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Fleet Owner / March 25, 2015 TRW Automotive Holdings Corp. is displaying its ReAX steering system among other products this week at the Mid-America Trucking Show. ReAX merges two of TRW’s proven steering systems – hydraulic power steering (HPS) for commercial vehicles and electrically powered steering (EPS) belt drive for passenger cars – to improve driver control and stability, it said. “ReAX provides a unique solution reducing the workload on drivers, utilizing traditional hydraulic power steering to provide the torque required to steer larger commercial vehicles while electric power steering offers precision and control. This solution reduces steering efforts at low speeds and yields increased stability at higher speeds,” said Andreas Weller, vice president and general manager-global commercial steering systems. “TRW has more than a decade of experience in combining these two technologies – primarily for bus and motor home applications. Building on that experience, we are now leveraging belt drive EPS to offer a solution for trucks. In addition, ReAX can enable semi-automated driving functions and advanced driver assist systems including lane departure warning and lane keeping assist which can further enhance safety and comfort.” ReAX will be production ready in 2017 for 2018 calendar-year applications, TRW said. The company is also showing off a future technology, ActivMode. This is an energy-efficient hydraulic power steering pump which can deliver an up to 50% reduction in energy consumption compared with traditional pumps in specific configurations. ActivMode achieves its fuel savings and temperature reduction by utilizing unique dual mode flow logic. This flow logic is aligned to match steering system flow demand in the two primary operating states of a commercial vehicle: engine idle and cruising speed. At low engine speed, both sides of the circuit are utilized to provide full flow to meet the demand of the steering system. At cruising speed, one side of the circuit is hydraulically disengaged to minimize pump action and reduce power consumption. “ActivMode is designed for minimum complexity, requiring no electronics or sensors to achieve its unique flow logic. This also helps it to be smaller, lighter and more easily packaged than other energy efficient power steering pumps. Additionally, its ability to operate at lower temperatures can potentially eliminate steering system coolers in many applications. This further reduces system complexity and vehicle weight,” Weller said. “Overall, ActivMode is able to save the equivalent of over 100 gallons of fuel per 120,000 mi. driven.” ActivMode is estimated to be ready for production in 2016 for 2017 calendar year applications.

Fleet Owner / March 25, 2015 Wabco is introducing a new radar-based safety system in North America, it said today at the Mid-America Trucking Show here. The OnGuardACTIVEe collision mitigation system offers radar with 30% longer range and its “all season system” leverages 77 GHz radar for improved performance in poor visibility conditions. The company also made a number of other announcements at the show, including an investment in SmartDrive Systems, a plant expansion and a supply agreement with Hendrickson Trailer Commercial Vehicle Systems. According to Wabco, the all season radar system provides performance even in situations such as white outs, heavy rain, dense fog, blinding sunshine or night time driving when camera-based sensors may be impaired. OnGuardACTIVE’s radar offers up to five times higher bandwidth than 24GHz radar-based collision mitigation systems available in the market, the company said. The system’s dual mode function addresses both long range and adjacent lane views for higher accuracy in object detection. OnGuardACTIVE is capable of analyzing traffic up to 650 ft. ahead, thus recognizing impending critical driving situations earlier. Drivers are alerted to potential critical problems via acoustic, visual and haptic signals. Should the driver fail to take corrective action, the system provides active braking on moving, stopping and stationary vehicles to mitigate or prevent impending rear-end collisons. OnGuardACTIVE is capable of delivering up to full braking on moving and stopping vehicles and can bring the vehicle to a complete stop, Wabco said. It can also deliver partial braking on stationary vehicles. “Wabco’s new OnGuardACTIVE is our most advanced collision mitigation system,” said Nik Varty, president, Americas. “Rain or shine, foggy or clear, drivers constantly travel on America’s roads. They need a system that works as hard as they do to keep them and their vehicles safe whatever the season. OnGuardACTIVE’s superior radar technology is up to the task.” OnGuardACTIVE will be sold and supported in North America by Meritor Wabco. Wabco also announced a $20 million investment in SmartDrive Systems, a provider of driving performance management solutions. The companies will jointly develop next-generation, video-based analytics solutions, combining SmartDrive’s real-time, video-based driving performance insights and analytics with Wabco’s advanced braking and stability control technologies. Wabco also noted that its automated manual transmission (AMT) technology continues to increase market penetration both globally and here in North America, posting a 110% increase in sales in 2014. The company also announced a long-term supply agreement with Hendrickson Trailer Commercial Vehicle Systems to provide an advanced air disc brake (ADB) system for trailers in North America. As part of the agreement, Wabco will launch its MAXX22T, an optimized ADB system for trailer applications, in North America. As part of that, Wabco will spend $17 million to build a manufacturing site in Charleston, SC. Construction of the 145,000-sq.-ft. facility is expected to be completed by the end of the year. The company will then relocate from its exiting Charleston site to the new facility. .

Fleet Owner / March 25, 2015 Bendix Commercial Vehicle Systems LLC rolled out its new Wingman Fusion driver assistance system (DAS) here at the 2015 Mid America Trucking Show; a system that combines forward-looking cameras, radar, and electronic stability control (ESC) to provide automatic braking for stationary vehicles as well as over-speeding alerts. TJ Thomas, director of marketing and customer solutions for Bendix’s controls group, explains that the combination of camera and radar technologies allows for “computational confirmation” and alert prioritization, among many other new advances. Wingman Fusion – activated at speeds above 15 mph – uses both radar and camera data to plot the position of both moving and stationary metallic vehicles and objects. Thomas said that if the system definitively recognizes a large, stationary, metallic, in-lane object as a vehicle, it notifies the driver up to 3.5 seconds before a potential impact. If the driver takes no action to avoid or mitigate this potentially severe impact, the system can automatically engage the brakes to assist in lessening the severity of, or possibly avoiding, a potential collision altogether, he added. However, Thomas stressed that if the system’s data do not definitively recognize the stationary object as a vehicle, it will alert the driver up to 3 seconds ahead of a potential impact but no deploy the brakes. Wingman Fusion’s over-speeding function can be activated at 37 mph or above and uses the system’s camera to read roadside speed limit signs, working in tandem with Bendix’s electronic stability program (ESP) to alert the driver when the vehicle is traveling a specified amount over the posted limit. The system provides two customizable levels of intervention, he said: Level one, initially set for 5 to 9 mph over the limit, is an audible warning;Level two, if the vehicle is traveling 10 mph or more over the limit, is an audible alert accompanied by a one-second engine de-throttle. Additionally, for a level two speeding event, 20 seconds of video is captured by the system, with 10 seconds of it transmitted wirelessly back to the fleet via Bendix’s SafetyDirect program.“Those speed limit parameters can be adjusted according to a fleet’s policy,” Thomas said, adding that drivers should actually like this feature particularly in road construction areas, where speed limit changes may not be available to navigation devices. He noted that Wingman Fusion is available now to all major North American manufacturers of Class 8 trucks for integration into their vehicle platforms. Thomas stressed that such safety systems are designed to complement safe driving practices and are not intended to enable or encourage aggressive driving. “Responsibility for the safe operation of the vehicle remains with the driver at all times,” he emphasized. Bendix also made several announcements at MATS this year: The new Bendix AD-R Air Dryer is being introduced as a bolt-in replacement solution in the aftermarket, designed to meet the specific air dryer requirements of many Volvo and Mack trucks equipped with remote purge tanks. Well-suited for applications that involve long compressor cycles and frequent starts and stops, the AD-RP is available in two versions: a standard iteration that includes a turbo cut-off valve, with a second model featuring a discharge line unloader compatible with vehicles requiring twin cylinder compressors;The company noted that it’s delivered more than 375,000 Bendix ESP units to date, with expectations of reaching 450,000 by the end of 2015; A new water-cooled, aluminum-crankcase air compressor design is in the works at Bendix, which aims to reduce weight by over 40% compared to the current Bendix BA-921 unit. It also measures 25% less in length while helping increase overall fuel efficiency by reducing power consumption up to 30%; The SmarTire Tire Pressure Monitoring System (TPMS) is being added as a factory-installed option on Freightliner’s Cascadia and Cascadia Evolution models; The company is expanding the reach of its Bendix TABS-6 trailer roll stability system, with a variety of new kits for automatic trailer lift axle control; Finally, 2015 marks the 85th anniversary of Bendix – originally formed in 1930 by the merger of Bendix Aviation Company and Westinghouse Air Brake. Bendix moved its headquarters to Northeast Ohio in 1941, then in 2002 joined the Munich, Germany-based Knorr-Bremse Group.

Crain’s Detroit Business / March 24, 2015 Detroit Diesel Corp. plans to upgrade its nearly 75-year-old manufacturing plant in Redford Township. The manufacturer of diesel engines is expected to invest $208 million to add new machinery and equipment for a new medium-duty diesel engine line, creating an anticipated 245 jobs. The Michigan Strategic Fund approved Tuesday a $1.3 million performance-based grant in support of the project. The new grant is in addition to a 2013 grant from MSF for $250,000 for new jobs related to the expansion of a turbocharger line at the Redford Township plant. Detroit Diesel chose to establish the new diesel engine line in Redford over competing locations in Mexico and Germany, the Michigan Economic Development Corp. said in a briefing memo. The supplier, owned by German auto manufacturer Daimler AG, already produces a medium-duty diesel engine in Manheim, Germany, and could have easily placed the new line there, the MEDC said. “With the commitment of state and local support, the company made the decision to place production in Michigan so it will be made under the “Detroit” brand name,” the briefing memo said. The project is expected to begin before the second quarter of this year.

BorgWarner introduces DuroSpeed 2-speed fan drive Durable, modular, light-weight; for vocational, off-highway applications Fleet Owner / March 25, 2015 BorgWarner’s new DuroSpeed 2-speed fan drive is specifically designed to deliver reliable cooling for severe operating and vocational truck applications such as construction vehicles and municipal trucks. While on/off models provide superb durability and fuel efficiency for over-the-road applications, BorgWarner’s DuroSpeed fan drive significantly reduces fan engagements for greater reliability and less noise in severe service applications, the company says. The modular design allows any BorgWarner Kysor on/off fan drive to be easily converted to a DuroSpeed fan drive. BorgWarner will begin supplying this product in May 2015. “Dump trucks, refuse haulers and other vocational applications experience severe service and have very different cooling needs than line haul trucks. At BorgWarner, our engineers listened to the voice of the customer to develop a simple, efficient design built for durability and serviceability,” said Daniel Paterra, president and GM, BorgWarner Thermal Systems. “Our testing shows the DuroSpeed fan drive’s innovative flux ring design enables this clutch to run 70 degrees Fahrenheit cooler than competitive offerings. The cooler internal operating temperature increases bearing and liner durability, allowing nearly twice as many engagements over its lifetime.” In severe-duty applications, on/off fan drives are continually engaging and disengaging. When disengaged, engine temperatures rise quickly, causing the clutch to engage repeatedly. BorgWarner’s pneumatically actuated DuroSpeed 2-speed fan drive, however, is designed with a higher disengaged fan speed to prevent engine temperatures from rising too quickly. Because the fan drive engages and disengages less often, clutch life increases, noise decreases, dust buildup in the radiator is minimized and more horsepower is available, allowing the vehicle to achieve higher work output. Compared with competitive models, the DuroSpeed fan drive has no spinning air connections to wear, inspect or service, and is designed to operate at lower temperatures for longer bearing and liner life. Weighing 5 to 10 pounds less and using 11 fewer components than comparable units, BorgWarner’s DuroSpeed fan drive also helps deliver better fuel economy. To reduce complexity and minimize upgrade costs, BorgWarner’s modular design uses the same clutch unit for all applications. Any Kysor on/off fan drive can be easily retrofitted to a DuroSpeed fan drive with a conversion kit consisting of only two add-on components. BorgWarner’s new DuroSpeed 2-speed fan drive significantly reduces fan engagements for less noise and longer durability

Overdrive / March 25, 2015 Building on the popularity of its on-off fan drive, the K32, BorgWarner’s two-speed variant will be available in April as an option from truck manufacturers as well as a conversion kit for operators current utilizing the on-off clutch. Applicable mostly for vocational and/or stop and go applications, where frequent engagement of the on-off clutch could lead to excessive wear of components, the K32 Durospeed boosts disengaged speed for greater cooling effect when not at full engagement. Today, noted BorgWarner Account Manager Lance Wildman, on-off or variable speed fan drives (like the BW Vistronic variable) in linehaul and vocational applications are quite common. Two-speed drives, however, Wildman expects, will dominate vocational applications within the next five years, given the elevated cooling you get when disengaged. Built on the back of the K32 on-off, which Livingston described as “industry standard” in the on-off realm, the K32 Durospeed is made in the United States and built for ease of maintenance. Line and seal service kits are available for regular service. Conversion from any of BorgWarner’s “on-off fan drives that are in the field today” is a relatively simple matter, he added. .

Commercial Carrier Journal (CCJ) / March 25, 2015 Cummins offered a peek at its 2017 greenhouse gas engine technology at the inaugural press conference at the 2015 Mid-America Trucking Show. 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 will also offer new technology downstream from the engine. A new single-module exhaust after-treatment system will also debut in 2017. 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. Cross-country Road Tour The engine maker also announced it will be taking more than 10 Cummins-powered trucks from various truck OEMs on a cross-country road tour to put the company’s latest technology on display, including the 2017 ISX, its SmartAdvantage powertrain, its new ADEPT powertrain, its natural gas engine offerings and its latest telematics system. Connected Diagnostic program Cummins also announced the first in a series of new telematics features with the launch of its Connected Diagnostic program, which will use existing telematic providers such as Omnitracs and PeopleNet to provide fleets with real-time maintenance information. ADEPT software package Driver efficiency was also addressed with the introduction of the ADEPT software package which further optimizes the SmartAdvantage integrated drivetrain (developed in conjunction with Eaton). ADEPT will be offered in various packages, each one designed to better manage engine torque and smooth out driver performance “variability” across fleets. Half of commercial engines powered by Cummins engines In business news, Dave Crompton, president of Cummins engine business, noted that more than 50 percent of all commercial engines in the United States today are powered by Cummins medium- and heavy-duty engines. Crompton said Cummins earned $19.2 billion last year, with 56 percent of that revenue coming from its North American operations. Crompton was upbeat about the current state of the trucking industry, saying that “the market is in much better shape over the last 12 months. It’s a strong market and we are in a strong position in it. We are mindful that the industry is going through a transition, and we have every intention of investing to maintain that leadership position going forward.”

Heavy Duty Trucking / March 25, 2015 Detroit Diesel began production of the components making up the integrated Detroit Powertrain, the company announced at the Mid-America Trucking Show. The integrated powertrain will include the Detroit DD15 engine, DT12 automated manual direct drive transmission and Detroit front and rear axles. Every component was designed to work together in an integrated system, says Detroit. The integrated powertrain is available on the Freightliner Cascadia Evolution and the Western Star 5700XE. The Detroit DD15 Engine is rated at 400 horsepower and 1,750 lb.-ft. of torque and was downsped to shift the usable torque range to lower engine speeds. This reduces friction losses, enhances fuel consumption and can improve reliability. The DT12 automated manual transmission comes with Intelligent Powertrain Management which uses pre-loaded terrain maps and GPS to read the route ahead and adjust the shift points to improve function and efficiency. The front and rear axles are offered in a 6x2 configuration with a 2.28 ratio that is designed to work with the downsped engine rating. The 6x2 Detroit axle configuration incorporates a non-driven tag axle on the tandem, reducing total weight by almost 400 pounds while a new 2.41 ratio in its 6x4 axle configuration is also available for applications requiring additional traction. For more information on the integrated powertrain, click here. .

Transport Topics / March 25, 2015 Peterbilt Motors Co. unveiled a series of truck improvements and customer-convenience options in the middle of what executives said could be the second- or third-best sales year ever. The Denton, Texas-based unit of Paccar Inc. also is working on autonomous vehicles, saying that platooning to save fuel would be the ideal application. The Peterbilt event was part of the Mid-America Trucking show here March 25. “The industry has come back in a big way. We expect 2015 to be a great year,” said Robert Woodall, Peterbilt assistant general manager for sales and marketing. Paccar is expecting industrywide sales of 250,000 to 280,000 units in North America this year, which would place 2015 behind 2006 and run neck-and-neck with 2005. For vocational vehicles, Model 567 is coming out with a set-forward front axle that would distribute weight more broadly and “be good for mixers and other weight-sensitive applications,” company General Manager Darrin Siver said. For customer convenience, Siver talked about Rapid Check and SmartLinq, two programs that can take note of a truck maintenance problem, help to diagnose it and then quickly set in motion a process to fix it. On autonomous vehicles, he said generating “comfort with them from the public” will be the biggest challenge to getting them on the road. Longhaul applications, including platooning where a caravan in close formation drives down a highway, are “a long way off.” Platooning saves money on fuel because the caravans have less wind resistance. Siver said short trips within a closed facility would be a better start for autonomous vehicles. The company announced two changes for its Model 579: a new 58-inch sleeper cab and improvements to its Epiq fuel economy package. On the Paccar level, Siver said Landon Sproull, the company’s chief engineer for a decade, is now the general manager of Paccar’s engine division. One of Sproull’s early responsibilities will be to lead the MX-11 into production, which is expected early next year, Siver said. Peterbilt also is adding two natural-gas options to its lineup, Model 579 using LNG, and 337 with CNG. Two years ago, natural gas was popular because it was so inexpensive relative to diesel fuel. Now with the drop in diesel prices, that is less so. “The price of diesel has come down, but oil is very cyclical,” Siver said. He thinks natural gas can keep a market share of 5% to 10%, especially if oil climbs again.

Transport Topics / March 25, 2015 Daimler Trucks North America said its Freightliner SuperTruck has achieved 115% freight-efficiency improvement, more than doubling the Department of Energy’s goal of 50% improvement. The announcement was made here March 25 at the Mid-America Trucking Show, and the Portland, Oregon-based truck maker displayed the concept vehicle as the centerpiece of its exhibit space. DTNA said its final SuperTruck demonstrator ran a five-day, 312-mile round trip on Interstate 35 between San Antonio and Dallas. Running at a weight of 65,000 pounds and a speed of 65 mph, the truck achieved an average result of 12.2 miles per gallon. During the SuperTruck’s unveling, Diane Hames, DTNA’s general manager of marketing and strategy, described the project as a “playground for our engineers to come up with new ideas and explore things that we wouldn’t necessarily have been able to do otherwise.” The SuperTruck features many ideas that DTNA can use and integrate into future products, she said. Several technologies developed in conjunction with the program have been introduced in the Freightliner Cascadia Evolution, including aerodynamic components and the integrated Detroit powertrain. It also explored other technologies such as mirror cameras and an articulating grille that opens during low-speed and high-torque conditions to maximize cooling flow and automatically closes at highway speeds to reduce aerodynamic drag. “We are thrilled with the positive results and are honored to have been part of the program,” said Derek Rotz, principal investigator for SuperTruck at DTNA. “It is our expectation that we will continue to review and refine what we’ve learned and achieved over the course of the SuperTruck initiative and use that knowledge to bolster our leadership in fuel efficiency.” DTNA’s SuperTruck program was funded through a $40 million DOE grant and a matching investment from the company. DOE’s SuperTruck program was a five-year research and development initiative to improve freight efficiency by at least 50%, brake thermal efficiency by 50% and reduce fuel consumption and greenhouse-gas emissions of Class 8 trucks.

Fleet Owner / March 25, 2015 Two items top the list of Kenworth Truck Co.’s product introductions here at this year’s Mid America Trucking Show (MATS): a new 76-in. mid-roof sleeper package for the OEM’s T680 and T880 models, due to go into full production this fall, and the limited edition ICON 900 based off the company’s W900L tractor. Preston Feight, Kenworth’s GM, said that the new 76-in. mid roof sleeper is 100 lbs. lighter than the high-roof sleeper package and is “optimized” to provide a more aerodynamic profile specifically for tanker and flatbed operators – a profile that can offer such operators up to a 5% boost in fuel economy. “For many truck operators, obtaining additional payload capacity can make a big difference in potential profit,” he said. “The efficient mid-roof design has lower drag, and provides a reduction in fuel expenses.” Feight also noted that Kenworth expects to sell about 1,000 to 1,500 of the new limited edition ICON 90 – being positioned as a “trucker’s truck” – is being offered with a 72- or 86-in. sleeper and up to a 600-hp engine. He added that the OEM maintains enough greenhouse gas [GHG] credits to offset the ICON 900’s less-than-aerodynamic profile. “We’re positive on GHG credits due to our overall aerodynamic model offerings,” Feight pointed out. Other items Kenworth highlighted at MATS this year include: Predictive Cruise Control: A system that combines cruise control with GPS to provide “intelligent autopilot” when it comes to managing vehicle speed, said Kevin Baney, Kenworth’s chief engineer “Our system, available on the Kenworth T680 and T880 when spec’d with the proprietary Paccar MX-13 engine, anticipates the terrain ahead and ensures the engine and transmission are operating in the most efficient mode,” he said.Driver Performance Assistant: Introduced as an option last fall, it is now standard on Kenworth T680s and T880s spec’d with the Paccar MX-13 engine. “On hilly or mountainous terrain, the system slightly increases the speed of the truck as it approaches a hill, then feathers off the throttle automatically when the truck is about to crest the hill,” Baney addedDriver Shift Aid: Available on Kenworth models equipped with MX-13 engine with manual transmissions, this system provides visual cues – such as “shift now” light – and recommends points for when to skip or split shifting. “By keeping the engine in the optimum RPM range, fuel economy is enhanced,” Baney said.Driver Performance Assistant: A built-in virtual driver’s coach, this technology package is designed to help improve driver performance for fleets and owner operators alike, he explained. “It provides drivers with real-time coaching based on coasting and braking as a means to improve fuel economy,” Baney noted, including a trip performance review.TruckTech+: Starting this summer, new Kenworth Class 8 trucks spec’d with the MX-13 engine get tied into this real-time vehicle health monitoring technology provided by PeopleNet – allowing the MX-13 engine to “talk” with a fleet manager, Kenworth call center and Kenworth dealer to manage repairs faster and more efficiently. The OEM noted that TruckTech+ is free for two years then requires a subscription.NAV+ HD: This is a next-generation, multi-functional communication and entertainment system that will be standard for new Kenworth Class 8 trucks ordered with the OEM’s premium interior package, or available as an option for all new Kenworth Class 6-8 conventional trucks. It features a 7-in. high-definition touch screen, integration into the Kenworth SmartWheel steering wheel, hands-free Bluetooth phone capability, truck navigation through Co-Pilot, iPod and MP3 integration, and WiFi capability.Ultracapacitor-based Engine Start Module (ESM): Available as a factory-installed option for new Kenworth T680s and T880s, ESM provides dedicated power to start the truck – freeing up a truck’s standard batteries to focus on powering accessory devices such as a laptop, microwave, refrigerator and television electronics in addition to the truck’s electronics and lights. It is designed to start an engine in temperatures as low as minus 40 degrees to a high of 149 degrees Fahrenheit, even when the batteries have low voltage.Inverter/Charger improvements: A newly enhanced 1,800-watt inverter provides drivers with the convenience of AC power in the sleeper to efficiently run appliances, entertainment systems and other devices. “Inverters are really a popular option, and aid in driver comfort,” said Baney. “It’s so much more convenient to run everyday products on AC-power versus DC. The benefit is that drivers can operate more systems and devices with the inverter’s better performance in handling high-amp loads.” The new inverter is optional for Kenworth’s Idle Management System with the T680 76-inch sleeper.Idle Management System Auto Start and Stop: A battery-based auxiliary power unit (APU) system, designed to keep the cab and sleeper comfortable for up to 10 hours, Baney said later this year an engine Auto Start/Stop function will be added to provide automatic battery monitoring and engine startup when batteries get depleted to their minimum power levels. “This allows the batteries to be recharged while air conditioning and hotel loads are still being utilized. Once batteries are sufficiently charged, the system shuts down the engine and runs once again on pure battery power.”Kenworth T680 Advantage upgrades: The 2015 iteration of Kenworth’s super fuel efficient T680 Advantage package now offers 10% better fuel economy compared to the 2013 version. “That 10% gain equates to a yearly savings of more than $4,600 in fuel per truck for the average long-haul operation,” Baney noted, when fuel cost is calculated around $4 per gallon. New T680 Advantage specs include the addition of the OEM’s Idle Management System, tire pressure monitoring, wide-base tires, and predictive cruise control.Learn more: http://www.kenworth.com/media/52225/w900l-icon-brochure-031915.pdf

Overdrive / March 25, 2015 Kenworth announced Wednesday at the Mid-America Trucking Show in Louisville, Ky. the launch of a customized, limited edition, premium truck – the Icon 900. The Icon 900 is a highly stylized and modernized tribute to the classic W900L’s silver anniversary, marking 25 years in production. Kenworth assistant general manager for sales and marketing Jason Skoog called it “a “trucker’s truck.” The Icon 900 “is a true reward for the customers who want only the true driver experience,” said Kenworth general manager and Paccar vice president Preston Feight, adding each truck will receive its own uniquely numbered dash plate upon production. “If this truck doesn’t get you excited, you probably want to check your pulse and think about what industry you’re in,” he says. The Icon 900 can be ordered in any color and comes standard with many chrome and stainless steel accessories. The Kenworth Icon 900 features a chrome hood badge only available on the Kenworth Icon 900. Other distinguishing features include stainless steel fender guards, upgraded headlights, headlamp covers, under door panels and sleeper panels, grille closeout panel, plus large sun visor are just some of the items included in the exterior package. To make a splash of style at night, the truck features LED panel lights mounted under the cab and sleeper panels, along the roof, and to the front and rear of the stainless air cleaners. Amber LED side turn indicators and 4-inch sealed LED stop, turn and taillights emit a unique glow for a special ambiance. “The signature lighting will be beyond belief,” says Kevin Baney, Kenworth Chief Engineer. On the inside are high back leather seats with special embroidering to signify the limited edition, the sofa bed is upgraded to leather to match the seats, and the dash surrounds and door pads are chrome. Kenworth is already taking orders for the limited production run of the truck. The Kenworth Icon 900 is available with 72- or 86-inch sleepers and up to a 600-hp Cummins ISX engine. Baney says he expects upwards of 1,500 units to be ordered initially. In Q&A with press, Kenworth representatives were quick to emphasize that the Icon 900 did not represent a swan song for the W900. The classic Kenworth model remains available for order and emissions/fuel-efficiency requirement were unlikely to change that given the manufacturer’s ahead of the curve on fuel-economy improvements writ large.

But my friend, this is not a crossover SUV. A crossover SUV is car platform-based. The Everest has body-on-frame arhitecture like a proper truck, giving it the rugged properties of a Jeep Wrangler, Toyota 4Runner, Land Cruiser 200 and Land Cruiser Prado (U.S. market Lexus GX).

In 1956, Curtiss-Wright agreed to loan $35 million to financially troubled Studebaker-Packard and provide management services to the automaker under contract for three years. Under Curtiss-Wright's guidance, Studebaker-Packard sold the old Detroit Packard plant and returned the then-new Packard plant to its lessor, Chrysler. During the 1950s, a weak sales network prevented Mercedes-Benz from penetrating the U.S. car market. Then in 1957, under the guidance of Curtiss-Wright head Roy Hurley, Studebaker-Packard signed an agreement with Daimler-Benz making the US carmaker the exclusive distributor for Mercedes-Benz cars, commercial trucks and Unimog utility vehicles in the U.S. and Canada. The agreement also stipulated that the Utica-Bend Division of Curtiss-Wright Corporation, then producing diesel engines for the U.S. Navy, would import and manufacture Mercedes-Benz diesel engines ranging from 25 to 600 horsepower, as well as fuel injection systems. Studebaker-Packard formed a subsidiary, Mercedes-Benz Sales, Inc., which sold and serviced Mercedes-Benz cars through select franchised dealers. Following the Packard nameplate's demise in 1959, Studebaker-Packard became Studebaker Corporation in 1962 and continued as Mercedes-Benz’s exclusive U.S. distributor until February 1965, when Daimler-Benz bought Studebaker’s Mercedes-Benz Sales Inc. subsidiary including the distribution rights for the United States and Canada for approximately $9 million. .

Ford Press Release / March 24, 2015 Related reading: http://www.bigmacktrucks.com/index.php?/topic/37730-ford-introduces-all-new-mid-size-everest-suv/?hl=everest http://www.bigmacktrucks.com/index.php?/topic/39373-ford-everest-taming-the-terrain/?hl=everest .

Teardrop tests reveal that as much as 30.3% could be saved running at 85kmp/h (53mph), and even at slower speeds, cash can be saved. Following the successful integration of box van Teardrop trailers into their fleet in 2007, DHL now has over 200 in use. To date, fuel saving figures have averaged over 12% in comparison to existing trailers.

Heavy Duty Trucking / March 23, 2015 The Mid-America Trucking Show will be held this week, from March 26-28, at the Kentucky Expo Center in Louisville, Ky. Organizers are expecting possible record attendance. MATS is an annual heavy-duty trucking industry show that brings in more than 70,000 attendees and over 1,000 exhibitors showcasing the latest products and services. Organizers have said there is a good chance of breaking the previous attendance record of 80,972, set in 2012, according to published reports. For attendees, there are panels and other opportunities to learn about current topics affecting the trucking industry. The event also provides an opportunity for members of the industry to meet and network. MATS is host to a wide variety of special events and educational seminars for industry members. The day before the show opens, the sold-out Fleet Forum will be produced and hosted by Heavy Duty Trucking and Fleet Owner on March 25. As part of a full afternoon program, HDT's 2015 "Truck Fleet Innovators" will be officially honored for the award and participate in a panel discussion. There is also a Ride-N-Drive event offering test drives of new trucks equipped with the latest technological advances in braking, driveline, engine, suspensions and transmissions. The 26th annual PKY Truck Beauty Championship will feature a large grouping of show trucks vying for honors in the beauty competition in Lot J behind the west wing of the Expo Center. Every day, there will be discussions and seminars given by fleets, manufacturers and industry associations on several topics related to regulations, driver retention, safety, technology and health. Top equipment and product manufacturers will have booths on display as well as some special events planned. For complete information on the event including announcements and schedules, go to the Mid-America Trucking Show Website or download the official MATS 2015 app on the Apple App Store or Google Play.

Truck News / March 23, 2015 Bolt-on devices have improved trailer aerodynamics. But is it time for some more radical thinking, including the reshaping of the box itself? It seems like putting lipstick on a pig, taking that old-as-the-hills, brick-shaped dry van and bolting on aerodynamic devices like side skirts, boat tails and scoops to reduce aerodynamic drag and fuel consumption. They are effective, but are such disguises the only way forward? Can or should the shape of the trailer be improved? The short answers are “yes,” and “over my dead body.” Tapering the rear of the trailer reduces drag; airflow management at the rear of the trailer is one of four critical areas of a tractor-trailer identified for aerodynamic improvements. Users, however, are wary of reduced cargo capacity, smaller or inconveniently positioned rear doors or complicated trailer loading that might result from changing the shape of the box. The long answer is “yes, but it will likely take regulatory changes.” Changes to trailer design are, in fact, predicted in the new US Environmental Protection Agency’s Phase 2 greenhouse gas and fuel efficiency standards, which will be finalized in 2016. “I suspect that the EPA change will result in changes to trailer shapes,” predicts Brian McAuliffe, a research officer in the aerodynamics laboratory, at the National Research Council Canada (NRC). He is also the thrust lead for the Enhanced Aerodynamics Performance thrust of the Fleet Forward 2020 program, which brings together experts and facilities from across NRC to offer technical R&D solutions to the transportation industry. Under Fleet Forward 2020, NRC does aerodynamic testing and evaluations for OEMs and government regulators, and supports Canadian companies in the development of their technologies. Currently, marketed trailer aerodynamic improvements fit into two main categories: bold shape changes like those seen in England, and North American successes in dolling up the pig without altering cubic volume or the rear doors. Possibly the most advanced expression of the technologies in the latter category is a Cummins-Peterbilt demonstration tractor-trailer, developed with support from the SuperTruck program, initiated by the U.S. Department of Energy. In early 2014 Peterbilt Motors Company and Cummins announced that their SuperTruck managed 10.7 mpg in real-world driving conditions. Although they made many changes from tip to tail, including a lot of engine and transmission doctoring, Cummins and Peterbilt did not change the basic trailer shape. It did, however, push the designs of aerodynamic add-ons, big achievers and small, to wring more mileage out of the demonstration rig. “A key goal of the project was to have no negative ripple-effects on a shipper’s operations. We set out to design a vehicle that can be seamlessly introduced into (fleets) without disrupting other areas of operations. Our research indicated that retaining the traditional box-van style of the trailer was essential to real-world adoption of the technologies we needed to develop,” explains Ken Damon, Peterbilt manager, vehicle performance group. The real world has a way of putting a choke chain on innovation, although it can be persuaded to change. Take two companies in Britain, the Cartwright Group (http://www.cartwright-group.co.uk/cheetah_fastback.asp) and Don-Bur (http://www.donbur.co.uk/eng/products/aerodynamic_teardrop_trailers_rigids.php). They manufacture curvaceous trailers with rounded edges and sloping roofs that reduce drag and fuel consumption. A sloping rear roof modifies the air wake, reducing suction at the rear of the trailer that causes aerodynamic drag. Cartwright’s Cheetah has a conventional, straight-line roof at the front, but the rear half slopes down several inches. Another of its designs slopes down at the front for smooth airflow from the cab roof and over the trailer. Cartwright reports fuel savings of up to 12% over a regular dry van. Don-Bur’s Teardrop 2.0 trailer is tapered both in the front and at the rear. The company reports an 11.3% fuel saving and no loss – in fact, an increase – in cubic capacity. Despite the acceptance of the Teardrop and Cheetah in the U.K., no such trailers grace our highways. The closest thing to them, and by close, I mean far, is the second version of a 2011 design collaboration among paper and packaging giant Cascades, trailer manufacturer Manac, FPInnovations and the University of Laval. This modified trailer sported a high-radius curve in the horizontal top front edge of the roof, rounded side edges up front, and a six-inch drop in the rear 10 feet of the roof. It failed to yield any fuel savings. Subsequently, however, Manac and Cascades built a second trailer, this time from scratch, that it has been road-testing since 2014 between Quebec and Ontario. Fuel records suggest a 3% fuel saving. Those rounded front edges help reduce aerodynamic drag. “Rounded corners in the front go a long ways. The wind is smoothly guided around the corner and stays attached to the vehicle,” McAuliffe says. While not really changing the trailer shape, smoothing the trailer underbody may hold promise in reducing aerodynamic drag. “My suspicion is that the biggest gains with current modern aero tractors are the underbody and base (back of the vehicle),” McAuliffe says. A more radical idea is a variable-size trailer. A 2012 NRC technical report prepared for Transport Canada makes brief mention of a retractable trailer concept. Fully loaded, the trailer is a regular-sized dry van. But when it is less than full, the trailer can be partially collapsed to make it shorter. Attributed to a British Columbia designer by the name of Brad Bennett, the upper walls and roof would winch up and down on an electric gear track assembly. Bennett reportedly claims that trucks, especially short-haul trucks, often travel from 15-50% empty over the distance of their trips. This raises a tough question about trailer design. “The challenging bit is how do you modify a box to be more aerodynamic but not to lose space and stay within the dimensions you are allowed,” asks Don Moore, executive director, Canadian Transportation Equipment Association. “Do we really know whether we are using all this space?” Do carriers really need the full trailer volume? Is there an acceptable trade-off between volume, revenue and fuel cost? “I would hope carriers have a pretty good grip on this,” Moore adds. It is revealing that whenever designers are asked to sketch an aerodynamic trailer, they obligingly dash off a piece of truck porn straight from the pages of a 1960s Popular Mechanics magazine. Daimler, another SuperTruck program participant, did just that in a press release about its SuperTruck plans. Its concept drawing features a tractor shaped like a bottlenose dolphin’s head, and a smartly tapered trailer. The overall effect is reminiscent of the Art Deco-style locomotive experiments of the 1930s. In North America, however, these beauties have never been driven off the pages and into regular service. Daimler declined to discuss its trailer modifications for this article. The industry will have to wait till mid-2015 to hear the results of its testing, and whether its SuperTruck trailer deviates from that brick shape. The early aerodynamic devices of the 1970s and 1980s met with resistance and the industry might not yet be willing to entertain changes in the dry box trailer shape. But GHG Phase 2 will include trailers. “There are a lot of discussions in the US between EPA and trailer manufacturers. From our perspective,” Moore says, “depending on what comes out of the GHG requirements, we are going to start seeing some changes.” .

And then 4 days later.............. Penske Logistics to Acquire Transfreight North America Transport Topics / March 23, 2015 Penske Logistics said it reached agreement to buy third-party logistics firm Transfreight North America from Mitsui & Co. Terms were not disclosed. Transfreight North America operates from 27 locations across the Midwest, Canada and Mexico, with headquarters in Erlanger, Kentucky, and in Kitchener, Ontario, Canada. “The Transfreight and Mitsui management teams have built a well-run and respected business over the last 27 years,” Penske Logistics President Marc Althen said in a statement. “Customers from both companies will benefit from the strengths of the combined organization’s industry expertise, technological capabilities, and the breadth of supply chain and logistics solutions,” he said. Mitsui last week bought a 20% investment in Penske Truck Leasing from General Electric Capital Corp. “Under [Penske’s] leadership, we are confident that Transfreight North America will be able to deliver an excellent customer experience leveraging on its operational focus,” said Tatsuo Yasunaga, COO of Mitsui’s integrated transportation systems. The companies said they expect the deal to be completed in the next 30 to 45 days.

Transport Topics / March 19, 2015 Japan’s Mitsui & Co. has acquired a 20% stake in Penske Truck Leasing Co. from General Electric Capital Corp. GE will continue to own a 29.9% limited partnership interest in Penske, which said the deal will not affect Penske Corp.’s management and control of the company, as Penske Corp. will continue to own a 50.1% interest. “Since 2001, Mitsui has been a valuable strategic partner, supporting the development and global expansion of Penske’s businesses,” Penske Corp. Chairman Roger Penske said. The “investment in PTL further strengthens our long-term relationship with their organization.”

What is the model and year of your Mack truck? So the dealer ordered you a reman PSO150-10S, per your truck's VIN number? (i.e. your truck was built with a PSO150-10S?). I suggest you allow the dealer to change your truck back to its original configuration (undo the butcher job).

The impressive new body-on-frame Everest SUV shares the same platform as the new 2015 Ranger, whereas the unibody-construction Explorer is an evolved minivan-turned-SUV for soccer moms, and weekend dads that don't want to be seen in a mini-van. The body-on-frame Everest is an actual truck that a man would purchase for himself. The Ranger and Everest are built on Ford's mid-size light truck/utility platform, while the Explorer uses the company's D4 car platform shared with the Taurus, Flex, Lincoln MkS and MkT.

Unfortunately, no. US market Ford heads have gone on record saying the Ranger would steal sales from the F-150. Of course, that's untrue. In size and price, the two vehicles are worlds apart. I suspect Ford now has contingency plans to relaunch the Ranger in the US if Chevrolet Colorado and GMC Canyon sales take off. The Ford Ranger has been sold overseas continuously from 1998 to the present. Interestingly, it wore the badge of its predecessor, Courier, in southeast Asia thru 2005. In a major miscalculation by Ford, the carmaker decided to end US market Ranger production in December 2011. In 2011, while US customers were offered a Ranger dating back to 1993, global customers were able to buy the new mid-sized global Ranger.

Is? Was? Are you saying the transmission removed from your truck by the dealer is not the transmission that was originally in the truck when you bought it. If so, you're saying the first transmission was a POS150-10S, and the second transmission is what ??? Allow me to ask again, does the nomenclature tag on the transmission removed from your truck by the dealer say Spicer PSO150-10S? If not, what does it say? What is the model and year of your Mack truck?

What model and year is your truck? Is it an old fleet truck? Which fleet? I suspect your Spicer wasn't a factory install. Perhaps a previous owner was attracted to the low price of the Mexican Tremec-produced Spicer PRO-SHIFT after a catastrophic transmission issue. (Aside from Mack, Eaton and Allision, a few fleets requested to try the new Rockwell transmissions in the early 90s.......which proved unpopular) http://www.tremec.com/anexos/HDPS-1050-0899_69.pdf Does the nomenclature tag on the transmission removed from your truck by the dealer say Spicer PSO150-10S? TransAxle (http://www.transaxle.com/) is the Tremec distributor in Virginia, with a location in Richmond (http://www.tremec.com/dealers.php). You can possibly source parts from them for your PSO150-10S and reassemble without alterations. Or, you can contact Jasper (http://www.jasperengines.com/transmissions.php). They build a good reman product and have a solid nationwide warranty. ---------------------------------------------------------------------------- In 1997, the Transmissions TSP subsidiary of Spicer SA, a joint venture between Dana (49%) and Mexico’s DESC (51%, now called KUO Group) purchased Dana Corporation’s medium and heavy transmission. This included the Spicer PRO-SHIFT and EASY-SHIFT transmission product. Both Mexican transmission maker Tremec (Transmisiones y Equipos Mecanicos) and Spicer SA were established as the result of a 1962 government mandate stating that from 1964, sixty percent of vehicle content had to be produced in Mexico. The Dana/DESC joint venture, Spicer SA, purchased Tremec in 1994, and Borg-Warner’s transmission business in 1996. Dana and DESC dissolved their joint venture, Spicer S.A. de C.V., in 2006 with Dana assuming 100-percent ownership of operations that manufacture and assemble axles, driveshafts, gears, forgings, and castings in which Dana previously held an indirect 49% interest. DESC, in turn, assumed full ownership of the transmission and aftermarket gasket operations in which it previously held a 51% interest. Along with exchanging its minority interest in the joint venture, Dana also made a cash payment of $19.5 million (USD) to DESC.