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Heavy Duty Trucking / January 6, 2015 Penske Logistics took its fight against California’s meal and rest break requirement to the U.S. Supreme Court. The company on Tuesday petitioned the court to review a lower court’s finding that California truck drivers are entitled to paid breaks. At issue is a California law requiring a 10-minute rest break for every four hours worked and a 30-minute meal break every five hours when the driver’s work period is longer than five hours. Penske contends that this law is preempted by a 1994 federal law that says states may not govern a carrier’s prices, routes or services. The issue has been in court for years. In 2011 Penske won a District Court challenge but that decision was overturned last year by the Ninth Circuit Court of Appeals. Penske encourages its drivers to take rest and meal breaks, said Senior Vice President and General Counsel Michael Duff in a statement. “This case is about federal law preempting state laws that relate to rates, routes, and services offered by trucking companies. We’re asking the Supreme Court to resolve this issue for our company and the trucking industry. The Ninth Circuit’s decision significantly impacts the entire transportation industry as well as the flow of commerce and ultimately impacts consumers.” The case is titled Dilts et al. v. Penske Logistics LLC and Penske Truck Leasing Co., L.P.

Fleet Owner / January 6, 2015 Regulation of trailers is almost a certainty under Phase II of the Greenhouse Gas (GHG) rule currently being drafted by the Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA), according to Great Dane. The good news is that the regulatory agencies involved are seeking input from engine, tractor and trailer manufacturers on how proposed fuel-efficiency standards might impact their businesses and the implications associated with them. Great Dane, along with others, has been working with the EPA in Ann Arbor, MI for some months to help the agency understand the technical aspects of trailer manufacture and use, Charles Fetz, vice president, design and development for Great Dane told Fleet Owner in a recent interview. “I am pleased with what the EPA has done and with the progress we’ve made as a team,” he said. “The EPA has done a very good job and we [on the industry side] have worked to understand the regulatory process.” Fetz also noted that he is hopeful that regulators will take into account the recommendations of the Ann Arbor team in the drafting of the Notice of Proposed Rulemaking, anticipated by March 2016. In November last year, Great Dane published a whitepaper titled, “What you need to know about proposed Phase II Greenhouse Gas standards in the trucking industry,” authored by Fetz. In the whitepaper, he noted that, “While these proposed rules may open new opportunities for making tractor trailers as efficient as possible—a shared goal by government and the trucking industry—additional performance regulations have the potential to open a whole host of complexities and potential issues that the government regulators need help in identifying and understanding.” Many of the concerns Fetz identifies center around “the difficulty of creating a regulation for an industry where a high degree of customer-specified customization and critical variations in product configurations and specifications are the norm.:” This list includes issues such as: Whether the regulations will limit the ability to manufacture trailers according to customer demands, resulting in operational constraints for fleets and problems for shippers.The potential for these pending regulations to create business fluctuations in the tractor-trailer market, “creating a peak demand and then an artificial fall-off of demand in subsequent years."The difficulty in establishing a regulation for trailers specifically because of the vast number of factors that affect fuel efficiency, such as tire selection, weight and aerodynamic device compatibility, which are largely beyond the control of OEMs and may be potentially adverse to carriers.Fetz told Fleet Owner that he expects the Phase II GHG regulation to begin with van trailers, noting that “there will be exemptions.” Ideas of averaging, of banking and trading credits, are being discussed, he noted—the idea being that OEMs could “borrow” credits received from the manufacture of their most-efficient trailers to allow them to make other trailers that customers need but that are not as efficient under the terms of the regulation. In conjunction with the publication of the whitepaper, Great Dane also invited other OEMs and carriers to “share their critical information with us” through a brief survey, which can be completed anonymously or for attribution. The information gathered will be tabulated and masked and shred in discussions with EPA and NHTSA to “help provide the most complete picture possible to help shape this regulation and advise the agencies on factors relevant to the regulations’ potential impact on our industry.” When it comes to offering advice, Fetz noted that he is confident “trailers will be regulated,” and advised other trailer makers “to make recommendations to tractor OEMs” on what could/should be regulated and what is just not practicable, including trying to restrict tractor-trailer pairings.

Trailer/Body Builders / January 6, 2015 Hendrickson has completed the purchase of the Frauenthal Group’s heavy-duty leaf spring and stabilizer segment, along with a number of their subsidiaries in Europe. “This acquisition of this business will enable us to broaden our footprint in Europe to better support our global spring customer base,” stated Gary Gerstenslager, president and chief executive officer Hendrickson. TBC Netherlands, a Hendrickson affiliate, will absorb operations in Austria, France and Romania. The light springs operations based in Portugal will remain with Frauenthal. http://www.bigmacktrucks.com/index.php?/topic/37792-hendrickson-exits-spanish-joint-venture/?hl=hendrickson

Prime Mover / January 5, 2015 Diesel and gas engine distributor MTU Detroit Diesel Australia (MTU-DDA), a division of Penske Automotive Group, will be rebranded as Penske Power Systems as of 1 April 2015. Under the Penske Power Systems name, the company will continue to provide customer support as well as full parts and after-sales service through a network of branches, field locations and dealers.

Press Release / January 5, 2015 A new edition of the Dakar is already underway and the Iveco trucks have started full speed. Hans Stacey, at the wheel of a Powerstar, won the first stage connecting the cities of Buenos Aires and Villa Carlos Paz in Argentina. Also with Iveco, Gerard De Rooy finished in 9th place and Pep Vila in 12th. The new edition of the Dakar, the world’s most challenging off-road rally, has taken off. Iveco triumphed in the first stage, set on a connection between the two cities of Buenos Aires and Villa Carlos Paz in Argentina, with Hans Stacey and his Iveco Powerstar taking first place. Gerard de Rooy, leader of Team Petronas De Rooy Iveco, finished the race in 9th place and Pep Vila in 12th position. The first timed 175 kilometers of the 2015 Dakar are now of the past. This stage was called Buenos Aires - Villa Carlos Paz, given the location of the bivouacs, but the actual competition route between Baradero and San Nicolás was very fast and went smoothly. It was somewhat tricky for the drivers who paved the way. Hans Stacey was the fifth out the start and was able to take advantage of the speed of his Iveco Powerstar to win the first special stage of the Dakar. The day's main fight for the lead took place between Hans Stacey with his Iveco and Marcel Van Vliet, driving an MAN. After taking turns in the lead a couple of times as they passed the various waypoints, Hans Stacey's Iveco Powerstar came in first place and became the first partial winner of the 2015 edition. He finished with a 35 second lead on Van Vilet. "I am very happy. I had hoped to win this stage. I was taking advantage of Ales Loprais's tailwind, but we ended up doing a good job. For the past two years, I've been having trouble, but this time everything is going smoothly and I feel confident. I feel like everything's just right, everything's organized. I think I can win. We will try to keep it up," said Hans Stacey, upon arriving at the finish line as the winner of the first stage. Gerard de Rooy, the 2012 Iveco winner and runner-up in 2014, came in a little later. The Dutch team leader lost time after waypoint 2, with an average special stage. He still finished just 1m57s behind his teammate, a negligible difference given the upcoming stages. Pep Vila, with an Iveco Trakker Evolution II, closed the day in 12th place at 3m21s. The Spaniard had a strong performance during this first stage of the 2015 Dakar and he is ready to join the Top 10 during the next special stage on Monday, connecting the towns of Villa Carlos Paz and San Juan, still in Argentina. More info available at www.iveco.com/dakar .

Transport Topics / January 5, 2015 Volvo AB said January 5 it completed its 45% acquisition of Chinese automotive manufacturer Dongfeng Commercial Vehicles Co. for about $885 million. Volvo signed an agreement in January 2013 with Dongfeng Motor Group Co. to acquire the stake of that company’s commercial-vehicle unit, which includes most of Dongfeng’s operations in heavy-duty and medium-duty commercial trucks. Volvo said the deal, which was since approved by Chinese authorities, “will significantly strengthen its position in medium-duty trucks” and make it one of the world’s largest manufacturers of medium- and heavy-duty trucks. “This strategic alliance is a real milestone and entails a fundamental change in the Volvo Group’s opportunities in the Chinese truck market, which is the largest in the world,” Volvo Group CEO Olof Persson said. “It will provide us with the opportunity to become involved in growing [Dongfeng’s] international business in a manner that will benefit us and our Chinese partner,” he said in a statement. The Chinese market for heavy-duty trucks totaled about 774,000 vehicles in 2013, while the corresponding figure for the medium-duty truck market was 286,000 vehicles, Volvo said. Dongfeng had “a leading position in both the heavy-duty and medium-duty segments” that year, with sales of 120,600 heavy-duty trucks and 51,000 medium-duty trucks, with market shares of 15.6% and 17.8%, respectively, Volvo said. Its pro-forma 2013 sales were about $5.6 billion, with pro-forma operating income of about $150 million. In the first three quarters of 2014, Dongfeng’s sales were about $4.2 billion, with an operating profit of about $18 million, and it sold 85,000 heavy-duty and 31,000 medium-duty trucks. Volvo, which makes Volvo and Mack brand trucks in the United States, said it expects its ownership in Dongfeng will be consolidated this month and to be reported as part of its trucks segment.

Press Release / January 4, 2015 The 2014 tablet edition of Legend, Scania’s award-winning V8 magazine, is now in the App Store and will be on Google Play in the next few weeks. The tablet version is packed with videos, images and links to a broad range of V8 material. https://itunes.apple.com/nz/app/scania-legend/id803899130?mt=8 The overall theme for the 2014 edition of Legend is operating economy. Readers will also be invited to take a closer look at the technical details of Scania’s legendary V8 engine. Additionally, the magazine focuses on the growing trend towards heavier vehicle combinations in various markets. Legend for tablets contains even more content than the printed version, including videos, direct links to V8 material on Scania’s digital channels, and a far wider range of images. The first issue of Legend was published in 2009 to celebrate the 40th anniversary of the Scania V8. The 2013 edition of Legend – the first for tablet – highlighted Scania Streamline and featured a video showing an R 730 V8 Streamline truck coming to life in Zwolle, in the Netherlands. The 2013 issue of Legend won gold at the Swedish Design Awards (Designpriset) in the Editorial Web category. .

Ford tried to come into the JLTV competition late with a lower price. In the end, they will only supply engines. In late 2011, Ford Motor Company, the second-largest U.S. automaker, began discussions with DOD about competing to build the JLTV. Ford left the military tactical vehicle business in the early 1980s after more than two decades of producing Jeeps and other trucks. Ford believed it could leverage its commercial truck line and, in partnership with a defense contractor, develop the JLTV quicker and cheaper than current proposals. Ford and its teammates, including Raytheon, contended among other things: • Given a total order of 20,000 vehicles over six to eight years (2,000 to 3,000 vehicles per year) Ford’s JLTV version (named the Joint Marine Army Vehicle, or JMAV) would cost $225,000 or less per vehicle under a firm, fixed-price contract, $200,00 or less in quantities above 50,000. • The Ford team would bear the entire cost of approximately $400 million to build production-ready prototypes, meaning that no EMD phase would be required. • JMAV production could start by late 2015, sooner if DOD accelerates JLTV testing and evaluating schedules. Reportedly, Ford would need an additional 14 months to produce prototypes required under the current RFP. The Army reportedly was not receptive to modifying the EMD RFP to accommodate Ford, noting “we have to be fair to industry as a whole ... should we structure the program around one potential vendor based on where they’re at in their design process?” The Army Program Manager for JLTV noted the EMD RFP would be closed on March 13, 2012, as stated in the RFP. In addition to difficulties with the RFP deadline, Ford reportedly took issue with the EMD RFP, noting “no credit will be given for proposed performance above threshold or at objective levels” as Ford contends the JMAV would meet or exceed RFP performance requirements. Given these and other concerns, Ford reportedly decided not to compete in the JLTV EMD phase. On March 26, 2012, it was reported due to the JLTV program timelines, that Ford had entered an agreement with the BAE Systems JLTV Team to provide the Ford Power Stroke 6.7 liter turbo charged engine (similar to its F-Series Super Duty Truck engine) for the BAE Team variant, noting that these engines would be “very affordable” for DOD.

It appears the originally planned 340hp Cummins 6-liter V-8 has been replaced with the AVL-designed 6.7-liter Powerstroke rated at 400hp (paired with a 6-speed Allison 2500SP).

Truck News / January 4, 2015 "We went from 6.5 miles to the gallon to 9.5 miles to the gallon, just by handing (drivers) the keys to a new truck. At 1,000 miles a day, that’s a lot of money" He used to spec’ all the trucks himself. One truck for every job. But Marcel Boisvenue, fleet maintenance manager with Kriska Transportation, has recently changed all that. He now leans more heavily on the expertise of the OEMs – their wind tunnels, their laboratories, their engineers – to design the best truck for each specific route and application. “Years ago when we spec’d a truck, one truck did everything,” Boisvenue explained. “It did this job, did that job. Did the hills, did the flats. It hauled 30,000-lb payloads and it hauled 110,000-lb payloads. We realized this last few years that we can’t do that anymore.” This year, when it came time to replace several units hauling glass on an Indiana-Ontario/Quebec route, Boisvenue had just one request: 10 mpg. “I said if I can’t get 10 miles to the gallon (Imperial) then we’re going to be talking,” Boisvenue said. No pressure. This request landed five new International ProStars with Cummins-Eaton SmartAdvantage powertrains in Kriska’s yard. They’re rated at 450 hp and 1,550/1,750 lb.-ft. of torque. They are among the first SmartAdvantage-powered trucks to be deployed in Ontario. The trucks are being used to serve a customer whose payloads rarely exceed 30,000 lbs, delivering glass from a factory in Indiana to manufacturers in Ontario and Quebec. The trucks head back to Indiana even lighter, with empty racks going back to the glass plant. The trucks are getting a full 3 mpg better fuel mileage than the ones they replaced – International ProStars with EGR-only MaxxForce engines. It’s easy to dismiss the SmartAdvantage as an American spec’. After all, it’s limited to a GVW of 80,000 lbs. It’s not the truck you bring into your fleet to do everything, but it has its place. The SmartAdvantage powertrain is a result of a heightened level of collaboration between Eaton and Cummins. As independent component manufacturers, the two companies are kindred spirits of sorts, facing the same daunting challenges in an industry whose suppliers are regularly espousing the benefits of vertical integration. The hyper-collaboration between the two companies now even includes the exchange of trade secrets to better optimize their respective components for the greater collective good. It seems to be working out. These ProStars are getting just shy of 10 mpg (Imperial). But how do they drive? I wanted to find out and with the help of Cummins and Kriska, I had the opportunity to take Unit 1500 for a four-hour drive the week before Christmas. Yep, Christmas came early this year. This being a slip-seat truck running 20 hours a day, I wanted to get some drive time with the SmartAdvantage without disrupting Kriska’s busy delivery schedules in any way. So I met up with driver Norm Conant around noon on Dec. 17 and we headed over to All Weather Windows to pick up a few dozen racks for delivery to Sarnia, where we’d pass it off to another driver who’d take the load down to Indiana overnight and return early the next morning with another load of glass. It was 3 p.m. by the time we got loaded and onto Hwy. 401, which was surprisingly fluid, given the time of day. On the drive to Sarnia, the SmartAdvantage did everything I was told it would do. Prior to my drive, Christoph Horn, Ontario territory manager with Cummins, explained the downsped engine would cruise at about 1,259 rpm at 62 mph (100 km/h). This is slightly higher than Cummins wanted but at the time the trucks were ordered, Meritor’s 2.79:1 rear axle ratio wasn’t an option, so they opted for the 3.08. “When we were spec’ing this, we wanted this to run between 1,150 and 1,240 rpm, so we’re on the high side of where we want it to run – we’re about 19 rpm over where we’d like it to be,” Horn acknowledged. It’s okay to drop a gear Horn cautioned the transmission would readily downshift to ninth gear, but this was no cause for concern because the ISX15’s broad sweet spot means the engine is still operating within that range – even in ninth. While engineers used to emphasize the importance of getting into top gear and staying there as long as possible, the focus has since shifted to getting into the sweet spot and remaining there – even if that entails dropping a gear. “For the first time, we’re really okay with downshifting because we’re still in the sweet spot when we downshift,” Horn said. “And when we downshift, we have the advantage of being in direct drive and there’s a 3% fuel economy benefit to be picked up on the transmission side when we’re in direct drive as opposed to overdrive.” But this never happened on my drive, with just 16,000 lbs of racks in the wagon. It didn’t happen on the return trip either, with 36,000 lbs of glass in the back. We held tenth gear the entire time, but the steepest grade we encountered was approaching Hwy. 8 eastbound on the 401 – not exactly the Roger’s Pass. Normally an engine evaluation calls for some hill hunting and the pursuit of challenging terrains with heavy loads, but there was little reason to do so with this truck. This truck was never built to haul heavy payloads over big hills. You wouldn’t spec’ the SmartAdvantage to run the West Coast with a 110,000-lb payload; it wouldn’t be smart and there’d be no advantage. This spec’ is intended for gross loads of no more than 80,000 lbs and that’s exactly what Kriska was looking for when it placed the order. That, and 10 mpg. They’re nearly there. By fall, the five SmartAdvantage-powered ProStars were averaging 9.42 mpg (Imperial) with about 43,000 miles of pavement having passed underneath their tires. But it’s the consistency that really impresses Boisvenue. “These things come in and every time I check them, there is less than a 0.1 mpg spread between the worst and the best (SmartAdvantage units),” he told me. Where do the savings come from? The work Cummins and Eaton have done to better integrate the engine and transmission are yielding real improvements when it comes to fuel economy. One example of this is that the engine can now access the transmission’s level sensor, allowing it to more quickly and accurately adjust torque based on the actual road grade rather than an estimate derived from a complex calculation. Better integration contributes about one third of the 3% fuel economy gain Cummins and Eaton say the SmartAdvantage can deliver over a non-optimized, but similar, engine/transmission combo. Another 1% is derived from improvements to the design of the 10-speed Fuller Advantage Series automated manual transmission – the first to employ a precision lubrication system that eliminated the need for an oil cooler and shaved about 80 lbs from the transmission’s weight. The final piece of the puzzle is downspeeding, where another percentage point is gained by running the engine at lower rpm. But in addition to all this, both Cummins and Eaton have made significant improvements to their own respective products in recent years. The Fuller Advantage Series employs small step gearing for better shifting performance and Cummins has continuously improved the fuel economy of its ISX15 as far back as 2007. “If a customer is coming out of a 2007 product into a 2014 product, they’ll see a 10% increase in fuel economy – and that’s not with the SmartAdvantage, that’s just the standard powertrain,” Horn explained. There are many reasons for this but one of the most impressive may be the reduction in diesel particulate filter (DPF) regenerations required today. The ISX15 typically requires a DPF re-gen once every 96 hours of operation – down from about once per eight hours in 2007 and every 20 hours in 2010. When you consider that every re-gen burns about 1.5 gallons of diesel, you don’t need a calculator to realize there’s a lot of money to be saved simply through optimization of the aftertreatment system. If you like the Cummins-Eaton pairing but require a heavier GVWR, you can get an ISX15 with 16-speed Eaton UltraShift Plus, which provides greater flexibility for a wider range of payloads. This combination works well, as you can read here, but the engine and transmission are not yet as fully integrated as they are with the SmartAdvantage. The 16-speed still requires an oil cooler and the engine doesn’t yet tap into the transmission’s level sensor. How it drove The SmartAdvantage is a powertrain that doesn’t have to be spectacular – it just has to be efficient. Several hours on Hwys. 401 and 402 at 100 km/h and mixing it up with a little bit of traffic was enough to experience the transmission’s smooth shifting and the responsiveness you’d expect from an ISX15 engine. Vehicle Acceleration Management (VAM) is a key ingredient to the SmartAdvantage recipe, and it effectively limits the power available upon acceleration when lightly loaded. This, in turn, limits the fuel economy carnage a lead-footed driver can incur by treating every green light as though it’s a green flag. The end result is that even when you’re lightly loaded, you’ll feel like you’re grossing 70,000 lbs. Drivers won’t like this, but some may need it. The logic behind it is sound – there’s significant fuel economy to be gained by forcing a more gradual acceleration when lightly loaded. But there were a couple instances where I felt we missed an advanced green because of VAM. Did any fuel we saved go out the stack while we sat there waiting for the traffic lights to cycle through? Horn acknowledged VAM is still being fine-tuned in an attempt to strike the perfect balance between efficiency and performance. Even though VAM encourages more gradual acceleration, a truck with VAM enabled and one without, will both reach the same speed within 33 seconds. Yet VAM provides a fuel savings of 1-2%, Horn claims, adding the fuel savings are greatest in regional haul applications. Aside from its controlled acceleration at launch, the SmartAdvantage never felt underpowered in any way. SmartAdvantage engines also come with SmartTorque2, which provides a dual torque rating (1,550/1,750 lb.-ft. on the truck I drove) depending on how much is required at any given time. It seamlessly switches between the two torque ratings based on the gear the transmission is in, the weight of the load and the road grade, as dictated by the transmission’s level sensor. The ProStar itself provided a comfortable ride. I was surprised there were no chassis fairings on this truck, but Boisvenue told me they’re not offered on this configuration, probably due to the short wheelbase. My only complaint, and it’s a small one, is with the design of the hood-mounted mirrors. I found them to be a touch large and I don’t love the tripod-style mount. Sure they provide great visibility down the side of the truck but they also obstruct what’s ahead and they can’t be good for aerodynamics. For a fleet spec’ day cab, this ProStar was very nice to drive. Visibility over the short, sloped hood was excellent, the heater kept the cab toasty and buttons and switches were logically arranged on the dash and the steering wheel. Light loads. So what’s with the 15L power? Because these trucks rarely haul payloads greater than 30,000 lbs, I wondered if the trucks were overspec’d with 15-litre power. Cummins and Eaton do offer a SmartAdvantage package with the ISX12, which I thought might be sufficient in this application. When I posed that question to Cummins people it lead to a long discussion that circled back to this one conclusion: the 15L is simply more fuel-efficient. It’s more fuel-efficient than the ISX12 and beyond that, it’s more fuel-efficient than any 13-litre engine out there, according to Cummins. But this is counterintuitive and contradicts the messaging you will have heard from other OEMs about the benefits of 13-litre engines. An unabashed proponent of the “there’s no replacement for displacement” theory, Horn offered credible explanations as to why a 15L engine can still be the best option – even in lightweight applications, or perhaps especially in lightweight applications. He conceded there’s a weight penalty to be considered – about 300 lbs – meaning a 13L engine could be the right choice in weight-sensitive applications. And he also admitted the 15L is less efficient within the cylinder than a smaller-displacement engine, simply due to the greater surface area within the cylinder and the resulting friction that occurs against the larger liner. But downspeeding helps mitigate this, because fewer strokes equal less parasitic losses. On the flip side, the 15L engine offers a greater compression ratio (19.1:1 vs about 17:1), resulting in better-optimized cylinder pressures and improved smoke control. There’s also less parasitic loss within the air handling system, according to Horn. And he added a 15-litre will also provide better startability and gradeability. The 15L, generally speaking, is more durable and in Canada it commands greater value at resale, Horn mentioned. And regardless of the power rating, the full 600 hp of engine braking is always available on an ISX15, providing greater engine braking capabilities. A like-to-like comparison of Cummins 12- and 15-litre engines showed the 15L got 4% better fuel economy than its smaller sibling in a mainstream application grossing 80,000 lbs. When comparing torque curves and sweet spots, Horn said the 15-litre comes out ahead. Recent enhancements to the ISX15 have given it a broader sweet spot with peak torque available starting at 1,000 rpm. “Our point is that with a larger displacement engine – whether it’s ours, or any engine – the torque curve is probably going to be stronger throughout the operating range,” he said. The ISX15 has also been enhanced to sip less fuel at idle and when lightly loaded. And in lightweight applications, a naturally aspirated air compressor is now available, delivering a further 1-2% fuel savings. You could debate the merits of 13L vs 15L power all day, but there’s no arguing with the fuel mileage data. At Kriska, which operates a pretty diverse fleet of trucks, the SmartAdvantage with ISX15 is currently the second best mpg performer out of 28 existing spec’s – albeit, hauling modest payloads. Conclusion Evaluating the Cummins-Eaton SmartAdvantage is a tricky proposition. We don’t expect it to be racy upon acceleration or to charge up steep grades or to make six-figure payloads feel like nothing at all. The benefits of this powertrain will be seen on the ECM read-outs and the financial statements and all we ask as a driver is that performance isn’t painfully compromised for the sake of improved fuel efficiency. It easily passes this test. I still had all the power and performance I’d expect from a 15-litre Cummins engine, even if the vehicle acceleration management (VAM) was a touch aggressive for my liking. More importantly, Kriska, whose evaluation is worth more than mine, couldn’t be happier with the truck. “We went from 6.5 miles to the gallon to 9.5 miles to the gallon, just by handing (drivers) the keys to a new truck,” Boisvenue told me. “At 1,000 miles a day, that’s a lot of money.” It should be noted, Cummins and Eaton aren’t promising a 3 mpg improvement, they’re touting a gain of 3-6% over your base ISX15 and Eaton UltraShift Plus without all the extra integration work that’s been built into the SmartAdvantage. “We went from 6.5 miles to the gallon to 9.5 miles to the gallon, just by handing (drivers) the keys to a new truck,” Boisvenue told me. “At 1,000 miles a day, that’s a lot of money.” Even a 3% gain is a lot of money, but you must also consider the residual value of the trucks, which will always be handicapped by the 80,000-lb GVWR. Kriska avoided this potential fly in the ointment by leasing the trucks on a 36-month term, so it will be up to the dealer to find a secondary buyer. Leasing the trucks also ensures Kriska is able to respond quickly when an even better specification comes along. “Who’s to say in two years the trucks won’t be getting 11 miles to the gallon?” Boisvenue said. “Then you’re really hurting yourself in the fuel economy that you missed out on if you buy a truck and you have to keep it for five years.” Did he just say 11 mpg? Looks like the bar’s about to be raised again. .

Press Release / January 4, 2015 The world’s most experienced truck rally team has been refining its vehicles through testing and competition this year with the aim of claiming its sixth successive class victory at the 2015 Dakar Rally. 2015 also marks 25 years since Hino became the first Japanese manufacturer to enter the rally in 1991. Hino Team Sugawara is competing beyond the under 10-litre class, in which it claimed first and second places at Dakar in 2014. The team’s trucks, both loosely based on the medium duty Hino 500 Series, have completed a shake-down at Rally Mongolia in preparation for Dakar 2015. The team has also logged numerous hours and kilometers in both trucks at Hino’s proving ground at Gozenyama in Japan. The team line-up for 2015 consists of father and son drivers Yoshimasa and Teruhito Sugawara, navigators Yoko Wakabayashi and Hiroyuki Sugiura, a carefully selected team of Hino dealer mechanics and support personnel. Truck No. 2’s 8.9-litre engine – which used Hino’s direct injection system for the first time to take second position in the under 10-litre class in 2014 – will be carried over. The same engine and injection system will be added to a newly built truck No. 1. For Dakar 2015 Hino Team Sugawara has developed a completely new suspension system to best harness the added power that the 8.9-litre engine brings. The new suspension uses alternative leaf springs with softer settings and adds a torque rod to better locate the axles. Both drivers have praised its ability to deliver power to the ground. Teruhito Sugawara echoed the team’s confidence when talking about their expectations for 2015. "In our next race, it goes without saying that we will be aiming for our sixth straight championship in the Under 10-litre Class,” Teruhito said. “But in addition, we will also be aiming to finish with high rankings in the overall Trucks category to let the world know Hino Japan is a force to be reckoned with." The 2015 Dakar Rally will begin on January 4 at the Tecnopolis exhibition centre in north-east Buenos Aires, Argentina. Competitors who make it through all stages of the rally (which covers 9,000 kilometers across Argentina, Chile and Bolivia) will finish back in Buenos Aires on January 17. Hino Dakar race truck specifications: http://www.hino-global.com/dakar/team_sugawara/racing_trucks.html Hino 2015 Dakar Rally Website: http://www.hino-global.com/dakar/ 2015 Dakar Rally website: http://www.dakar.com/index_DAKus.html .

BAE is Lockheed Martin's partner. I'm not impressed with any of these trucks, particularly the hideous looking Oshkosh L-ATV proposal. In 2012, Navistar lost the chance to participate with its Saratoga concept (BAE was also Navistar's partner).

Details on new Iveco Acco model revealed Prime Mover Magazine / January 2, 2015 Iveco Trucks Australia has introduced an upgraded version of the Acco in December. Prime Mover now had a closer look at the new model. According to Iveco, the latest generation of the Acco takes the 40-year-old concept to a new level in order to demonstrate it is still relevant for Australia’s vocational market. Built in Dandenong, about 85 percent of the new Acco’s componentry is Australian-sourced, Iveco said at the December launch. As a result, the Acco can be modified on the production line to suit the truck’s intended application and bolt holes and other fastening points can be customized, as can the positioning of auxiliary components. The latest upgrades are the result of a multimillion dollar planning and research process that took over two years and involved a team of more than 10 of the 40 full-time engineers based at Iveco’s Dandenong facility. One key enhancement is the introduction of Electronic Stability Control (ESC) to the 5.1m wheelbase 8x4 Agitator variant. While ESC is planned for a model-wide roll-out in the future, initial adoption on the agitator spec cab-chassis was seen as a priority given the high centre of gravity nature of agitator work. The Acco ESC system incorporates a steering sensor on the steering wheel and a chassis-mounted yaw sensor which both combine to assist in keeping all wheels firmly planted on the road in an emergency turning or swerve situation. Power and torque for the latest Acco’s remains unchanged from the previous model and are delivered by a turbocharged Cummins 8.9-litre, 6-cylinder Euro V engine which employs SCR technology and is available in three power ratings. Meanwhile, the new Acco cabin is a full-steel construction with panels manufactured on the huge presses in the Dandenong factory to create one of the toughest cabs available and is ECR29 certified. The judicious use of components from other models in the Iveco stable has provided the new Acco with a contemporary image – particularly when viewed from the front. The exterior of the cabin has been modernised and the changes represent the most visually extensive in the Acco’s history. The new model adopted the front flap section from the Stralis and a revised bumper as used on Iveco’s heavy-duty Trakker off-road truck. Complementing the appearance are new side deflectors, headlights sourced from the Stralis and bumper-encased indicators.

Developed specifically to meet the needs of the beverage industry in Brazil, the 8 to 10 metric ton Mercedes-Benz Accelo range offers a unique 6x2 configuration for greater productivity. The Accelo 6x2 is designed to compete with Volkswagen’s Delivery 10.160 Plus 6x2. The optional 6x2 spec raises the Accelo 1016’s gross vehicle weight rating to 13,000 kg (28,660lb), and payload capacity to 9,000kg (19,842lb). The Accelo 1016 6x2 is the only VUC* compliant truck capable of transporting six tall 1,250kg (2,756lb) beverage pallets. Larger trip loads boosts productivity 20 percent for greater profitability. Power is supplied by a Euro-5 (EPA2007) 4.8-liter four-cylinder Mercedes-Benz OM924LA rated at 156 horsepower (@2,200rpm) and 610 N.m of torque (@1,200-1,600rpm). Known for their low operating cost, Mercedes-Benz engines with BlueTec 5 exhaust after-treatment technology are up to 6% more economical than competitive engines. A 6-speed Mercedes-Benz G-56 transmits the power to a 4.30 ratio drive axle with a 6.4 metric ton rating (14,110lb). Tires are size 235/75R17.5. Equipped with a 4.4 meter wheelbase, the 4x2 Accelo is designed to accommodate a 6.6 meter body, while the 6x2 variant can be fitted with bodies up to 8.2 meters in length. With 20 cubic meters of cargo capacity, the Accelo carries the equivalent of two Asian light trucks fitted with 3 meter long bodies. And the payload capacity of the 6x2 variant can replace up to five of those trucks, resulting in fewer trips to deliver the same amount of cargo for higher productivity and reduced customer costs. The Accelo’s compact dimensions and tight turning radius make it highly maneuverable on narrow, traffic-congested streets, the perfect truck for pick-up and delivery in large cities. * VUC (veiculo urbano de carga, or urban cargo vehicle), refers to a fast-growing new class of 6,000kg to 10,000kg GVW delivery trucks designed to operate in Brazil's congested urban areas. The truck class is restricted to dimensional limits of 6.3 meters in length and 2.2 meters in width. .

Press Release / November 27, 2014 Boschung-KamAZ, a joint venture between Russian truckmaker KamAZ and Switzerland-based snow removal equipment manufacturer Boschung Holding AG, displayed its latest offerings this week in Naberezhnye Chelny. The joint venture was established in 2011. http://www.boschung.com/en/ .

Press Release / December 29, 2014 Stuttgart – Daimler Trucks will sell nearly 500,000 trucks in 2014. Despite challenging market conditions, the world's leading manufacturer of commercial vehicles succeeded in increasing deliveries to 445,300 units in the first eleven months of 2014, an increase by three percent over the same period last year.Based on first December figures, Daimler Trucks expects to finish 2014 with considerably positive sales growth reaching nearly 500,000 units. Final worldwide sales figures will be announced at Daimler’s annual press conference next February. In 2013, Daimler Trucks sold 484,200 trucks of the Mercedes-Benz, FUSO, Freightliner, Western Star, Thomas Built Buses and BharatBenz brands. "Our intense efforts in all regions are paying dividends. Despite many economic challenges in some key markets, we can look back on 12 successful months. With almost 500,000 trucks sold, we are already coming very close to our target envisaged for 2015," said Dr. Wolfgang Bernhard, Member of the Board of Management of Daimler AG responsible for Daimler Trucks & Buses. For commercial vehicles, 2014 was dominated by developments that varied widely by regions. Weak economic prospects but also political uncertainties put a strain on the market development in Latin America. In Europe, sales were impacted by the lack of dynamic economic development in addition to the introduction of the new Euro VI emissions standards and the difficult political situation in Eastern Europe. The situation is very different in North America and Japan: In these markets Daimler benefited from the strong overall local business environment for commercial vehicles. "We scored points with our strong products. With a strong sales team and vehicles perfectly tailored to the particular customer needs, we managed to increase our market positions in many key regions," said Bernhard. One major reason for the high market acceptance for trucks from Daimler is the extremely competitive total cost of ownership (TCO) of the vehicles, which is the most important argument for buyers of trucks as a capital good. Enhanced efficiency for the good of the customer is paramount in all regions, for all brands and for all vehicle models. This is especially true for the Actros certified to Euro VI standards in Europe, for the current NAFTA bestseller, the Freightliner Cascadia Evolution, and for the FUSO Super Great V in Japan. All three models are pioneers in terms of fuel efficiency. About the prospects for the coming year Bernhard said: "With our global presence, our technological leadership and our intelligent platform strategy we are well prepared to react swiftly and appropriately to unpredictabilities in the economic environment. That is why we at Daimler Trucks will continue to work steadily on further expanding our position as the world's leading truck manufacturer in 2015." Bernhard does not expect a recovery in demand for trucks in emerging markets next year, despite low fuel prices. "In the economically challenging markets we continue to see risks," Bernhard said about expectations for the truck market in 2015. We will not see a jump in demand in Brazil, the risks outweigh the opportunities. "I do not believe that short-term changes in the spot (fuel) prices will change the buying habits of our clients," says Bernhard, adding that so far low fuel prices had not boosted sales. Strong sales growth at Daimler Trucks North America (DTNA) The growth of Daimler Trucks in 2014 was driven in particular by the positive development of sales in the NAFTA region and in Japan. In the NAFTA region, Daimler Trucks was again by far the market leader in the weight classes 6-8 with a market share of 37.3 percent (previous year: 38.8 percent). Sales in the first eleven months climbed to a record 147,200 vehicles (previous year: 124,000 vehicles). This corresponds to an increase by 19 percent over the same period last year. In October, DTNA had the highest monthly order intake ever recorded by a manufacturer in the US truck business with about 31,300 orders received. Among others, strong momentum for order intake was provided by the Freightliner Cascadia Evolution, which impresses with the lowest fuel consumption in its segment and thus with a highly competitive total cost of ownership. Customers in North America increasingly value the advantage of an integrated powertrain from a single source like the one found in the Cascadia Evolution: the engine, axles and transmission all come from Daimler Trucks. The components are perfectly synchronized to each other and consequently increase fuel efficiency. Significant sales increase in Japan Sales in Asia developed positively overall in the past year. In Japan, sales in the first eleven months increased by 16 percent to 39,900 units (previous year: 34,400 units). In the total Japanese market, Daimler Trucks was thus able to defend its position with the FUSO brand and reached a market share of 20.3 (previous year: 20.2) percent. Deliveries of the new FUSO Super Great V heavy-duty truck started in September. Thanks to its optimized major components, it offers even further reduced fuel consumption. As a result, all models of the Super Great V already outperform the fuel efficiency standards (FES) going into effect in Japan in 2015 by up to five percent. In Indonesia, sales dropped to 51,400 (previous year: 57,400) units due to the strong downturn in the market compared with the same period last year. Nevertheless, Daimler Trucks increased its market share to 47.2 (previous year: 46.7) percent. In the course of the product initiative, FUSO launched the new FI and FJ model series (MDT, HDT) in Indonesia. These vehicles are manufactured in India by the wholly owned Daimler subsidiary Daimler India Commercial Vehicles Pvt. Ltd. (DICV) as part of the group's Asia Business model. In December, DICV had reason to celebrate an important production milestone: The 20,000th locally produced truck of the BharatBenz and FUSO brands rolled off the assembly line in Chennai (Southwestern India). In India, five more models of the BharatBenz brand were launched over the course of the year. Sales in the first eleven months climbed by 61 percent to 9,700 (previous year: 6,000) units. The new, attractive product range of the young BharatBenz brand is now sold by a network of around 80 dealerships. The expansion of the sales network continues as planned. At the same time, the acceptance of the brand among Indian customers keeps growing: less than two years after the start of deliveries, BharatBenz has conquered third place in the market for heavy-duty trucks. Market position in Western Europe further expanded The fact that the Mercedes-Benz products are excellently received is evident in the market share in the medium-duty and heavy-duty segment in Western Europe: Mercedes-Benz succeeded in slightly increasing its market share to 24.6 (previous year: 24.2) percent in a difficult market environment. Sales in the first eleven months totaled 50,500 units, thus remaining below the previous year's level (previous year: 56,800 vehicles). In addition to early purchases due to the introduction of Euro VI emission standards, this was also caused by the overall difficult economic development. In Germany, sales likewise decreased to 25,500 (previous year: 28,200) units as the result of the market climate. With a market share of 40.0 (previous year: 40.4) percent the company retained its leading position in the domestic market. In Turkey, sales climbed to an eleven-month record level of 18,900 (previous year: 17,100) units. The market share slightly dropped to 48.9 (previous year: 49.7) percent. The local Mercedes-Benz manufacturing plant in Aksaray was able to celebrate a special anniversary a few weeks ago: the 200,000th Mercedes-Benz truck made in Turkey rolled of its assembly lines. Market share gains in Brazil In Latin America, sales dropped considerably due to a lack of dynamic economic development. The key market Brazil was rather strongly impacted: sales in Brazil decreased to 31,300 (previous year: 37,300) units. Uncertainty prior to the elections in October, weak economic development and uncertainty about the coming structure of government financial incentives resulted in hesitant buying behavior. Nonetheless, Daimler Trucks succeeded in significantly expanding its market share to 26.0 (previous year: 24.4) percent in this difficult market environment. To remain competitive in this market of strategic importance and be able to react flexibly to changes in the market, Daimler Trucks will invest well over 500 million euros in the production facilities, products and locations around Sugarloaf Mountain through 2018. In China, Daimler Trucks is well on its way to sell roughly as many trucks of the Auman brand as in 2013 (previous year: 103,000) in a slightly declining total market. The first eleven months of this year saw sales of 89,800 Auman trucks (previous year: 94,000). These vehicles are manufactured by the Beijing Foton Daimler Automotive Co. Ltd. (BFDA) joint venture, in which Daimler and its Chinese partner Foton each hold 50 percent of the shares. Highlight of the year: Mercedes-Benz Future Truck 2025 The highlight of 2014 at Daimler Trucks was the Mercedes-Benz Future Truck 2025. The autonomously driving truck was presented at the 65th International Motor Show for Commercial Vehicles in Hanover in September. The Future Truck 2025 protects resources, reduces all types of emissions, guarantees maximum traffic safety and increases connectivity in road traffic. Radar sensors and camera technology make it possible for the Future Truck 2025 to drive autonomously independent from other vehicles or control centers. Mercedes-Benz combines this technology within the highly intelligent "Highway Pilot" system, a system similar to an autopilot in an aircraft. "The Mercedes-Benz Future Truck 2025 epitomizes efficiency, safety and connectivity like no other truck. Consequently, it provides relevant answers to the future challenges in road freight transport. That is why I am convinced that this technology will open up new business prospects for Daimler Trucks in the future," said Bernhard..

Exactly, the model number for an MH indicated the engine supplier (Mack, Caterpillar, Cummins or Detroit Diesel), but not the specific engine model.

Mack Cruise-Liners, and Hayward-produced Super-Liners, used a 32MK39306A aluminum battery box cover (Note the 5-digit Mack Western part number, unlike Mack part numbers for east coast models). Unlike other Mack battery box covers, these had a locating pin at the front bottom of the cover. If I recall correctly, the polished version was 32MK39306AP3.

The Allentown-produced Mack F-model was offered with black painted steel or chrome steel battery box covers, but never aluminum. However having said that, the MH/RWI aluminum battery box covers (32MK4195M) can be directly fitted to F and R/U/DM models. If you want bright finish, then 32MK4195M2.

Car & Driver / August 2012 At first glance, the Jeep Mighty FC concept defies any preconceived notions you may have regarding scale and balance. Alarmingly front-heavy and precipitously perched, it runs roughshod over generally accepted tenets of vehicle design. When the original Jeep FC (Forward Control) sprang forth from the mind of industrial designer Brooks Stevens (the same guy who designed the classic Miller Brewing logo!) back in the 1950s, its mission was not off-road prowess but improved space efficiency and versatility. It placed the occupants above and in front of—rather than behind—the powertrain. The new Mighty FC concept performs the same packaging trick, and so it retains the family visage. As Mark Allen, head of Jeep Design and the prime instigator behind the Mighty FC, puts it: “As soon as we unveiled it in Moab (at the annual Easter Jeep Safari), everyone recognized it, which amazed us. We thought it would have a fan base of about five people. As it sits here, it’s somewhere between an engineering mule and a static concept vehicle.” The FC’s cab was hewn from the two-door Wrangler, retaining the windshield, A-pillars, and doors; the roof is from Mopar’s JK-8 pickup kit. To enter, the long-limbed and nimble may find it easiest to simply scale one of the nearly 40-inch-high tires; the vertically challenged and aged may prefer to climb upon the rock sliders (repurposed Jeep four-door rock rails, cribbed directly from the Mopar catalog) and shimmy over the tire. The interior consists largely of stock Wrangler items, including the dash, steering wheel, and shifter. The seats are wrapped in plaid upholstery partially stitched up from a Burton snowboard bag, the tags and ­zippers left intact. Given the obvious volumetric peculiarities of the cab-over configuration, the driving position is surprisingly comfortable. A Wrangler Rubicon’s 3.6-liter V-6 engine and automatic transmission both remain virtually stock. The chassis came from the same Wrangler, albeit lengthened to provide a 117.0-inch wheelbase. Post-inspection, we are set loose on the Jeep trails located deep in the bowels of Chrysler’s Chelsea Proving Grounds. First up: a several-hundred-foot rock staircase that the FC conquers almost effortlessly in both directions; there’s some mild wheel hop during the climb, but the descent is graceful. Next we confront a downhill with staggered whoops designed to test axle articulation. It’s here that the ass-over-axle seating position makes itself felt, providing a sensation dynamically opposed to everything your author’s inner ear has learned about vehicular poise. The ground comes up directly in front of us; making a mistake here pretty much guarantees that our feet and ankles will spend the next few months encased in plaster. “The portal axles are the real story here,” says Allen. “They provide about 5.5 inches of lift due to their design, which uses gears in each wheel hub to raise the main axle tube above the wheel centers.” Aside from the 39.5-inch Krawler tires mounted on 17-inch Hutchinson bead-lock wheels, there isn’t a lot of additional suspension lift. It’s got coil-over shocks with remote reservoirs and TeraFlex control arms, but otherwise the chassis is stock. It weighs about 6500 pounds all in, with a heavy bias toward the front. Approaching a boulder-strewn uphill that would stymie even experienced wheelers, we lock the front and rear diffs and effortlessly idle up the incline, occasionally lifting a tire into the air. So the FC works even better than it looks—a rare trait for a concept vehicle. If Jeep puts it into production (the FC has a small chance), we bet there’d be more than five people lining up for it. http://www.caranddriver.com/reviews/jeep-mighty-fc-concept-first-drive-review .

Car & Driver / May 2012 When all else fails, mine your past. At times, this seems to be the only strategy Chrysler knows how to follow anymore. But for all the Chargers, Challengers, and Darts trading on their namesakes’ legacies, the Jeep division’s products have arguably walked the straightest path from the brand’s inception to its current showroom offerings. Take the Wrangler, for instance: ladder frame, stick axles, and coil springs. You can find more-complex riding lawnmowers. Because of the seemingly eternal primordial state in which the Wrangler exists—its recent interior redo notwithstanding—Jeep designers have an incredibly versatile and cost-effective rolling canvas on which to base concept rigs. Taking full advantage of the situation, they’ve made a point of annually churning out a passel of concepts surrounding the Easter Jeep Safari in Moab, hoping to keep enthusiast fires stoked and grab a few headlines in the process. It’s worked. Recent years have yielded the stripped-down Wrangler Porkchop and the military-style Nukizer 715. There also was the Lower Forty, which we pitted against a donkey in a comparison test. And last year Jeep dropped the JK-8 on us, a custom pickup truck that recalled Jeep’s production Scrambler quasi-pickup of 30 years earlier. For 2012, Jeep checked in with a half-dozen or so new projects. Wedged between the adolescent-fantasy-fueled Mighty FC and Hemi-powered Wrangler Apache was the mild-mannered Jeep J-12 concept you see here that we recently sampled at Chrysler’s proving ground in Chelsea, Michigan. “If there was a guiding principal or theme behind the J-12 concept, it was grandpa’s fishing truck,” says Kyle Evans, the J-12’s designer. “The color, the logos, the grille—these things evoke very specific memories for people. When we were out in Moab last month, virtually everyone had a story about a personal experience with a Jeep J-series.” When the time came to begin constructing the actual J-12 concept, Evans didn’t have to look far. As a senior designer in the Jeep studio, he has unparalleled access to the corporate parts bin and, by association, to the extensive collection of performance and appearance parts that trade under the Mopar brand name. “Not to mention some pretty select Dumpsters,” laughs Evans, a sentiment echoed by fellow Jeep enthusiast Mark Allen, who just happens to be the head of Jeep Design. (Allen would later lead us away from the off-road area—it’s used by Jeep to help certify its vehicles’ Trail Rated badging—by drifting his Grand Cherokee SRT8 around long, sweeping gravel-strewn turns. Starting with a four-door Wrangler Sahara, Evans and the team at the Mopar Underground workshop first stretched the chassis by 18 inches, long enough to facilitate a six-foot bed. Two complete off-the-shelf Mopar JK-8 pickup-bed conversion kits were utilized to fabricate the cargo box, which has just enough room underneath to stow a full-size spare tire. The cab was modified slightly in pursuit of payload inches; by creating a custom bench seat, the team was able to maintain legroom. The tailgate and the fender flares are custom pieces. Special care was taken to include the brow across the top of the windshield that disappeared on production-model Jeeps around 1980. “Collectors refer to their trucks as either pre- or post-brow J-series. We couldn’t ignore it,” says Evans. But more than anything else, it’s the near-faithful reproduction of a late-’60s Jeep J-series front clip that intrigues. Aside from the chrome-plated front bumper and “rhino style” grille, the entire retro-look hood, fenders, and fascia are constructed of carbon fiber and are essentially installed directly over the Wrangler’s existing substructure without modification. It was all designed from the git-go to use all the Wrangler’s original mounting flanges and bolts, and Evans claims he could take the entire front end off and replace it with the stock Wrangler pieces in a half-hour or so. “Yeah, maybe Mopar will want to do something with this front end,” says Evans, his voice trailing off in calculated indifference, looking for a reaction. We offer none, but inside we’re saying to ourselves, “Good God, man! Make it! Sell it! The planets will align, and all will be right with the world again!” No exterior detail has escaped scrutiny: The dog-dish hubcaps wear Kaiser-era Jeep logos, and the tailgate lettering and the fender badges are composites created from various Jeep fonts used throughout the years. The mechanicals found underneath the stylish exterior are a fairly even mix of factory Wrangler and aftermarket parts. A stock 285-hp, 3.6-liter Pentastar V-6 and five-speed automatic transmission funnel torque to a pair of ARB air-locker-equipped Dynatrac axles (D-44 front, D-60 rear) via a set of Tom Woods custom driveshafts. Mopar’s three-inch lift kit gives the classic 36-inch bias-ply tires plenty of room to breathe, and Teraflex anti-roll bars keep body motions under control in more civilized settings, although they were disconnected for the duration of our drive. Creating the tall, narrow period-correct tires required a clever melding of new and old techniques. Engineers started with the worn carcasses of some appropriately sized tires, and the process involved “remolding” the tires (in a process similar to the one used to retread semi-trailer tires) with a pseudo-knobby tread pattern, resulting in a set of steel-belted, bias-ply period-correct rubber that would fit the J-12’s comparatively dinky 16-inch steel wheels. The effect this attention to detail has on the finished product cannot be underestimated; any effort to adapt currently available rolling stock to the J-12 concept would likely have stood in stark contrast to the meticulously designed bodywork. Mix old with old—or at least old style—we say. Settling in to the J-12’s red, white, and plaid cabin is a bit like returning to a cottage you haven’t visited in a decade or so: vaguely familiar and welcoming, except the cottage also would smell like tackle boxes and moldy life vests. The split bench seat was constructed from modified Wrangler buckets and covered in white upholstery with plaid trim to continue the throwback vibe. An old-school compass serves as a shift knob, and a vintage fly-fishing rod hangs in the rear window, carrying the retro-whimsy theme to near-obsessive levels. (At no point during the test drive did we have the urge to don a crumpled hat and shuffle off down a forest path mumbling to no one in particular about how we’d be “catching” our dinner. If it had been a rifle, things might have been different.) We did, however, find the time to give the J-12 a thorough workout on the Jeep trails at the proving ground. The biggest surprise driving the J-12 concept came not when climbing the rock staircase or traversing the off-camber whoop-strewn downhill (both of which it tackled with aplomb) but during a brief near-40-mph run on hard-packed gravel. Although we had no time on actual pavement in the J-12, we were impressed by how composed it remained at these real-world speeds; most concept vehicles can’t even drive onto an auto-show podium under their own power. Although it’s largely built on proven Wrangler underpinnings, we thought perhaps the driving dynamics would be compromised by the frame stretch and custom tires. Instead, we found the J-12 to move about with a confidence and ease rarely found in highly modified or custom vehicles. The steering feel will be instantly familiar to anyone who has had seat time in a current-gen Wrangler, and the added length seems to have somewhat tamed the porpoise-like body bobbing common to shorter vehicles. The ride defies the J-12's appearance and capabilities, reserving harsh impacts for bumps and drop-offs that exceed 10 inches in height. On smoother terrain, the truck takes on a lazy—but not loose—demeanor that encourages you to place your left elbow on the windowsill and think about the weekend. As the day winds down, Craig Buoncompagno from the Mopar Underground skunkworks points out that, at the very least, the J-12 concept would need side-marker lamps and acceptable head restraints to even begin the process of becoming federalized. The mood slightly dampened, we nevertheless press the subject of putting a showroom-ready J-12—or any Jeep pickup—on the market. “Don’t count on it,” we’re told. http://www.caranddriver.com/reviews/jeep-j-12-concept-prototype-drive-review .

Press Release / December 19, 2014 At the start of 2015, DAF will introduce a large number of innovations that will significantly contribute to optimised transport efficiency. Enhancements to the already efficient PACCAR MX engines combined with innovative technologies such as Predictive Cruise Control, Predictive Shifting and Eco Mode add up to fuel saving opportunities of 4–5%. New deflectors and fenders offer possibilities for additional savings. Al these innovations are part of the new ‘DAF Transport Efficiency’ programme, with products and services aimed at achieving maximum return per kilometre. In order to further increase efficiency, the successful PACCAR MX-11 and MX-13 engines have been optimized. Oil flow of the 10.8 litre MX-11 engine has been improved while even more efficient combustion is achieved through a new design of the combustion chamber, optimised fuel injection and enhanced software. The new turbo on the 12.9 litre PACCAR MX-13 engine results in improved flow and a new camshaft leads to optimised valve timing. The PACCAR MX-13 engine also benefits from an even more efficient oil flow, while friction losses have been minimized. In addition, a very efficient dual-stage water pump is applied, next to optimised software. With an already excellent reputation for fuel efficiency, the PACCAR MX-11 and MX-13 engines are now up to 2% more economical, of course depending on application and conditions. Multi-pulse injection also means that the engines run even more quietly than before. More powerful engine brake for greater efficiency The PACCAR MX-13 engine optimizations not only improve fuel efficiency, they also have a positive influence on the performance of the engine brake. With a 20% increase in power (360 kW at 2,000 rpm), the engine brake is an excellent alternative to a retarder for the majority of applications. The MX Engine Brake – which can now be controlled from the steering column in three stages - offers significant cost, weight and fuel consumption benefits. Eco Mode Eco Mode is a new standard feature on all Euro 6 CF and XF models with PACCAR MX engine. Eco Mode reduces engine torque by 10% in the first eleven gears, again reducing fuel consumption in daily use by approximately 1%. Most driving conditions don’t require full acceleration, and maximum torque can easily be made available at the touch of a button. Predictive Cruise Control & Predictive Shifting Predictive Cruise Control is a great example of the DAF Transport Efficiency philosophy. This option is available - combined with Predictive Shifting - on the Euro 6 CF and XF. Both sophisticated technologies have been developed by DAF’s engineering team and contribute to enhanced vehicle efficiency. Predictive Cruise Control uses advanced GPS-technology to determine the exact position of the vehicle and to know which driving conditions have to be taken account of over the next 1 to 2 kilometres. In fact, the system ‘looks’ ahead and anticipates slopes and descents. Within the specified range, Predictive Cruise Control determines the ideal speed and Predictive Shifting selects the ideal gear. The starting point for both technologies is to drive as long as possible in the highest gear possible and consequently in the optimal rpm range. As the vehicle nears the end of a hill climb, the system strives to stay in a higher gear. If a hill climb is immediately followed by a descent, less fuel is injected before the top of the climb, making use of the vehicle mass to ‘push’ the vehicle over the top. In some cases, Predictive Cruise Control will permit the speed of the vehicle to fall below the set value; for example when the top of a hill has almost been reached and the system ‘knows’ that the potential energy will quickly bring the vehicle back up to the desired level on the descent. Predictive Cruise Control can even temporarily permit a speed that is slightly higher than that set—within predefined tolerances, of course—also with a view to lowering fuel consumption as much as possible. Thanks to Predictive Cruise Control and Predictive Shifting, fuel consumption and CO2 emissions can be reduced by as much as 3%, specifically over hilly routes. New deflectors & fenders As part of the DAF Transport Efficiency program, the range of deflectors and collars has been expanded further to provide the best aerodynamics and the lowest possible fuel consumption. For the Euro 6 CF with sleeper cab a new aerodynamic package has been developed, featuring a roof deflector that is 10 cm higher and fenders spanning 2.55 metres, leaving a gap of just 5 centimetres between truck and trailer. A new roof deflector that can be adjusted to trailer heights of 4 metres has been designed especially for Low Deck vehicles. More information via Driver Performance Assistant Obviously the driver has a key role to play in reducing operational costs and, in particular, fuel consumption. This is why DAF has developed the Driver Performance Assistant (DPA) for its LF, CF and XF models. It provides the driver with comprehensive feedback on fuel consumption achieved, levels of anticipation whilst driving and on braking behaviour. In addition, the central information display provides advice about how to save fuel. As a new feature, information from the tachograph can now be projected on the central information display, giving the driver a clear overview of driving and resting times to avoid infringements. The screen will also display when the vehicle’s next service inspection is due, ensuring timely maintenance for maximum vehicle efficiency. Based on the driver card, the DPA will switch automatically to the required language for driver convenience. DAF Transport Efficiency All product innovations for 2015 are part of DAF’s Transport Efficiency programme aimed at further increasing truck efficiency through lower operational costs and maximum vehicle availability. The many services behind the product play an important role in achieving this. PACCAR Parts ensures first class parts supply, while DAF’s unrivalled International Truck Service (ITS) guarantees maximum uptime. PACCAR Financial Services offers attractive financing solutions for low operational costs. MultiSupport Repair and Maintenance contracts include the option of Uptime Plus with additional services and features to optimise revenues. This is a great example of how the DAF Transport Efficiency programme not only includes the most efficient trucks, but also represents a full range of services to maximise the profitability of the transport operator.

Defense Update / December 13, 2014 As expected, the US Army and Marine Corps have issued a formal Request For Proposal (RFP) for the procurement of 55,000 light armoured vehicles, intended to replace many of the HMMWVs currently in service, and to enable the military to restore the light tactical mobility lost with the introduction of heavy and slow MRAPs. The Joint Tactical Light Vehicle (JLTV) program is moving forward on schedule – on Friday December 12, 2014, the US Army issued a final-version RFP for the procurement of 55,000 armored vehicles to three potential suppliers, clearing the way for AM General, Lockheed Martin, and Oshkosh Defense to submit their final proposals. Source selection is expected in July 2015 with a contract awarded to the winner next year as well. “The JLTV program remains on track to deliver an affordable, protected-mobility solution that fills today’s critical capability gap with substantial advances in the balance of payload, performance, and protection,” Army Col. John Cavedo, the JLTV project manager, said in a statement. He said the program is on-budget. Both services expect to field their first JLTVs by 2018. Production will total 49,500 JLTVs for the Army and 5,500 for the Marines, with the production cycle ending sometime in the 2030s. Deliveries to the Marine Corps are expected to complete by 2022. Following the Milestone C decision expected within a year, the Army will award a firm-fixed-price contract to a single vendor. The award period will cover three years of low rate initial production and five years of full-rate production, for a total of 17,000 vehicles for the Army and Marine Corps. The kits for those 17,000 will be produced by the selected OEM but follow-on kits might use a different vendor, the Army said. At a target price of US$250,000 per vehicle this phase could be worth over $4 billion. The new vehicle will fill a gap between the High-Mobility, Multi-purpose Wheeled Vehicles (HMMWV) that serve the Army, the Marine Corps and nations throughout the world as their standard military vehicle since 1984 and the heavy and slow MRAPs that were introduced in some theaters since 2007. .

Australasian Transport News (ATN) / December 17, 2014 Our Kenworth-Volvo ‘culture clash’ project is progressing at a rapid rate. What seemed like a far off eventuality is fast becoming a reality as we were on hand to watch our K200 prime mover slotted together at Kenworth’s Bayswater plant. My stretch cab K200 is fitted with a Cummins ISXe5 Signature rated at 600hp and 2050lb/ft of torque. Transmission duties are handled by an 18-speed Eaton UltraShift Plus automated cog box. I also took the opportunity to paint it in one of my favourite colours, GMH Tiger Mica, and spec-up some shiny bling. We’ll be spending a week on the road with this prime mover in February 2015 as we put it head to head with Australia’s other big selling B-double line haul prime mover, the Volvo FH. Both trucks will be towing identically weighted B-double trailer sets as we aim to simulate a typical east-coast linehaul working week. And that means driving, eating and sleeping inside Australia’s two biggest-selling heavy duty prime movers. But before that happens, the trucks themselves have to be built. I’m not in the habit of seeing my name up in lights very often, so when I strode into the reception area at Paccar headquarters I was just a little chuffed to see a message welcoming me to the factory. A nice touch for me, the pretend customer! For fans of the KW marque, much of the history of the brand and indeed the Bayswater site has become a well-known part of the dusty folklore of trucking in Australia. Just in case you’ve been in a cave for the last 40 years, the factory opened in 1970 and the first Aussie built KW, a K125CR, rolled out the gate in 1971. In global terms the Australian Kenworth plant is tiny. Build rates fluctuate according to demand, but average between eight and 10 trucks a day. However, the factory has an almost bespoke feel, which is no doubt apt for a company that builds a custom product for the local market. Chassis rails are assembled, painted, plumbed, and suspension is then fitted. Once the chassis is flipped around the right way up the drive train is fitted, but while this is happening the cab is being assembled, trimmed and painted. The cab and chassis finally meet up on the line and this is when it starts to look like a complete truck. And it was this stage that I was on hand to watch. In 2013 the 50,000th Aussie built KW came off this line and took place against the backdrop of car companies pulling out of local manufacturing. As I sit and chat with Kenworth product development manager Brad May, there’s a distinct sense of pride both in the brand and the fact that the company manufactures here without any government subsidies. The Australian Kenworth line-up is unique to the region and vehicles made here also find homes in New Zealand and Papua New Guinea. "We like to think that our strength is engineering Australian trucks for Australian conditions," May says. The K200 is a unique truck in the Paccar world and it’s the biggest selling heavy duty truck on the Australian market. The launch of the K200 back in 2011 was the single biggest revamp of the flat-faced prime mover for decades and the more recent arrival of the Cummins ISXe5 has given the K2 a shot in the arm in terms of engine running temperatures and fuel economy. Out on the assembly line I watched as my grey chassis advanced to the next work station. An overhead crane gently grasped my custom painted cab and slewed over to where the chassis awaited. And then slowly but surely the cab was lowered down into place and secured. The ‘Woody Wagon’ was born. This is the bit where I come over all sentimental, but it is actually a real blast to watch something you’ve custom ordered take shape. As I watched the bolts being tightened I couldn’t help but be struck by the vibe of the place. The KW factory doesn’t feel like a soul-destroying assembly line; it has a more positive feel, as if pride in what the employees do out on the factory floor isn’t just isolated to the front office. Next stop for the K200 is to have some stainless bling fitted and the Icepack installed. The Volvo side of our project will be rolling off the line next and we’ll be in Wacol in Queensland to see it happen. Video: http://www.fullyloaded.com.au/news/new-trucks/1409/custom-building-a-kenworth-k200/

Heavy Duty Trucking / December 24, 2014 Kenworth celebrated the delivery of its one millionth truck to TransAm Trucking of Lathe, Kan. The 91 year-old truck manufacturer held a ceremony to celebrate the milestone at the Kenworth assembly plant in Chillicothe, Ohio. The truck was a T680 Advantage with the 455 horsepower PACCAR MX-13 engine and a factory installed Kenworth aerodynamic package. TransAm Trucking has a fleet of over 1,400 trucks and 2,400 trailers and operates over 1,000 Kenworth Class 8 trucks. “We’ve received excellent performance from our Kenworth T680s with the PACCAR MX-13 engine,” said Russ McElliott, president of TransAm. “Our partnership with Kenworth and MHC Kenworth continues to be very productive and successful.” Kenworth was founded in 1923 in Seattle and has grown from producing less than 100 trucks annually to more than 45,000 in 2014, the second highest amount in company history. “The production and delivery of our one millionth truck caps off an outstanding year for Kenworth,” said Gary Moore, Kenworth general manager and vice president at PACCAR. .