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The Morning Call / December 3, 2014 Mack Trucks is adding 18 jobs at its Lower Macungie Township assembly plant after closing a facility in Jacksonville, Fla. Mack spokesman Christopher Heffner said Wednesday the Jacksonville facility produced kits of "completely knocked down" (CKD) or disassembled trucks (SKD - semi-knocked down) that are shipped to Australia and Venezuela for final assembly. The Jacksonville operation, which was closed Sunday, was moved to the Lehigh Valley to "increase efficiency," Heffner said. The move to the Lower Macungie plant allows for a reduction in inventory and saves logistics costs, he said. Eighteen positions were created in Lower Macungie as a result of the move, Heffner said. Six employees from Jacksonville have transferred to the plant, he said.

Fleet Owner / December 5, 2014 Truck and engine maker Navistar is rolling out a new fuel efficiency package for its International ProStar highway tractor, dubbed the ProStar ES – a designation that stands for “efficiency specification.” Available for order later this month, Navistar said its new ProStar ES will come with a “full aerodynamic package” combined with several drivetrain options and low rolling resistance tires. In a conference call with reporters, Jodi Presswood, VP of the heavy-duty truck product line, said the new ProStar ES package offers up to 11% better fuel economy versus a 2010 ProStar model equipped with a 13-liter MaxxForce engine and 10-speed manual transmission. “The ProStar ES represents the next level of fuel efficiency,” he explained. “We’re calling this an ‘ecosystem’ if you will to enable the most fuel efficiency possible.” Presswood added that pricing is based on the combination of features a customer selects within the ProStar ES package offering. “But it’s more than just a product spec,” he stressed. “This is not a ‘static’ offering – what we’re rolling out today is what’s best available today. We’ll be continually upgrading this spec.” He also noted that a three-year subscription to Navistar’s OnCommand system is being made part of the ProStar ES package as well: the OEM’s predictive diagnostic system that includes a portal that monitors vehicle performance in real-time to ensure maximum operating efficiency. Presswood also noted that Navistar’s performance engineering team, which developed the ProStar ES, can be tagged to help further optimize the package with customer-specific specifications based on vehicle application and duty cycle. Aaron Peterson, Navistar’s chief performance engineer, noted that the ProStar ES package addresses the three top areas of highway tractor operation where fuel economy losses are the largest: aerodynamic drag, rolling resistance, and engine mechanical losses. He said the OEM worked with NASA at its Ames Research Facility to conduct wind tunnel tests on the aerodynamic package, in particular to ensure the aerodynamics delivered fuel savings even at greater wind “yaw angles,” mirroring the effect of crosswinds on the highway. Several component offerings are being made available with the ProStar ES package, he added: The Eaton Cummins SmartAdvantage powertrain, which pairs the 15-liter Cummins ISX15 with the Eaton Fuller Advantage 10-speed automated transmission (AMT), to provide a 3% to 6% fuel efficiency improvement;Navistar’s proprietary 13-liter N-13 engine will also be offered with the Eaton Fuller Advantag10-speed AMT, again offering a 35 to 6% fuel economy boost;Low rolling resistance tires;Several axle configurations, including two 6x4 models – the Meritor 14X and Dana AdvanTek 40 – along with the Meritor FuelLite 6x2 model.Presswood added that the ProStar ES will feature an “ES” badge on the hood as an identifying mark for the package. “We have customers already running this spec today and they say it outperforms every other truck in their fleet, including other makes,” he pointed out. “We are confident in the performance of this vehicle, and that the ProStar ES will serve as an ever evolving and improving platform for the industry’s best fuel efficiency components and technology.” .

I'm curious myself. In Sept 2012, Navistar said Loadstar production would begin in the second half of 2013. In October 2013, Navistar announced that they had transitioned all their models to SCR........but didn't mention the LoadStar. I imagine the protoypes are rusting outside at their R&D center. Speaking of the plant, Navistar is hung with a 10-year lease. This news from last year is enlightening. ____________________________________________________ Rail Car Plant Runs Full Circle, Back to Rail Cars Business Alabama / April 2013 From rail cars to real crisis to truck line and back to rail cars. It’s taken several years, but the massive plant built by National Alabama in the Shoals will finally be used for its originally designed purpose, building rail cars. Just before the recession hit in 2007, National Alabama — subsidiary of a Canadian rail car maker — built the plant to make rail cars for the U.S. freight market. When the bust came, those who helped finance the plant in support of jobs for the Shoals — chiefly the Retirement Systems of Alabama — were left with a plant instead of their expected return on investment. Last year, RSA announced that it had leased the plant at last, not to a rail car maker but to truck maker Navistar, which already has operations in Huntsville. And Navistar announced plans for a new model, the LoadStar — a multi-purpose workhorse that looks sort of like a garbage truck. But Navistar never really geared up for the LoadStar. Then, in February, Navistar announced that it has subleased part of the plant, hoping to count some of the sublessee’s employees toward the 900 Navistar needs to reap $7.67 million worth of incentive benefits. Navistar has 180 working there now, the Florence Times Daily reports. Bringing the plant full circle, the company subleasing from Navistar is FreightCar America, which expects to build about 7,000 freight cars a year with a workforce of 200 by the end of this year and 400 by the end of 2014.

Fleet Owner / September 28, 2012 Back in May of this year, Navistar announced it had reached agreement to purchase EZ-Pack. EZ-Pack, for those that don’t know, is a refuse body manufacturer. They do nothing more, nothing less. But, to date, the company has been able to garner only about 7% of the refuse body market that is dominated by McNeilus and Heil. Many wondered why Navistar wanted to get itself into the refuse-body building business. Some of those answers came this week at the Navistar Vocational Boot Camp in Tooele, Utah, and they make a strong case for why this could be a good fit for customers of both companies. “EZ-Pack may be one of the smallest [refuse] body makers in the industry, but the capabilities are there, and what we can do with it are there,” Jim Hebe, executive vice president-North American sales for Navistar said. Jim Rogers, vice president of sales and marketing and one of the owners of EZ-Pack, sees a perfect fit. “The best asset Navistar has is the dealer network…yet it appears nowhere on their balance sheet,” he said. “The dealers at Navistar are very good at selling to municipalities. Now we hope when they call on municipalities, they’ll sell them a garbage truck.” In fact, refuse was a hole in Navistar’s vocational lineup for many years. It took steps to rectify that when it introduced the Loadstar at Mid-America this past spring. Set to launch in July of next year, LoadStar will be available with a Cummins ISL G natural gas engine to start. According to Rogers, that is a perfect engine for the refuse market. In fact, Rogers said, 1 in 4 garbage trucks sold in North America this year will be sold with alternative power. That number was just 10% three years ago and could be as high as 50% within two years he said. Perhaps the biggest benefit of the arrangement, Rogers pointed out, is the dealer network – giving EZ-Pack customers not only nearly 800 potential service outlets, but also a “one-stop shop” of a dealer that that is equipped to address all vehicle issues, from chassis to body. Rogers said the average maintenance cost on a refuse truck is between $20,000 and $25,000 per year, meaning a strong dealer network can be vital to enhancing the productivity of the vehicles, which can run as much as $250,000 apiece. By integrating the EZ-Pack refuse body with the LoadStar and utilizing Navistar’s Diamond Logic electrical system, maintenance issues can be quickly identified and rectified at one dealer. The integration of the products is also part of a new business model Rogers hopes will help EZ-Pack cut into the market lead of McNeilus and Heil. “We’re creating not only a new truck, but a new business model,” he said. “We’re going to build them the best service network this country has ever seen for trash trucks.” And the best part of the arrangement, perhaps for customers, is that you don’t have to purchase a LoadStar with an EZ-Pack body. Customers who prefer other models will still be able to put different bodies on the LoadStar or put an EZ-Pack body on a Mack, Peterbilt or Autocar if they prefer. That’s a win-win for everyone, it would seem. And with the reach of International (the company has more than 26% share of the severe service market), gives EZ-Pack access to customers it has never had access to before. .

LAS VEGAS – May 1, 2012 — Today at the Waste Expo trade show in Las Vegas, Navistar, Inc. unveiled the International LoadStar, a light-weight low cab forward truck specifically designed for the waste/refuse industry. The new LoadStar is a refuse truck reimagined. Designed from the ground up with input from drivers and fleet managers, the LoadStar was also built to serve customer needs specific to the waste market, but with versatility to meet needs in concrete pumping, airplane refueling and other key vocational markets. LoadStar is equipped with numerous customer-friendly features: • Industry’s first stainless steel cab to minimize corrosion and increase durability • Vocationally designed variable depth frame rails for maximum durability • Ergonomically designed cab interior, including excellent control placement • Navistar’s Diamond Logic® multiplexed electrical system with capabilities that provide seamless body integration for increased safety and ease of operation • Integrated powertrain powered by MaxxForce®, featuring CleanBurn™ Emissions Technology or optional natural gas version in early 2013 “We talked to drivers to better understand their needs, what is missing from the trucks they drive, and re-imagined a better solution,” said Jack Allen, president of Navistar’s North American truck group. “To fit driver needs, we optimized the space in the cab, increased seat and steering wheel movement, and adjusted joystick placement to deliver an outstanding ergonomic and customizable work environment. The exterior boasts the signature appearance and design of the International Truck brand.” LoadStar’s high performance and durable design features the industry’s first stainless steel cab-over design, creating a high-strength, long-lasting and corrosion-resistant cab. The truck also has variable depth frame rails designed for vocational usage offering maximum durability for users. Featuring a tilt/telescoping steering column and 10-inch fore/aft and 6.5-inch up/down seat travel, LoadStar’s settings provide for unprecedented belly room. A wide 90-degree door opening and easy 18-inch first step height were also included to provide drivers with maximum comfort. With outstanding driver visibility and superior wall-to-wall turning radius, the LoadStar delivers excellent maneuverability. In conjunction with the launch of the LoadStar, Navistar recently acquired certain assets and intellectual property from E-Z Pack Manufacturing, LLC, a leading manufacturer of truck bodies for the waste and refuse industry. Through the E-Z Pack acquisition, Navistar will offer the LoadStar as a fully integrated cab/chassis/body. “This is another example of how Navistar is growing our business by leveraging what we have and what others have built,” Allen added. “Building integrated refuse bodies gives us another opportunity to provide an integrated, one-stop shop for waste haulers and helps expand Navistar’s industry-leading portfolio of purpose-built products.” The International WorkStar and International LoadStar waste/refuse trucks will still be offered to mount with all other body companies in the industry based on customer preference. In addition, E-Z Pack will continue to mount bodies on chassis manufactured by other OEMs. LoadStar will also feature Navistar’s Diamond Logic® system, which helps decrease downtime and improves productivity by enabling control of and communication between vehicle components and body equipment. This unique system increases safety and optimizes maintenance. Combined with MaxxForce CleanBurn™ Emissions Technology, the industry’s only no-hassle emissions solution, drivers get a versatile, urea-free work truck without the burden or unnecessary complexity of competitive SCR systems. The truck will be available with diesel powered 10-, 11- or 13-liter MaxxForce engines, and a Cummins Westport ISL-G compressed natural gas engine available in Spring 2013, for increased versatility. “The new LoadStar delivers a reimagined solution for the refuse industry,” said Allen. “With industry-leading innovation customer-focused features, LoadStar addresses the realities of today and stands ready for the needs of tomorrow.” LoadStar will be available for orders in October 2012 through International dealers in the United States and Canada.

At the 2012 Waste Expo and Mid-America Truck Show, Navistar displayed the low cab forward “Loadstar” (never mind that the original Loadstar was a conventional). By the end of 2012, the Loadstar was removed from Navistar’s website. In March 2012, Navistar announced it would build its International LoadStar truck in Barton, Alabama and create 2,200 jobs. In June 2012, Navistar said the truck’s refuse body also would be built at the plant (Navistar was in talks to acquire EZ-Pack Manufacturing, and did so in March 2013). The Barton plant was built after the July 2007 announcement that the National Alabama railcar plant would operate there and bring at least 1,600 jobs. A weak economy and other problems thwarted those plans, causing The Retirement Systems of Alabama (RSA), which invested more than $600 million in the project, to take over ownership of the plant. Navistar took over the nearly mile-long plant in Barton Riverfront Industrial Park on January 1, 2012 and signed a ten year lease. At the end of 2012, there was some activity at the plant with 150 full-time workers engaged in fabrication operations. At that time, Navistar’s director of communications Karen Denning refused to say when refuse truck production would get under way. The Retirement Systems of Alabama (RSA) is providing financing for Navistar’s operation at Barton. The Shoals Industrial Development Committee unanimously agreed in 2012 to transfer the incentives committed to National Alabama to Navistar. The action allowed Navistar to qualify for up to $23 million in incentives if the company meets specified employment thresholds. The company had about three years remaining to meet those thresholds. Navistar had to reach and maintain 900 workers in order to qualify for any incentive money, which would be $7.67 million at that level, according to the Shoals Economic Development Authority. Navistar has until December 31, 2015, to reach 1,800 workers to qualify for the full incentive package. Navistar never confirmed the number of workers it would hire for the plant, but Gov. Robert Bentley said it would have 1,800 workers. Officials said the plant could produce as many as 2,200 jobs when spin-off jobs are taken into account. State officials who helped put together an incentive package for Navistar said as many as 2,200 workers could be affiliated with the plant within four years. .

LAS VEGAS, Nev. (June 9, 2009) – Navistar today showcased an addition to its line-up of International trucks, a vehicle based on an existing American LaFrance low cab-over engine (LCOE) platform. While Navistar, Inc. and American LaFrance, LLC continue to work toward a definitive agreement on a joint venture to develop, manufacture and support LCOE vocational trucks, the two companies were eager to show the waste industry what a potential end-product could look like. The two companies plan to work collaboratively to make enhancements to the existing LCOE chassis. While these modifications may appear seamless to customers today, over time, the joint venture will help produce more noticeable changes, including the integration of MaxxForce engines and Advanced EGR technology to meet EPA 2010 emissions requirements. The joint venture will build upon the engineering platform of American LaFrance and further enhance the product offering with proprietary Navistar components. Navistar’s MaxxForce Advanced EGR engines will be incorporated within the product offering, providing a clear advantage for the new line of trucks heading into the 2010 EPA emission requirements. The International LCOE truck will be the only LCOE chassis on the market without a urea-based SCR (selective catalytic reduction) system. “We believe the strengths of our vocational line are exponentially enhanced when combined with the proprietary components, engines and distribution of Navistar,” said Patriarch Partners Chief Executive Lynn Tilton. “This will be an exciting journey to build a broad global product offering and we are honored to combine the talents and names of Navistar and American LaFrance.” The initial product focus will target the waste and construction segments with future products planned for additional vocational markets. Through the venture, the American LaFrance Summerville, SC, manufacturing facility will become the manufacturing hub for the new products. “Working with American LaFrance is another example of Navistar’s strategy of growth through leveraging our own assets and those that others have built,” said Jack Allen, president of Navistar’s North American Truck Group. “This relationship provides us with a new opportunity to further grow our business and meet the needs of customers through a new line of vocational vehicles.” The companies have commissioned teams to focus on truck and engine opportunities. The initiatives contemplated by the Term Sheet are subject to completion of due diligence, execution of definitive agreements and regulatory approvals.

At Waste Expo 2009, Navistar and American LaFrance jointly displayed a Navistar-badged Condor featuring an International powertrain. With the closing of American LaFrance in January this year, Navistar, though cash strapped, could have purchased all the Condor production tooling for a modest amount of money at the August auction, which would instantly make Navistar a player in the refuse industry thru its acquisition of the Condor's market share (small, but a beginning point to work with). Daimler subsidiary Freightliner acquired American LaFrance in 1995. In 2001, the Condor refuse truck was introduced under both the Freightliner and Sterling brands, and sold thru 2008. http://www.freightlinertrucks.com/Trucks/Models/Legacy/Condor/ Condor production continued after New York-based private equity firm Patriarch Partners LLC purchased American LaFrance from Daimler-Chrysler in December 2005. Condor production took place in South Carolina.

http://www.parker.com/portal/site/PARKER/menuitem.338f315e827b2c6315731910237ad1ca/?vgnextoid=8745450b19f73310VgnVCM10000048021dacRCRD&vgnextfmt=EN&vgnextfmt=EN&vgnextcat=RUNWISE&vgnextcatid=8788407&vgnextdiv=J88696&productcategory=productline

Fleet Owner / December 3, 2014 The Mack Trucks Historical Museum up in Allentown, PA, celebrated its 30th anniversary last month – a non-profit entity formed back in 1984 – and for truck junkies like me, the place offers an endless supply of classic iron and related components to investigate. [It’s also most helpful that admission to the museum is free, with the facility open Monday, Wednesday and Friday from 10 a.m. to 4 p.m.] I’ve visited Mack’s museum a few times (and you can sift through some photo galleries resulting from those stopovers here and here) as it is connected to the Mack Customer Center, which used to serve as the OEM’s research and development facility. The performance roadways surrounding the museum and customer center are still put to good use, too; a prime location for customers and journalists to test drive Mack’s products, as you can see here. The OEM noted that nearly 6,000 people from all parts of the world visit its museum each year, with Mack enthusiasts from Australia and the Netherlands the most frequent foreign visitors. “We also receive thousands of requests about specific vehicles,” added Don Schumaker, the museum’s curator. “If you have a vehicle identification number, chances are pretty good that we have information in our archives.” [Schumaker has by far forgotten more about trucks than most people know. You can view his encyclopedic truck brain in action in the video interview below, shot back in April this year.] The museum also helps host “Trucktoberfest,” an annual “appreciation event” for the antique truck club organizations that support the museum, with more than 300 people and 100 vintage trucks taking part in the festivities. [Below is a glimpse of the “parade of power” taken during this year’s celebration, with a collection of trucks circling the former test track surrounding the museum and customer center buildings.] Perhaps not surprisingly, Mack also helps support another museum, one devoted more broadly to the history of transportation – called “American on Wheels” – that is located in downtown Allentown. Needless to say, if you’re a gearhead that loves old trucks and motor vehicles, both of those placed need to get put on your travel itinerary. .

Economic Times / December 1, 2014 Indian truckmaker Ashok Leyland today reported a 44 percent jump in total sales at 7,732 units for November, 2014, as against 5,375 units in the same month last year. Sales for its medium and heavy commercial trucks increased by 92 percent at 5,204 units in November as against 2,715 units in the year-ago period. .

Press Release / December 2, 2014 ​Iveco and FPT Industrial to feature at Dakar 2015 Team PETRONAS De Rooy Iveco announces participation in the next edition of the world’s most famous off-road rally. Three Iveco vehicles are set to compete for a place on the podium. Together again, ready to fight for a place on the podium at the 2015 Dakar: Iveco and FPT Industrial (Fiat Powertrain Technologies) will once again feature at the world’s biggest rally – the Dakar – as official sponsors of Team PETRONAS De Rooy Iveco. The news was announced today at a press conference held at CNH Industrial Village in Turin, Italy. In line with their adventurous identities, the two CNH Industrial subsidiaries will provide vehicles, parts and engines for the Netherlands-based Team PETRONAS De Rooy Iveco at the 2015 Dakar rally. The 37th edition of the Dakar – the seventh to take place on South American soil – will start in Buenos Aires, Argentina on 4 January and will finish in the same city on 17 January, after 13 stages following a ring-shaped route. The 414 vehicles on the starting line will have to cover more than 9,000 km (5,592 miles) of roads, tracks and dunes, through Argentina, Chile and Bolivia. Team PETRONAS De Rooy Iveco After taking second place in the 2014 edition of the rally, the Netherlands’ Gerard De Rooy – on board a sleeper-cab version of the Iveco Powerstar – will once again lead the Team. At 34 years old and having won the Dakar in 2012, the Dutchman returns to the race with more determination and enthusiasm than ever, ready to face the extreme challenges that the rally presents each year. Behind the wheel of a second Powerstar will be fellow Dutchman Hans Stacey, winner of the Lisbon-Dakar in 2007 and a member of Team PETRONAS De Rooy Iveco since 2011. The third vehicle, a day-cab Trakker Evolution 3, will be under the control of Spanish driver Pep Vila, a rally veteran and a Team fixture at the Dakar. Iveco's race vehicles: strength, reliability and performance even over the toughest terrain The Dutch team will use three Iveco vehicles at the 2015 Dakar: two Powerstars (specifically, a Strator prototype – built in the Netherlands with an Iveco chassis, driveline and cab inspired by the Powerstar, manufactured and marketed by Iveco Australia) and a Trakker 4x4, manufactured in Spain. In addition to the rally trucks, six support and assistance Trakkers will complete the Team PETRONAS De Rooy Iveco line-up: one 8x8s, four 6x6s and one 4x4. The Iveco Trakker is an off-road quarry-site vehicle, with a new cab designed to improve driving and on-board comfort, elements which today are recognized as essential for the productivity and safety of a vehicle. This vehicle is capable of operating on difficult, bumpy terrain, like the surfaces the drivers will need to navigate on in South America, and relies on FPT Industrial's Cursor engines, which ensure power and reliability. The defining characteristic of the vehicle is its sturdiness: each individual component, starting from the high-yield steel chassis, guarantees long lasting performance. The Trakker represents a “Best in Class” not only for its day-to-day use, but also in more challenging environments, having been designed to work in all weather conditions and on all types of terrain, from dirt roads to extreme off-road trails, ensuring maximum comfort, safety and output. The vehicles are fitted with three rally seats with seat belts and a roll-over protection bar. The vehicles feature ZF gearboxes providing both ergonomics and performance. These include the Ecosplit 9- and 16-speed manual gearboxes, both equipped with a "servo-shift" servo-assist system which offers a more comfortable and safer driving experience, and the Eurotronic 12- and 16-speed automatic gearboxes, with gear selector built into the steering column switch, which helps to improve driver comfort. The Dakar will represent an important occasion for Iveco to test the performance of the products in action: each vehicle will face huge challenges in extreme conditions, thus providing an opportunity to test the vehicles’ reliability and performance. The engines All Iveco vehicles participating in the 2015 Dakar are equipped with FPT Industrial Cursor 13 engines which generate up to 900 horsepower. Thanks to continuous research and development activities, the in-line six-cylinder Cursor 13 adopts the most advanced technologies available, such as latest generation Common Rail HD injection system, guaranteeing pressures up to 2,200 bar. These engines provide high power, fast load response and high power density and ensure maximum robustness and reliability, and low operating costs. To ensure such a high level of reliability, FPT Industrial puts its powertrains through several thousand hours of rigorous testing and, above all, tests them in extremely challenging sporting competitions such as the Dakar. The 2015 Dakar The race will take place in three major South American countries from 4 to 17 January: Argentina, Chile and Bolivia. The route forms a ring, starting in Buenos Aires in Argentina, reaching Iquique in Chile, and returning once again to the Argentinian capital. Argentina will therefore host both the start and end of the race, as well as a further six stages. The rest of the race will take place in Chile, plus one stage in Bolivia, as the 9,000 km route weaves its way through a landscape of desert and rocks. Like last year, there will be different routes for cars, trucks, bikes and quads. In particular, the truck route will be nearly 1,000 km shorter to avoid having heavy vehicles passing through Bolivia's salt flats. This decision also stemmed from a desire to respect and protect the environment hosting this spectacular and strenuous race. A total of 414 vehicles have registered for the race this year: 164 bikes, 138 cars, 48 quads and 64 trucks, with 665 competitors representing 53 different countries. Follow all the news at www.iveco.com/dakar Iveco is getting ready to keep its fans up to date throughout the rally on www.iveco.com/dakar. Fans can learn all about the PETRONAS De Rooy Iveco vehicles in the run-up to the start date, and then follow the race step by step with daily updates from South America. The website narrates a journey through the world’s most difficult and demanding off-road race. The website will be updated every day with Team PETRONAS De Rooy Iveco’s results and performance data, plus multimedia content transmitted directly from the course itself. Likewise, the Team's social media channels – Facebook, Twitter and YouTube – will be updated every day, with all the latest news as well as reports, videos and photos. There is also an area dedicated to Iveco’s Dakar Rally history: a look back at the team’s successes on the unforgiving roads of a competition that attracts millions of spectators every year. Finally, the section “From Dakar to your job” offers Iveco customers the chance to discover all the features of the Trakker, known for its reliability in day-to-day work on quarry sites and also in extreme situations such as the Dakar: this confirms that this type of event is an excellent opportunity to test the performance and reliability of the whole vehicle under extremely challenging conditions. Iveco and its commitment to sports The Dakar is part of Iveco's wider communication strategy, which – given its strong international identity and the ongoing pursuit of initiatives matching its vitality and energy – has always kept close ties with the world of sport. Iveco's involvement in the Dakar reinforces the brand's strong affiliation with the leading names in international sport. Past collaborations span a wide range of sporting initiatives including a partnership with Rugby World Cup champions the All Blacks from Australia and Iveco’s role as Official Supplier to Ferrari's racing team. DAKAR 2015 - THE TEAM Vehicle 501 Gerard De Rooy Driver (Netherlands) Jurgen Damen Navigator (Belgium) Darek Rodewald ​Mechanic (Netherlands)​ Vehicle 504 Hans Stacey Driver (Netherlands) Serge Bruynkens Navigator (Belgium) Bernard der Kinderen ​Mechanic (Netherlands) ​ Vehicle 509 Pep Vila Driver (Spain) Xavi Colome Roqueta Navigator (Spain) Michel Huisman Mechanic (Netherlands) - See more at: http://www.iveco.com/en-us/press-room/release/Pages/Iveco-Dakar-2015.aspx#sthash.rPROw9rx.dpuf .

An example of low-cost manufacturing (one level above doing it in your garage). Volvo's Mack brand retail truck pricing doesn't pass along the discount though. Note: Westport Axle is owned by Brazil Group (Grupo Brasil). .

Heavy Duty Trucking / December 2, 2014 A plan in Michigan’s Senate to greatly reduce the maximum truck weight along state roadways was defeated Tuesday in a 22-15 vote. The measure called for reducing the gross truck weight limit from 164,000 pounds (74.4 metric tons) along some routes to the current limit along federal routes of 80,000 (36.3 metric tons). Supporters of the legislation claimed the extra heavy trucks were unnecessarily damaging Michigan roadways. Opponents, including the Michigan Department of Transportation, said any damage was mitigated by having loads evenly distributed over multiple axles. According to Mlive.com a truck weighing 164,000 pounds can freely operate in Michigan only if it features 11 separate axles, each carrying 13,000 pounds (5.9 metric tons). Under federal rules, trucks that weigh 80,000 pounds can carry 17,000 pounds (7.7 metric tons) each on four axles and 12,000 pounds (5.4 metric tons) on a steering axle. http://www.mlive.com/lansing-news/index.ssf/2014/12/michigan_roads_bill_to_reduce.html

It's refreshing to see Ford aggressively promoting heavy trucks in the global market, particularly with Bill Ford's personal support. Thus far, I think they've done a great job with the new Cargo. That being said, Ford has a great opportunity now to put a full-size cab on a next generation Cargo and create a heavy truck that can take on M-B, MAN, Scania and Volvo. http://www.fordotosan.com.tr/haberdetay_YeniFordCargo1846T.htm .

Newsletter - December 2014 http://app.mailerlite.com/p7s0a1/231294478/z8a6/4394617799

Scania Service Operations Release / November 28, 2014 A new Scania approach to working with brakes has made the job of service technicians easier and lessened the potential for accidents and chronic health problems. An ergonomics training programme for service technicians to reduce risks of strain-related disorders. The training, which is available in 23 languages, combines e-learning with on the job training by supervisors. The e-learning training is available here: http://host.learnways.com/scania/ergonomics/index.htm Working with brakes is one of the most frequently undertaken jobs in Scania workshops. Truck and bus brake components are often heavy and have traditionally been moved manually. Over time, such an approach can lead to back disorders and, in serious cases, chronic illness that requires time off work. To reduce the risk of such problems arising, Scania has developed new methods for working with brakes that both save time and prevent sore backs. One example of the new methods is a mobile hoist that can be used to remove brake components, such as callipers and brake discs. These are operations that previously required a high degree of physical strength. Clear results The new methods have already been put into use in Scania’s operations in Spain and Portugal. Scania Iberica’s Human Resources Manager José Tirado says, “The result is striking, not only with regards to the shortening of lead-times, but because the job can now be performed without risking the health of service technicians. Another benefit of the new methods is that almost anyone can change brakes. It’s traditionally been a very heavy job that not everyone could do.” Ergonomics training Lena Nord Nilsson, a Scania ergonomist who helped develop the approach, says the methods have been included in Scania ergonomics training for service technicians. “The training programme has been made available globally in 23 languages and the programme is one of the most comprehensive health and safety training efforts in the company,” she says. “It is also recommended for distribution to schools for transport and automotive technology.” The programme is divided into two parts – an e-learning course and on-the-job training. The programme material highlights 12 common operations and shows how they can be performed in an ergonomically sound way. Reduced strain For example, strain is placed on the backs of technicians if they remove wheel nuts while in a standing position. Technicians can significantly reduce strain by using a portable seat that allows them to sit down to carry out the nut-removal operation (See picture). Ear protection devices should also be worn to block out the noise of the wheel nut removal tool. Nord Nilsson says the methods in the program involve avoiding working methods that place unnecessary strain on the body.

Press Release / November 28, 2014 This video shows how a Scania 12+2-speed range-splitter gearbox is assembled at the Scania gearbox production facilities in Södertälje, Sweden. Gearboxes are also produced in Tucumán, Argentina. All transmissions used in Scania’s long-haulage trucks are developed and manufactured by Scania. Shot in time-lapse, the video shows the whole transmission assembly process, something that takes about an hour in real life. Scania’s modular system allows Scania R-series trucks to be equipped with a range of transmissions, from the 8-speed range-change transmission all the way up to the top-of-the-line 12+2-speed range-splitter transmission. The optional overdrive feature allows for low and economical cruising revs. This is in line with Scania’s low-rev approach, where peak torque is available at low revs, enhancing fuel economy. To further improve driveability, Scania R-series trucks can be equipped with the Scania Opticruise automated gear changing system (AMT), as well as Scania Retarder – an auxiliary braking system first introduced in 1993. The most recent addition to the transmission range is a 4,100 Nm freewheeling retarder that automatically disengages and enters a freewheeling mode when not active, thus reducing fuel consumption. https://www.youtube.com/watch?v=f0mHS71YEUU&feature=youtube_gdata

CBC News / November 30, 2014 Paccar's Ste-Thérèse truck manufacturing plant has locked out its 850 employees amid stalled negotiations with the workers’ union. On Saturday afternoon Paccar warned employees it would lock them out at midnight, citing a "no contract, no work" policy. The workers’ collective agreement expired at 11:59 p.m. Saturday. The company tabled its final offer on Saturday afternoon, according to The Canadian Press. The union's negotiating committee called for an assembly on Sunday morning to deliberate on it. However, Paccar did not move the lockout deadline to allow the union to consider the offer. Seventy-six per cent of employees voted on Sunday to reject the offer. According to a news release issued by the union, Unifor-Québec, contract negotiations have been underway for the past two months. In 2001, the then-union president locked himself in an office with 70 litres of water and went on a hunger strike to denounce what he called abusive workplace practices. Paccar, a U.S.-based company, last locked out all of its Ste-Thérèse employees in 2004.

If I remember correctly, production shifted from Louisville to Twin Cities (St. Paul, MN) and Edison (NJ) in 1999. Launched in 1993, the second generation Ford Ranger was forced to carry on until its 2011 US market demise with nothing more than trim changes. For the overall US market pickup truck leader to have done what they did to the Ranger marque, intentionally run this product into the ground, is totally unacceptable. I can't believe that Bill Ford* is onboard with Ford corporate's strategy to continue ignoring the mid-sized pickup truck segment (there is no more small pickup segment, we've all seen the light and graduated to mid-sized). He's too realistic a person not to recognize the size and profitability of the segment, and the need for Ford to participate in it. * Bill Ford is arguably one of the finest human beings in America's auto industry.

For the record, Ford produced Rangers at Louisville (LAP) from 1983 to April 1, 1999. The absurd statements from Ford that offering the mid-sized Ford Ranger in the US market would erode full-size F-150 sales is pure propaganda. They made a bad call that now leaves them empty-handed in a generously-sized market segment, and don't want to admit it.

The Ford Australia-designed global Ford Ranger is produced by Ford in Argentina, South Africa and Thailand, and sold in 180 countries (excluding the U.S. - the world's largest pickup truck market). Ford does sell the Ranger to Mazda, rebadged as the BT-50. The exterior (and interior) is quite different, as it should be, but I don't care for the styling theme. There is a vast swath of consumers who specifically want a mid-sized pickup for all its advantaged. They would never buy a full-size trucks with all its bulk due to personal preference, planned usage and fuel economy. You buy the shoe that fits your foot, and full-size trucks are too large for these customers. For as long as Ford wants to be hard-headed (in the US market), Toyota and GM are glad to have a monopoly on the mid-sized pickup market segment. Ford dare never say they won't sell the Ranger in the US market because as an import, the chicken tax (Lyndon Johnson's Proclaimation 3564) would make it too expensive. Given the US market is the world's largest pickup truck market, of course they would build it in the United States. And that then brings the impressive new body-on-frame Everest SUV into the conversation as it shares the same platform as the new 2015 Ranger. The unibody-construction Explorer is an evolved minivan-turned-SUV for soccer moms, and dad's driving the family around on the weekend, that don't want to be seen in a mini-van. Whereas the body-on-frame Everest is an actual truck that a man would buy for himself. Given the night-and-day difference between the design direction of the Explorer and Everest, and the current gap in Ford's U.S, market portfolio of SUVs - a mid-sized SUV that appeals to men (a modern day Bronco....and they could name it just that) - it makes a perfect sense for Ford to produce the Ranger and Everest (Bronco) in the United States (unless, Ford feels like they have all the business they need).

The global Ford Ranger is a direct competitor to Volkswagen's superb mid-sized Amarok pickup in the global market. The new 2015 Ranger appears slightly larger than the Amarok with a more rugged American-style appearance (ironic given that Ford ridiculously doesn't sell it here). Both are available with great diesel powertrains (which attracts me), and in a variety of trim levels from bare bones work truck to high-end personal use. Two or four doors, 2wd or 4wd. You could buy the Ranger or the Amarok and be equally happy. Ford's 3.2-liter diesel (over the more frugal 2.2L engine) at 201hp has a bit more power than the Amarok's 180hp 2.0-liter engine, but the VW is a bi-turbo design and thus quite responsive at both low and high RPMs plus its paired with the superb ZF 8-speed transmission.

When I think of Jeep and small pickup trucks, the Jeep Comanche immediately comes to mind. Make no mistake about it, American Motors had some of the US auto industry's finest engineers (delivering impressive designs despite a tight budget), and they were critical to Chrysler's later success (the whole "platform" design theme was invented by AMC engineers). http://upload.wikimedia.org/wikipedia/commons/b/b7/Jeep_Comanche_Pioneer_white_MD_l.jpg Then I leap ahead to 2005 and wonder why the Jeep Gladiator concept didn't enter production. http://blog.jeep.com/wp-content/uploads/2013/01/Jeep-Gladiator-Concept-003.jpg Of course one can have a Wrangler pickup, an impressive unit built by Jeep OEM supplier AEV that retains the factory warranty. http://www.aev-conversions.com/vehicles/brute-double-cab If one were to imagine a modern day Jeep Comanche, it might look something like this. http://i.ytimg.com/vi/jucMyOusy3U/maxresdefault.jpg

Ford 's truck marketing manager Dave Scott said last month that the company is considering a return to the U.S. small pickup truck market (which it abandoned in 2011). However, he oddly stated the U.S. market Ranger would NOT be the (superb) global market Ranger (i.e. the logical candidate). Instead, Scott said Ford was reviewing its international models for something it could make work. Scott ridiculously claims the global market Ranger is "Too big, it's 90% of the F-150 size." Ford is unwilling to admit (at this juncture) that mid-size and full-size pickup truck consumers are two entirely different groups of people. And with the higher cost of the new aluminum bodied F-150, the global market Ranger would be meaningfully cheaper in price. Scott says Ford is aiming for a “true small pickup”, not a mid-size like GM’s new 2015 Chevrolet Colorado and GMC Canyon, or Toyota’s Tacoma. In its day, the Mazda-sourced Ford Courier (a true small pickup) fulfilled a small but legitimate market demand. But it was never a big sales success either. Fast forwarding to the present, having learned from past experience, consumers now see the advantages of the slightly larger mid-sized pickup. (If Ford wants to sell a true small pickup, they can go to battle with Mahindra in India) "We're looking at it. We think we could sell a compact truck that's more like the size of the old Ranger, that gets 6 to 8 more miles per gallon than our full-size F-150, is $5,000 or $6,000 less, and that we could build in the U.S. to avoid the 25% tariff (chicken tax) on imported trucks," he said. (The truck should/would be made in the U.S., so the 25% chicken tax (import tariff) isn’t a factor) Scott said there are models in Ford's global array of trucks that could work - but he wouldn't name them. Nor would he say how fast Ford could get such a vehicle into showrooms. He said it's likely such a model would have unibody construction – not the traditional body-on-frame configuration that all U.S. market pickups use aside from the Honda Ridgeline (which is barely on anyone’s radar). (Imagine a Ford Escape/Kuga-based pickup similar to the Dacia Logan pickup...... http://www.daciagroup.com/en/gallery/products/dacia-logan-pick-up) Scott, unwilling to admit Ford’s mistaken strategy in ignoring the mid-sized pickup segment, embarrassed himself by claiming that GM’s new 2015 Chevrolet Colorado and GMC Canyon are too big. As an excuse for not having a mid-sized pickup to offer, Scott said a Ford F-150 XL Sport would give a buyer more room, more power, similar mileage and higher towing and hauling ratings, for payments about $20 a month more than the GM mid-size models that are expected to be the best sellers. Scott in unwilling to admit that most consumers wanting a mid-sized pickup truck are NOT in the market for a full-sized pickup. Anyone that sees the global Ford Ranger will judge it to be a mid-sized pickup. It is incomparable to an F-150. American mid-size pickup customers want body-on-frame construction. Few if any would buy a mid-size pickup based on a unibody-construction passenger car platform (e.g. Honda Ridgeline).