. The truck features a shorter, 164-inch bumper-to back-of-cab length that Volvo said offers both weight savings from decreasing the overall size of the truck and the option to use more versatile tractor-trailer combinations for increased cargo capacity. It will be available for order in the first quarter of 2020. “The new VNR 660 truck model addresses the needs of regional-haul customers looking for ways to increase payloads by decreasing the weight of the vehicle and enabling the use of longer trailer sizes without sacrificing efficiency,” said Chris Stadler, product marketing manager. “This new model also offers the comfort and extra space of a high-roof sleeper, increasing driver comfort.” The truck’s high-roof configuration combined with its 61-inch sleeper will “comfortably accommodate an extra person for an overnight stop, making it ideal for local and regional routes that utilize team drivers”. There is ample room for a refrigerator, microwave and television with storage above the driver and passenger seats. The VNR 660 will be available with the Volvo Premier Trim package, which includes wood-grain trim for the dash and cabinetry. Other advantages of the new VNR 660 Volvo noted include the shorter hood design of the VNR product line, providing improved visibility for the driver and excellent maneuverability in urban areas and easy docking in tight spaces. The truck will come standard with the Volvo D11 engine, the Volvo I-Shift transmission, and Volvo Active Driver Assist (VADA) 2.0, the recently updated comprehensive collision-mitigation system. VTNA also announced it is introducing the FlowBelow Tractor AeroKit, which includes a system of wheel covers and fairings designed for improved aerodynamics and fuel efficiency, as a factory-installed option starting in the second quarter of 2020. “The aerodynamics of our trucks have a significant impact on fuel efficiency and our customers’ bottom line,” said Allison Athey, product marketing manager. “The new FlowBelow package offers our customers an enhanced aerodynamic option, providing up to an additional 1% increase in fuel efficiency when combined with our most aerodynamic truck spec including the Xceed fuel efficiency package, and a dry van with trailer skirts, further reducing environmental footprints.” The FlowBelow Tractor AeroKit is a complete system designed to minimize turbulence and improve aerodynamics by surrounding the drive wheels to better manage the air that moves around the tractor while in motion. The system consists of wheel covers, a center fairing between the wheels and a rear fairing behind the wheels. Volvo noted that these pieces “work together to maintain control of the airflow from end to end, keeping the air running along the side of the truck and around the wheels. The air is then funneled out when it reaches the back of the truck, jumping the gap between truck and trailer.” The OEM pointed out that FlowBelow Tractor AeroKit also provides a variety of styling options with wheel covers available in black, white and chrome, and fairings available in black and white. The wheel covers and fairings are durable and flexible, enabling them to better withstand road conditions, debris and contaminants while also providing easy access for drivers and mechanics, according to VTNA. Volvo will begin offering factory-installed FlowBelow wheel covers and fairings separately, as well as the full FlowBelow Tractor AeroKit included with its Xceed fuel efficiency package as a customer option for truck orders in 4x2, 6x2, and 6x4 axle configurations by the end of 2019. The OEM will also offer factory installation of the FlowBelow system for all VNL and VNR models in Q2 2020. VTNA also advised that it has hit a milestone by now reaching over 200,000 connected vehicles in North America. That figure is part of the more than 560,000 connected Volvo trucks now operating globally in the Volvo Trucks family, as well as part of the greater total recently reached of one-million connected assets within Volvo Group operations worldwide. “Over the past few years, marked improvements in connectivity have driven change and formed real-world opportunities in the trucking industry for safer, smarter and more sustainable operations,” said Ash Makki, product marketing manager. “We are proud to reach this milestone and will continue to expand and grow our connected solutions for our customers while driving the industry towards a more connected future.” The OEM stated that in the last year alone, it has announced a number of new products and services further enhancing connectivity in its vehicles, including an expansion of its parameter update offerings, its new Dynamic Maintenance service, and most recently, the rollout of Geotab Drive. Geotab Drive is described as a streamlined FMCSA-compliant electronic logging device. It was developed in partnership with telematics leader provider Geotab. The integrated, cloud-based system provides customers with a seamless solution to monitor and record accurate logs, according to Volvo. “As we continue to demonstrate our leadership position in connectivity, we strive to offer our customers the most advanced technology as quickly as possible,” said Makki. “As amazing as cutting-edge advancements in connected technology can be, we know our customers will always be the most important factor in driving the industry forward, with the bigger picture in mind.” .

Heavy Duty Trucking (HDT) / October 28, 2019 With a wrapped vehicle teasingly on display, Navistar drew a standing-room-only crowd for its Oct. 28 press conference at the North American Commercial Vehicle Show Attendees heard first about several other major developments before the big reveal: The first showing of a prototype for a battery-electric drive version of its International MV medium-duty truck, dubbed the eMV, which the OEM is planning to bring to full production by early 2021. The eMV prototype is not only distinguished by its all-electric drive system, but by a highly swooped-down aerodynamic hood— allowed for by the removal of the MV diesel engine-- that the OEM said also boosts safety by increasing forward visibility. Based on the current production version of the MV Series, the eMV is powered by an electric motor with peak power of over 474 kW— or 645 HP— “allowing it to be able to pull any load required,” according to Navistar. The prototype’s continuous power is 300 kW, or more than 400 HP, which is available at all times. The system, exclusive to Navistar, enables peak efficiency across the entire operating range, said the OEM. The vehicle was designed to accommodate multiple battery capacity options that range from 107 to 321 kWh. The OEM stated that “customers operating a truck with a 321 kWh battery in typical pickup and delivery cycles should expect to be able to travel up to 250 miles on a single charge.” A company spokesperson told HDT that the eMV was developed in part by tapping technology developed by Navistar’s strategic partner, Germany-based Traton Group, the parent of Volkswagen Trucks, MAN Trucks, and Scania Trucks. Traton’s Brazilian-based business unit, Volkswagen Caminhões e Ônibus, already produces an electric medium-duty truck, a 268-hp cabover model called the VW e-Delivery 11, which is slated to go on sale in Mexico in 2021. The eMV was not the only electric news Navistar had. Reflecting the growing attention being paid electric trucks across the marketplace, the OEM announced the rollout of a new business unit, NEXT eMobility Solutions. This Detroit-based operation will “deliver customized electrification solutions: to truck and bus customers. "Companies interested in operating electric trucks have more questions than answers; they are looking for a partner who also brings clarity," said Persio Lisboa, Navistar executive vice president and COO. "NEXT combines the technical expertise required to develop leading electric vehicles with the industry experience to deliver custom solutions that go beyond the vehicle." Vehicles developed by NEXT will be offered under the International Truck and IC Bus nameplates and will be sold and supported by International Truck and IC Bus dealers, respectively. Navistar plans to have IC Bus electric school buses available at the end of 2020 and, as aforementioned, International medium-duty electric trucks will be introduced in early 2021. Lisboa said NEXT will use a omprehensive "four Cs" approach to developing eMobility solutions: Consulting, “using experts in commercial truck engineering, charging infrastructure, telematics and more to craft a custom implementation plan for each customer's business, while optimizing each product for its usage and duty cycle.” Constructing the vehicle, “taking advantage of Navistar's world-class commercial vehicle manufacturing capability.” Charging, with solutions “designed and delivered to each customer through new partnerships.” Connecting, using advanced solutions including Navistar's OnCommand Connection telematics and remote diagnostics platform, to monitor vehicle performance and provide support through the International and IC Bus service networks. The NEXT team will be headed by Gary Horvat, Navistar's vice president for eMobility. He brings extensive electric vehicle experience from both the automotive and technology startup space. Horvat led technology development for the electric bus product line of Proterra, Inc., where his team set a world record for the longest range of any electric vehicle. He was also responsible for the development and application of powertrain and electrical components at Denso International, and before that, led improvements to Fisker Automotive's extended-range electric vehicle. Turning to telematics, Navistar announced the launch of a unified fleet management and service communications platform, called International 360. Friedrich Baumann, Navistar’s president, Aftersales, said International 360 is the only OEM service communications tool that integrates service communications and remote diagnostics into one comprehensive solution. It is integrated with over 24 telematics service providers through OnCommand Connection, Navistar's advanced remote diagnostics platform. The 360 platform also has full integration capability with customers' existing fleet maintenance software providers, fleet management companies and other providers, so that customers can receive International 360 data through their existing systems. “And, it is the only OEM service communications tool that supports all-makes fleets within one solution, with no per-VIN surcharges,” Baumann noted. lso prominently on display in a bright safety-zone orange, was a cabover Scania XT “tipper” truck. It wasn’t there just to represent Traton, Navistar’s strategic partner, but to draw attention to a memorandum of understanding that Navistar has signed with Sweden-based Scania, one of Traton’s subsidiaries,”to explore opportunities for Navistar to support mining customers in the Canadian market.” Persio Lisboa said that Navistar studied the needs of a select group of companies in the Canadian mining industry and then identified a number of service and support requirements that can be addressed using a combination of International Truck and Scania products and services. The Scania mining products would be distributed through Navistar and supported by a limited number of International Truck dealers in Canada. "Demand from the mining market is changing," said Lisboa. “Companies are exploring more sustainable solutions that improve worksite flexibility, increase uptime and reduce total operating costs. Working with Scania as a partner will help us rapidly achieve scale in addressing this unique market segment with comprehensive and powerful solutions." .

Heavy Duty Trucking (HDT) / October 27, 2019 Although heavy-duty trucks sales have slowed to more normal levels, Kenworth says it’s looking forward to 2020 being another good year, even as it continues to develop new products and technology at an unprecedented rate. “The level of investment required today, whether it’s greenhouse gas reduction or emerging powertrain technology or the march toward autonomous, the rate of product development is the fastest I’ve ever seen I grew up as an engineer in Paccar,” said Kevin Baney, who recently took on the general manager job at Kenworth after a 25-year career with Paccar, talking to reporters at the North American Commercial Vehicle Show in Atlanta on Oct. 27. He said he has never seen the amount of investment that’s being poured into the industry today to meet current customer demands and develop future technology such as advanced driver assistance systems and alternative powertrains. Baney noted that many economic indicators, including consumer confidence, truck tonnage, and construction spending, continue to remain at high levels, reflecting an overall strong economy. The one indicator that bears watching, however, is the PMI, which for the first time since 2016 has contradicted for two months in a row. Looking at the truck sales market, Baney said Kenworth expects Class 8 sales for combined U.S. and Canada to come in between 310,000 and 320,000 for the year, the second highest in history. However, the company expects 2020 Class 8 sales to drop down to a more average level of 230,000 to 260,000 Class 8 trucks. In preparation for this, the company lowered its build rates and has dropped its workforce by about 100 people, much of that handled through natural attrition rather than sudden layoffs. While the last few months of Class 8 orders have been lower than normal, Baney said that after meeting with some 40 fleets during th American Trucking Associations’ annual Management Conference and Exhibition earlier this month, “I think they are starting to make their decisions for next year. The last few weeks we’ve seen more activity, so I think we’ll see order intakes swing up.” One bright spot is that vocational sales are still strong he said, with housing markets still strong in many areas of the country and anticipation of an infrastructure spending bill. On the medium-duty side, Class 6-7 for U.S. and Canada is projected to end the year at 105,000 and be about 90,000 to 110,000 for 2020. “Medium-duty is a very strong market; we anticipate that to continue next year as well.” When asked what other economic indicators bore watching, Baney said the used truck market. Zero-emission powertrains are a key part of what Kenworth and sister Paccar company Paccar are exhibiting in Atlanta, with Kenworth showing off one of the hydrogen fuel cell electric day cabs it’s been working with Toyota on. Kenworth and Toyota are collaborating to develop 10 zero-emission Kenworth T680s powered by Toyota hydrogen fuel cell electric powertrains. The effort is part of a $41 million Zero and Near-Zero Emissions Freight Facilities (ZANZEFF) grant awarded by the California Air Resources Board, with the Port of Los Angeles as the prime applicant. So far, the Kenworth assembly plant in Renton, Washington, has produced four hydrogen fuel cell electric vehicles (FCEVs) – with a fifth truck now in production. Kenworth provides the T680 chassis and cab, motors, transmission, and cooling systems, and delivers overall FCEV integration. Toyota provides fuel cell stacks, hydrogen tanks, load balancing batteries, and other components necessary to deliver the high voltage to the motors, in addition to the controls for that power. The program’s first FCEV to enter real-world service will go to Toyota Logistics Services by year-end for operation at the Los Angeles ports. The full contingent of 10 FCEVs is expected to enter operation in the ports and Los Angeles basin 2020, and will be placed into service by UPS, Toyota Logistics, TTSI and Southern Counties Express. Baney explained that the fuel-cell trucks built so far are in high demand, making appearances at trucking industry events such as the NACV Show and as part of Toyota promotional efforts, but at the same time they are working to put testing miles on them. Already, he said, as later iterations of the 10 are being built, engineers are already tweaking th design. “We’re already getting to second and third generation technology, whether it’s motors or hydrogen tanks, they’re being developed as it goes,” Baney said. “The intent is to develop and prove the technology and develop the business case.” Asked how the hydrogen fuel cell project positions Kenworth to meet California Air Resources Board proposed regulations that would require a certain percentage of a manufacturer’s trucks to be zero emissions, Baney said, those proposals “continue to change.” However, noting the high cost of battery technology, “Our position is there will still have to be subsidies in order for customers to run battery-powered trucks.” On the hydrogen fuel cell side, he noted, fueling infrastructure is a challenge, just as it was for natural gas trucks. Baney also said Kenworth continues to offer natural gas powertrains. “Our philosophy is we will build what our customers need until they don’t ned it. We still see customer demand; UPS is an example, they are still buying high volumes of natural gas trucks.” .

Jeff Crissey, Commercial Carrier Journal (CCJ) / October 29, 2019 On the heels of its Class 7 and 8 XL Series launch in 2018, Hino Trucks has announced new cabover and conventional models for its Class 4 through 7 product offerings for the 2021 model year. The new Hino M Series Class 4 and 5 replace the Hino 155, 195 and 195h models. The three-truck M Series now includes the M4, M5 and M5h. But the changes don’t stop with new nameplates. Exterior updates include a bolder chrome grille and new headlight design with LED daytime running lights, low- and high-beam headlights. The M Series also sport an available OEM-integrated lane departure warning system to enhance driver safety. On the interior, the steering wheel features standard controls for cruise control and hands-free calling, as well as controls for a 4.2-inch LCD multi-information display. All models also include a driver seatbelt status monitoring sensor. Under the hood, the M Series trucks feature a new HD 6-speed Aisin automatic transmission with gear hold functionality when operating on inclines. The current Hino 258, 268 and 338 models are replaced with the L Series conventional trucks, which includes the Class 6 L6 and Class 7 L7 models. Both trucks receive a new fascia and grille, optional LED headlights and an aerodynamic spoiler under the bumper. The L Series also benefit from many features from the XL Series, including availability of active safety systems with electronic stability control, collision mitigation, lane departure warning and adaptive cruise control. New wheelbase options for the L Series expand from the previous-generation models from 271 inches to 301 inches. On the interior, the L Series feature an all-new interior that matches the XL Series automotive stylings with carbon-fiber accents and premium textile seating. The driver can control many functions through a new 7-inch LCD monitor. The gear selector has been positioned for better ergonomics and more legroom, and the HVAC system can deliver twice the airflow compared to previous models. Both the L Series and XL Series will be available for order next spring with five-seat extended cab (+30 inches) and six-seat crew cab (+44.8 inches) configurations. “Having extended and crew cab choices will help us better serve our customers’ operational needs and open up new markets for our trucks,” said Glenn Ellis, Hino Trucks’ senior vice president of customer experience. By midyear 2020, the XL7 and XL8 will be available with a snowplow package that includes a heavier 18,000-lb. front axle and front frame extension and heated windshield. .