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Fleet Owner / February 4, 2015 As the White House rolled out a half-trillion dollar, six-year transportation plan earlier this week, Transportation Sec. Anthony Foxx was rolling into the heart of Silicon Valley in a self-driving car. Foxx was the guest of Google Executive Chairman Eric Schmidt at a “virtual townhall” to introduce the DOT’s long-term look into the future, Beyond Traffic 2045. As Foxx laid out the current state of planning and funding the nation’s transportation system, Schmidt and the audience at Google headquarters in Mountain View, CA seemed stunned when Foxx reported 32 short-term extensions to federal transportation spending plans over the past six years. “What’s wrong here?” Schmidt said. “Do we not care about infrastructure anymore?” Foxx, in his explanation, was careful not to assign blame. It's the process, not necessarily the politics, that's the problem. “In my talks with members of Congress, on a bipartisan basis people realize that we’ve got to do something – but it is a question of what that something is,” Foxx said. “That is why this framework is so important.” The transportation system has been “riding on cruise control” since the federal highway system was completed decades ago, and Foxx dated the air traffic control system to World War II. Yet the nation has changed substantially, in terms of both demographics and the way Americans live and work, he explained. “The debates we have about funding are trying to get to last year’s funding, as opposed to looking out through a longer window and working your way backwards toward result-oriented investments,” Foxx said. “The will is still there. Folks stuck in traffic right now certainly want a solution. The problem is no one knows what the next thing is.” And that means that policy makers need to be “at the table” as new technologies are being developed. For instance, Foxx noted an expected 60% percent increase in truck traffic over the next 30 years – but alternatives are in the works. “There’s lots of ways that we can attack the problem of how you move freight,” he said. “But we need to figure it out and start creating the rules of the road.” That big picture includes planning for the impacts of climate change, integrating technology to improve utilization, and “aligning dollars with decision making.” The problem is that transportation budgets have historically been focused on a dollar amount, rather than on “outcomes,” he repeated. “What we’re trying to define in this plan are the types of problems that are going to impact the outcome,” Foxx said. DOT touts Beyond Traffic as “an invitation to the American public” to have a “frank conversation” about the shape, size, and condition of that system and how it will meet the needs and goals of the nation for decades to come. The program does not advocate for specific policy solutions, DOT says. Instead, it is designed to underscore critical decision points facing the country, by means of analysis, research, expert opinions and public engagement. DOT offers a “Blue Paper,” which outlines the program, as well a draft framework. “We’ve got to look at our own regulatory framework to make sure that we’re being as nimble and flexible and adaptive as we possibly can be – because that’s what the future is demanding,” Foxx said. “The fact of the matter is that our transportation system isn’t the old, creaky system that it used to be. It can be very a dynamic, innovative area. But if the regulatory system is too slow and too antiquated, we’re going to lose opportunities to move forward.”

Transport Topics / February 4, 2015 Andreas Renschler officially took over as head of Volkswagen’s truck division on Feb. 1, and he will spearhead a growth effort that could include an acquisition in the United States. At a recent press event in Germany, Bernd Osterloh, a member of Volkswagen’s supervisory board, said Renschler will evaluate the need for possible acquisitions as he works to integrate VW’s truck units, which include MAN and Scania. He also said VW that is planning to create a separate holding company to help with that effort. Osterloh downplayed speculation that VW was interested in Paccar, adding that owners of the U.S.-based truck maker would not be willing to sell anyway. Renschler was previously head of Daimler AG’s global trucks unit. In April 2013, he was shifted to lead Mercedes-Benz, Daimler’s luxury car and van operation. However, he left that position in January 2014, and shortly after was hired by Volkswagen, though he could not formally begin work until this month. Wolfgang Bernhard now runs Daimler’s global trucks unit.

Commercial Carrier Journal (CCJ) / February 4, 2015 Navistar’s going “lean and mean,” the company announced today to an audience of Wall Street analysts and trucking industry press, pointing to hundreds of millions of dollars in savings on manufacturing, materials and structured costs as the latest step in its turnaround efforts. Navistar hosted an analyst day at its Lisle, Ill., headquarters Feb. 4 to update investors and the media on the progress of the company’s ongoing efforts to get back in the black following its failed attempt at meeting emissions standards using exhaust gas recirculation rather than aftertreatment methods adopted by other truck makers. Bill Kozek who took over Navistar’s helm in 2013 after leaving Paccar. Both Kozek and CEO Troy Clarke praised Navistar’s dedicated and determined employees who have spearheaded the effort and report several positive developments. Kozek noted that the massive push to convert the entire International product line from exclusive, proprietary, MaxxForce engines with EGR to full integration with Cummins 15 liter diesel engines and Cummins Selective Catalytic Reduction (SCR) technology is in the final stages of implementation. Clarke said the effort was completed in record time, while the company continued new product development and worked to re-engineer 2010 emissions systems to provide better uptime and resale values for EGR-era International trucks. The company expects the final vocational models to be fully SCR-converted by June of this year. Additional positive restructuring accomplishments highlighted the company’s transition to a trimmed-up business model, including $120 million in lower manufacturing costs, $640 million in structured cost savings, “significant” material cost reductions, a 50 percent improvement in working capital, “flawless” new product launches like the new, aerodynamic-optimized ProStar ES and measurable product quality improvements. Other restructuring efforts include the divestment of non-core businesses and joint ventures and closing or idling several production facilities, like the company’s Huntsville, Ala., engine plant and Indianapolis foundry operation. All told, the company reported more than 2,000 cost saving initiatives today with an overall realized goal of a 5 percent reduction in material costs. With that major product restructuring almost complete, Kozek said Navistar is now shifting its focus to recapturing market share in both on-highway and vocational markets. With those new goals in mind, Navistar today launched a new “It’s Uptime at International” marketing campaign to highlight its efforts of minimizing truck downtime. Key enablers in this push will include investments and training to create a “high performance” dealer network as well as leveraging and expanding the company’s OnCommand Connection telematics system to streamline the repair process for fleets. Kozek says he expects to see these efforts translate into increased truck sales in 2015 with Navistar increasing its volume in the Class 8 market by 1,000 to 2,000 units this year. The company also expects to grow vocational Class 6 and 7 sales by a similar amount as that segment heats up later in the year. Modest growth this year with ongoing new product development Navistar remains hampered by a lingering hangover from its EGR emissions strategy, including a hard financial hit by warranty claims and and a used truck inventory and trade cycle that Kozek estimated to be about two years away from normalizing. At the same time, the company’s market share recovery efforts have been slower than predicted. On a positive note, Navistar says it has now moved past the peak period of 2010 warranty claims and expects to see them become less of a drag on the company’s finances in the near future. As a result of this mixed bag, Kozek says he expects to see “modest’ growth in 2015. Denny Mooney, Navistar’s vice president of global product development, says that the company’s engine philosophy has evolved from its “go it alone” approach of a few years ago to fostering relationships around the globe — with an eye toward delivering leading technology and product regardless of where it originates. “Our competitors are talking about ‘vertical integration’ that leaves fleets fewer choices in technology and components,” Mooney said. “Our approach is different. We will offer leading technology and components from global suppliers and get to market quickly and allow our customers to compete with the products that work best for their application.” An upshot of this strategy, Mooney adds, is reduced lead time and development costs, which help Navistar be more responsive to customer needs while keeping product development costs low. “That’s real efficiency,” he noted. Mooney also highlighted ongoing new truck projects. These trucks are in the development pipeline now with launches scheduled for late 2016 and 2017. These new models are direct offshoots from the company’s “Project Horizon” conceptual truck project and will feature enhanced aerodynamics and fuel economy, as well as modern, “flexible” interiors that offer drivers the highest level of connectivity and conveniences. The meeting wrapped up with remarks by Navistar chief financial officer Walter Borst, who noted that the company’s financial house is close to coming to order now, with material cost reductions helping offset the SCR-integration efforts. Borst also noted that Navistar’s four key operational costs (material costs, structural costs, manufacturing and warranty costs) were all substantially lower in 2014. As a result, Borst says many of these savings will fall directly to the company’s bottom line in 2015 since the costs of SCR implementation are largely in the past now. Combined with Kozek’s anticipated 15 percent uptick in unit sales this year, Borst says these this aggressive savings program will allow Navistar to hit its target financial numbers by year’s end and to solidify a position as a market leader by 2017.

The former Mack Trucks was an integral part of the fabric of American society. Mack Trucks was representive of the decades within which America was the world's leader in technological innovation. The United States, from the Empire State Building to the Boulder Dam, was built on the back of the Mack truck. Mack was the only truck brand known universally by woman and children from coast to coast. However, this is all talk of an era gone by. Today, Mack is merely a nameplate affixed to a Volvo platform, which has zero connection with America's past.

Typical Volvo, omitting specs. No where in the press release does it mention the torque rating. It's a secret? (http://www.macktrucks.com/community/mack-news/2015/mack-mdrive-hd-to-be-available-and-standard-in-the-mack-granite/) Volvo has offered the 2,600 and 3,180 N.m torque rated models in the US market. This "HD" model probably is the 3,550 N.m rated overdrive ATO3512D (http://productinfo.vtc.volvo.se/files/pdf/hi/ATO3512D_Eng_01_1194137.pdf). "Mack Trucks today unveiled a heavy-duty version of its game-changing Mack® mDRIVE™ automated manual transmission" At this juncture, most American customers know it's a Volvo I-Shift. So what's the point of continuing the charade? "Mack Trucks", which no longer exists, hasn't introduced a "game-changing" anything. Volvo should man up and call a spade a spade. It's time they stopped insulting the intellect of US customers and began badging it as the Volvo I-Shift that it is. You're right in that Volvo doesn't want you to repair this yourself (unlike Eaton and ZF). This transmission is purposely engineered so that you will be forced to swap it out for an expensive Volvo reman. Both Eaton and ZF's AMT transmissions are already rated for vocational applications. No special "HD" model is required. Speaking of AMTs, German heavy truck transmission maker ZF in addition to Eaton believes that two countershafts are preferable to one. I couldn't agree more. An introduction to twin countershaft ZF "AS Tronic" automated manual transmissions: Note ZF's planetary design range section, and integrally fitted proprietary "Intarder" hydraulic retarder. An introduction to twin countershaft Eaton UltraShift Plus vocational-spec automated manual transmissions:

It really is. The new (lower cost for Paccar) cab actually looks good on this model.

This new technology was on display at the 64th IAA Commercial Vehicle Show in Hanover, Germany. The AutoVue Lane Departure Warning system brings a substantial improvement in lane recognition. SafetyDirect is a kind of "black box" that records vehicle data not continuously but only in critical situations. The data acquired can be used for driver training purposes, and as a source of information following an accident. Through the use of radar and video-based intelligent environment sensor systems, the functionalities of the EBS (electronic braking system) and ABS brake control systems relating to driver assistance systems can be substantially expanded. Though an America name for decades, Bendix is owned by Germany's Knorr-Bremse AG.

Heavy Duty Trucking / February 3, 2015 A “Budget Highlights” document issued by the Dept. of Transportation details how the $478 billion apportioned for spending on surface-transportation infrastructure over the next six years would be put to work— should Congress ultimately sign off on that part of President Obama’s historically gargantuan $4-trillion budget proposal. The roads-and-bridges reauthorization package will be sent to Capitol Hill “within the coming weeks,” said DOT, as a “resubmission” of the Generating Renewal, Opportunity, and Work with Accelerated Mobility, Efficiency, and Rebuilding of Infrastructure and Communities throughout America (GROW AMERICA) Act that the President originally submitted to Congress last year. The revamped GROW AMERICA Act calls for spending, again, over a period of six years, in this manner: $317 billion to improve the nation’s highway system, an amount that DOT said will increase highway funds by an average of nearly 29% above FY 2015 enacted levels, while “emphasizing policies and reforms that prioritize investments for much-needed repairs and improvements…”Nearly $115 billion to enhance transit systems, which would up average transit spending by nearly 76% above FY 2015 enacted levels. This funding would be aimed at projects involving light rail, street car, and bus rapid transit systems$28.6 billion to fund the development of “high-performance rail and other passenger rail programs as part of an integrated national transportation strategy”$7.5 billion to “more than double the size of the highly successful” TIGER discretionary grant program that enables DOT “to invest in road, rail, transit and port projects that promise to achieve critical national objectives”$6 billion to expand financing options under the Transportation Infrastructure Finance and Innovation Act (TIFIA), which DOT noted “leverages Federal dollars by facilitating private participation in transportation projects and encouraging innovative financing mechanisms that help advance projects more quickly”$18 billion to develop a multi-modal freight program that would “give freight stakeholders a meaningful seat at the table in selecting funded projects” through “better coordination of planning among the Federal Government, States, ports, and local communities to improve decision-making”$935 million for investing in future vehicle and safety technology, “including the advancement of vehicle automation and vehicle-to-vehicle technologies”$7.35 billion to improve safety on local rural roads as part of the Critical Immediate Safety Investments Program; per DOT, this funding “will help States improve safety on non-State owned roads that do not often benefit from Federal funding”$16 billion for the existing Highway Safety Improvement Program, “to save lives and prevent serious injuries for all road users, including pedestrians and bicyclists”Nearly $6 billion to increase the National Highway Traffic Safety Administration’s capability “to ensure that vehicles on the road meet the highest safety standards and that the agency has the personnel and tools to identify vehicle defects early and respond quickly.”

Heavy Duty Trucking / February 3, 2015 A Cummins ISB-equipped WorkStar 4x4 is on display this week at the International Truck booth (C6283) at World of Concrete. .

Fleet Owner / February 3, 2015 International ProStar trucks will now include the next-generation of active safety systems from Bendix. The system features camera, radar and brakes for enhanced safety. “This is another example of International Truck seeking out industry-leading solutions and bringing them to market quickly for our customers,” said Bill Kozek, Navistar president, Truck and Parts. “Our unique relationship with Bendix offers our customers new options that enhance driver and vehicle safety, improve uptime and increase productivity.” The next-generation Bendix system builds on the proven technology of Bendix ESP electronic stability system, Bendix Wingman Advanced collision mitigation technology, and AutoVue Lane Departure Warning (LDW) system from Bendix CVS. It integrates and significantly enhances the most advanced technologies in the Bendix commercial vehicle safety suite to create a system that does more—and does it better—for today's commercial vehicle market. The Bendix next generation active safety system will be launched initially on International ProStar sleeper models with ProStar day cab and LoneStar models following later in 2015. “We are fortunate to have close partnerships with trusted suppliers like Bendix,” Kozek added. “Through our close collaboration, we're delighted to be first to market with this technology that helps contribute to vehicle safety.”

Heavy Duty Trucking / February 3, 2015 Peterbilt launched a new set-forward front axle configuration of the vocational Model 567, made for mixer and other weight-conscious applications. The truck was revealed at the World of Concrete show. The Model 567 SFFA is designed to maximize payloads and meet state and federal bridge law requirements. It is available in 115- and 121-inch-BBC lengths. The 115-inch model has a bumper to front axle distance of 29 inches; the 121-inch length has a bumper to front axle distance of 31 inches. “The Model 567 SFFA (set-forward front axle) lets customers maximize payloads while helping meet state and federal bridge law requirements,” said Robert Woodall, Peterbilt Assistant General Manager of Sales and Marketing. “The Model 567 is a low-weight leader and this new configuration will let customers take full advantage of that through optimized weight distribution.” “The new axle position builds on the Model 567’s already exceptional versatility, helping customers across a wide range of applications reach higher levels of performance, productivity and profitability,” said Woodall. “The Model 567 broke new ground for visibility, maneuverability and durability. Customer reception of the Model 567 has been overwhelmingly positive and the new SFFA configuration gives our customers more choices than ever to meet their jobsite requirements and business goals.” The dimensions were designed to maximize maneuverability while providing a wheelbase that complies with bridge law requirements. The truck on display at the World of Concrete expo is equipped with a Paccar PX-9 engine, an Allison automatic transmission with FuelSense technology and a McNeilus mixer body. Both the set-forward and set-back front axle configurations of the Model 567 are standard with Paccar MX-13 engines with up to 500 hp and 1,850 lb.-ft. of torque. Both versions are also available as a day cab or with Peterbilt’s lineup of detachable sleepers. .

A political appointment, here's yet another brand led by an individual with no knowledge whatsoever about the truck business. Platt worked her way up to treasurer, helped the Germans acquire Western Star and Thomas-Built Buses, and then was charged with running Thomas-Built despite having zero background in the school bus business.

Heavy Duty Trucking / February 3, 2015 Michael Jackson is retiring as general manager of Western Star Truck Sales after 10 years with Daimler Trucks North America, the company announced. Jackson is set to retire on March 31. Kelley Platt will assume Jackson's former role as general manager, leaving her role as president and CEO of Thomas Built Buses. Plat has been with DTNA since 1989 playing a crucial role in the company’s acquisition of Western Star and Thomas Built Buses. "Michael has been instrumental to the success of the Western Star brand," said Martin Daum, president and CEO of DTNA. "We wish Michael the very best in his future endeavors and we have the utmost confidence in Kelley Platt and her ability to keep Western Star's momentum going." Jackson joined DTNA in 2005 as the general manager of marketing and controlling. Since taking over the role with Western Star in 2009, Jackson oversaw several successful product launches including the new Western Star 5700XE. "Working for Daimler Trucks North America has been an important part of my life professionally and personally," said Jackson. "I am pleased to retire and leave the Western Star brand in the capable hands of my successor Kelley Platt." Platt recieved her bachelor's degree in economics from Colby College and her MBA from Duke University. She will be relocating to the Portland, Ore., area to oversee Western Star's initiatives from the DTNA corporate headquarters.

Transport Topics / February 3, 2015 Navistar has added the Cummins ISB 6.7-liter diesel to the engine lineup of its International WorkStar vocational model, the truck manufacturer announced. The Cummins engine will be available in ratings up to 325 horsepower and 750 pound-feet of torque, with higher ratings available for fire and emergency applications. It will join Navistar’s proprietary 9.3-liter and 13-liter diesels in the WorkStar lineup, and will be available with Eaton manual and automated-manual transmissions or automatics from Allison. “Adding the market-accepted Cummins ISB6.7 to our vocational lineup is a key part of our strategy to offer our customers the most comprehensive options of proven components in the industry,” said Bill Kozek, president of Navistar’s truck and parts division. The Cummins ISB option for the WorkStar is available for order, and production will begin this spring. The WorkStar is the second International truck model to offer the ISB; the engine was added to the International DuraStar lineup in December 2013.

Ford Global Truck Program chief engineer.

Diesel News Australia / February 3, 2015 Truck brands inspire a peculiar loyalty among those which work with them. Many truckies have a favourite brand and model, if asked. Some of those involved in designing and building them also feel the same way. Here is one of the Mack enthusiasts involved in the development on the Mack Titan talking with love for the bulldog brand. Mack seems to be one of those brands which engenders the most affection. Historically, the B models were an integral part of the explosion in the trucking industry from the late fifties through to the early seventies. Many of the iconic trucking companies we know today started out with those early Mack trucks. The Mack was also the go to truck for road trains as they developed and grew in our remote areas. One of the modern enthusiasts for the Mack brand is Heavy Haulage Australia’s Jon Kelly, although his fleet does include a lot of Kenworths. Here is the latest version of the Titan at work in Western Australia:

The current Cargo cab was introduced in 2003. In 2013, an updated Cargo (and cab) was introduced (under the Ford Global Cargo Truck Program headed by chief engineer John Sidelko). If Ford wanted to do so, the company could marry the Cargo cab to the current F-650/750 platform and create a much more serious entry in the medium truck segment. However, Ford is not serious about the North American medium truck market. Though logical, it isn't practical for Ford US to import complete Ford Otosan Cargo medium trucks from Turkey on account of our protectionist 25 percent import tariff on imported trucks (Lyndon Johnson's 1964 Proclamation 3564, i.e. the chicken tax). Ford imports Transit Connects to the US market from Ford Otosan with passenger seats installed, claiming it as a car. Ford then removes the seats for shipment back to Turkey to be installed again, to get around the 25% truck tax. Apparently if you know a few people in congress, you can cheat the system in public view. With the majority of medium and heavy trucks on America's roads today produced by foreign truckmakers, it's clear that the chicken tax is not serving any useful purpose. If anything, it's working against US vehicle makers like Ford.

In a move to cut costs, the F-150 and Super-Duty range will be using the same cab (per Raj Nair). Do I feel a pickup cab is ideal for medium truck? No. No longer serious about the US market medium truck segment, Ford is only willing to build a compromise truck utilizing a pickup truck cab, engine and transmission. Back in the day, that was okay. But in the year 2015, most participants recognize that the requirements of an optiized medium truck design are night and day apart from both light and heavy trucks. Take for example the DAF LF (aka Kenworth K270/K370 and Peterbilt 210/220). That is a purpose designed medium truck that will operate with cutting edge efficiency, comfort, economy and maneuverability for many years.

The Seattle Times / January 30, 2015 The Bellevue-based truckmaker said 2014 yielded the second best annual profit in the company’s century-long history. Paccar reported a 16 percent increase in net income for 2014, bringing in the second best annual profit in the company’s century-long history. “Paccar’s North American customers are benefiting from good economic growth, record freight tonnage, lower fuel prices and the excellent operating efficiency of Kenworth’s and Peterbilt’s industry-leading trucks,” said company CEO Ron Armstrong. For the year, the company reported a profit of $1.4 billion, or $3.82 a share, up from $1.2 billion, or $3.30 a share, in 2013. Truck sales brought in $14.6 billion in revenue, up 12 percent from a year ago. Paccar parts generated $3.1 billion, up 9 percent over last year and a record for the business. Total revenue for the company, including financial services, increased almost 11 percent to nearly $19 billion — a record high for the company. During 2014, the company opened a new distribution center in Montreal, Canada, and began construction of a new 160,000-square-foot distribution center in Renton. Paccar delivered 142,900 trucks worldwide in 2014 — including its one millionth Kenworth truck. In U.S. and Canada, the company sold 84,800 trucks, up 23 percent from 2013. European sales were down 18 percent to 39,500 trucks. In a conference call with analysts, Armstrong said the political tensions with Russia have affected demand in that country to some extent. But with freight activity increasing in Europe as a whole, the European market has the potential to improve. “I think it’s a matter of people getting confident about how the future may look for them,” he said. “Once they gain that confidence, they will be willing to be more aggressive in placing that order.” The company delivered 3,600 trucks in South America for the year, a 37 percent increase from 2013, due in part to production rising at the Brazil factory that was built in 2013. Analysts on the call questioned what impact declining oil prices will have on Paccar’s sales in 2015. Because only about 10 percent of the company’s truck volume is related to supporting the oil industry, principally as water and sand trucks, Paccar does not expect much backlash due to possible reduced oil exploration. “Our assessment of the impact of the lower oil prices is a positive for the U.S. and U.S. economy,” Armstrong said. “That will create additional consumer spending and consumer demand, which I think will benefit freight volumes.” For the quarter, Paccar reported a profit of $394.3 million, or $1.11 cents a share, up 18 percent from $334.2 million, or 94 cents a share, for the same period in 2013. Truck sales brought in the majority of revenue, increasing 13 percent to just under $4 billion. Total revenue for the company during the forth quarter was $5.1 billion, up 11 percent from the same period in 2013. Paccar is one of several heavy- and medium-duty truck producers under investigation by the European Commission for possible anti-competitive practices in the European Union. The commission began investigating the companies in January 2011, and in November sent a “statement of objections” to each company involved, informing them of its suspicions of anti-competitive practices. Paccar is preparing a response, which the commission will review before making any decisions. Friday the company again said it is unable to predict the outcome of the proceedings or estimate the potential fine that may be incurred. Paccar shares closed Friday at $60.11, down $3.94 or 6.2 percent. Shares traded between $53.59 and $71.15 in 2014. More information: http://www.paccar.com/news/current-news/2015/paccar-reports-record-annual-revenues/

Australasian Transport News / February 2, 2015 Australia’s trucking fleet is both growing and ageing, according to the latest registration data The Australian Bureau of Statistics (ABS) has released its annual census of the national vehicle fleet, with some interesting insights into the state of it. ABS numbers show that freight vehicles are growing in absolute number and in comparison to passenger vehicles on Australian roads, but they are also not getting any younger on average. Rigid trucks accounted for 2.6 per cent of the total number of vehicles registered in 2014, down slightly from the 2.7 per cent recorded in the 2009 census year. Numbers of light rigid trucks rose 22.5 per cent over the same period, while heavy rigid truck registrations have grown by 6 per cent since 2009. While more trucks are taking to Australian roads, they are not necessarily new trucks. The influx has not changed the average age of the national freight transport fleet. Light commercial vehicles have had an average of 10.4 years since 2009, while light rigid trucks have gotten older – from an average of 10.9 years in 2009 to 11.1 years during the 2014 survey. The average ages of heavy rigid and articulated trucks have also risen – from 15.4 to 15.6 years and from 10.7 years to 11.4 years respectively. Of the 329,464 heavy rigid trucks registered for use in Australia, some 43.5 per cent were manufactured in or before 1998. Only 60,882, or 18 per cent, were manufactured in the last five years.

http://www.bigmacktrucks.com/index.php?/topic/31288-peterbilt-model-320-lcf-gets-new-interior/

FYI: The 320 is the only Peterbilt model not produced in Denton, Texas. Rather, it is built at Paccar's Mexicali, Mexico plant alongside Kenworth models. The company says the 320's COE configuration isn't compatible with Denton's production line.

Heavy Duty Trucking / January 28, 2015 When the covers were pulled off the 2016 Nissan Titan XD full-size pickup at the 2015 North American International Auto Show earlier this month, it was really two debuts in one with the all-new Cummins 5.0L V-8 Turbo Diesel engine being shown for the first time too. The Cummins 5.0L V8 Turbo Diesel in the upcoming 2016 Nissan Titan XD features a Cummins M² Two-Stage Turbocharger, which is configured to work well at both low and high engine speeds. The series sequential turbocharging system, involving two differently sized turbochargers, effectively provides a small turbocharger for low air flow requirements and a large turbo for high air flow. The small turbo provides the advantage of good transient response due to its low inertia and the large turbo maintains power at higher engine speeds. This helps eliminate turbo lag, providing a continuous delivery of peak torque through the RPM range. In order to control the air flow between the two turbochargers, the new M² system from Cummins Turbo Technologies uses a rotary valve to open ports that perform the bypass or waste-gate functionality and provide exhaust after-treatment thermal management. “We are excited to have Cummins as a partner to launch the new Titan XD. The Indiana-made Cummins 5.0L V8 is a perfect fit for our truck that was designed in California, engineered in Detroit, and will be assembled in Mississippi,” said Rich Miller, chief product specialist, Titan, Nissan North America, Inc. “The 2016 Titan reflects the passion that both Nissan and Cummins employees have toward their heritage as truck people. We collectively know what we would want in our own truck and pulled together all of those traits into one unbeatable package that we are thrilled to finally show the world.”

Fleet Owner / January 29, 2015 Freightliner Trucks has announced new option packages that are now available to order on its Class 6/7 M2 106 medium-duty truck model. The new packages were introduced at the 2014 Work Truck Show. “We know our medium-duty customers want options that enhance productivity, efficiency and driver recruitment, and we are delivering smart solutions on all levels,” said Mary Aufdemberg, director of product marketing for Freightliner Trucks. The new options for the M2 106 include: AllisonTransmission’s FuelSense technology “Ideal for pickup and delivery applications, FuelSense is a set of unique software packages including features that automatically adapt to shift cycles and torque, maximizing transmission efficiency based on load, grade and duty cycle, without compromising performance. When ordered in the Efficiency Package, FuelSense is paired with an exclusive 220hp and 600 lbs.-ft. of torque Cummins ISB6.7 engine. Features such as the increased torque rating allows operation at lower engine RPMs, mitigating downshifts; and FuelSense’s neutral-at-stop feature, which takes the load off the engine and transmission while stopped in traffic or at a light, further contribute to meaningful fuel savings. The Efficiency Package also includes a 5.22 axle ratio and synthetic fuel efficiency lube for the steer and drive axles.” Driver Retention Package This package includes “popular premium interior features that will contribute to driver comfort during tough working conditions. Options include a roof console with storage; premium insulation; a wood grain instrument panel; additional in-dash power outlets; Bluetooth-enabled SiriusXM radio; a high-back air suspension heated driver seat; dual driver seat armrests; power windows and door locks; and an adjustable tilt and telescoping steering column.” Professional Image Package This package offers a variety of chrome and bright finish options for the M2 106, including a chrome hood mounted air intake grille; a hood-mounted chromed plastic grille; a 14-inch round polished air horn; chrome headlight bezels; bright-finished heated and remote mirrors; polished fuel tanks with painted bands; three-piece chromed steel bumper; and polished stainless steel steps.

Fleet Owner / January 29, 2015 Peterbilt Motors Co. has announced that its low-cab forward Model 320 reached record production in 2014 with more than 1,600 trucks built—which amounts to a 12% year-over-year increase. The specialty vehicle – used primarily in refuse operations and concrete-pumper applications – was recently introduced with an entirely new interior. A right-hand, stand-up cab configuration was announced late last year as well. Additionally, the company said it would introduce a dual-steer configuration later this year. “The Model 320 has been a proven performer for many years and through many harsh operating environments. Since 2000 we’ve seen large market share gains for the Model 320,” said Robert Woodall, Peterbilt assistant gm - sales and marketing. “We anticipate even larger gains ahead as customer reception of the new Model 320 is outstanding, providing super ior fit and finish and numerous enhancements that improve operator comfort, productivity and safety,” he added. .