kscarbel2

Before I respond, I have to say that I was troubled by your recent derogatory “Ruski” comment. It was rude and inappropriate. While I’ve never met Vladislav and the other Eastern Europeans who read this forum, I as an American was embarrassed, because your remarks put America in a bad light, which inherently reflects negatively on all Americans including myself. Living in the past is not going to create a better future. In a world which has become much smaller and intertwined, there is no place for such demeaning rhetoric. Thousands of immigrants from Eastern Europe, as well as Western Europe, came to our great country since its founding. From Irving Berlin and George Gershwin to Alexander Seversky and Igor Sikorsky, the list of Russian Americans that have enhanced the fabric of America is impressive (http://en.wikipedia.org/wiki/List_of_Russian_Americans and http://www.rach-c.org/pages/russianamericans.htm).As a nation of immigrants, we have an obligation to hold ourselves to higher standards and not ridicule the people of other global regions simply because we don’t care for their governments. Most people worldwide are genuinely a good lot........it is the governments that disappoint. Ford Otosan is paying FPT for a license to build the Cursor 11 and Cursor 13, which includes installing their own external accessories to meet their unique requirements, and installing a valve cover that wears the Ford name. Ford Otosan’s agreement with FPT and license payments then allows them to call it a Ford Otosan-designed powerplant. This is no different than the Navistar HT570 that was modified for the Volkswagen Constellation requirement and rebadged Volkswagen NGD. Nor is it any different than the current 6.7-liter Ford Powerstroke. There’s nothing American about the Powerstroke, as its design was farmed out to the Austrian contract engineering design firm AVL. Ford ordered a 6.7-liter diesel V-8, and AVL went to work. Ford was the paying customer, so the engine naturally wears the Ford name. FPT (Fiat Powertrain Technologies) is under the control of parent company CNH Industrial, which controls Iveco, Case-IH, New Holland and Steyr. Sergio Marchionne’s FPT powertrain unit builds a good engine, but very much needs to increase sales. Thus licensing the Cursor 11 and Cursor 13 to Ford Otosan is a smart move with minimal conflict to Iveco.

Background: Ford joint-ventured with Jiangling Motors Corp. (JMC) in 1997 to build European Ford “Transit” full-size vans (the latest version now being launched in the U.S. market). Ford increased its stake in JMC to (a still modest) 31.5 percent in 2013. Located in east China's Jiangxi Province, the JMC-Ford joint venture also builds JMC-branded SUVs, pickups, vans and light trucks. Ford also has a passenger car joint venture with Changan Automobile Co. in Chongqing. In August 2012, 2nd tier level vehicle manufacturer JMC acquired a small, young truckmaker called Taiyuan Changan Heavy Truck Co. Ltd. (founded in 2007) for US$42 million and renamed it JMC Heavy Duty Vehicle Corporation (JMCH). In 2010 and 2011, Taiyuan Changan Heavy Truck had only managed to sell about 3,000 trucks annually, and 2012 January thru July sales only amounted to 309 units. In contrast, China’s top five truckmakers each sell 100,000 to 220,000 trucks annually. “JMC’s acquisition represents a great opportunity to continue to expand the breadth of our business in China across vehicle segments,” said Dave Schoch, Chairman and CEO, Ford Motor China. “A strong heavy truck operation like Taiyuan will complement Ford’s existing passenger car and light commercial vehicle operations here in the world’s largest and fastest-growing vehicle market.” “With Ford’s support, JMC will quickly introduce new products and improve Taiyuan’s (JMCH) existing truck products in order to bolster the competitiveness of Taiyuan Heavy Truck,” said Schoch. “Ford has enormous experience and world-class products and technologies, including in the heavy truck business, which can be deployed to support JMC after the acquisition.” Note: While automobile joint ventures in China have been enormously successful due to the preference for foreign brands, there to date has never been a successful truckmaking joint venture owing to the rapid development of Chinese heavy trucks and satisfaction with domestic brands. In April 2013, JMC signed a 12-year technology license contract with Ford Otosan* to produce the latter company’s “Ecotorq” diesel truck engines (JMC code-named J17) for upcoming Ford Otosan “Cargo” based heavy trucks (JMC code-named J19). In the heavy Cargo range, Ford Otosan has been offering the 10.3-liter Fiat Powertrain Technologies (FPT) Cursor 10 found in Iveco trucks. Following last years announcement (below), we learned that Ford Otosan will produce the 11.1-liter Cursor 11 and 12.9-liter Cursor 13 under license in Turkey (The Cursor 11 replaces the Cursor 10). For the JMC-Ford joint venture to find success in China’s heavy truck market, they would have to build these FPT engines in China. Ford Otosan is to invest US$ 100 million in the production of the new 11-liter and 13-liter Ecotorq engines. The intellectual property rights of the engines, designed by Ford Otosan engineers, belong to Ford Otosan. The new Ecotorq engines that will be manufactured at Euro 6 emission standards, are expected to have wide use including heavy commercial vehicles as well as industrial and marine applications. JMC agreed to pay Ford Otosan an initial licensing fee of one million Euros, plus an additional 150 to 190 Euros for each Ford Otosan-based J17 engine produced. JMC agreed not to directly or indirectly design or develop a competing engine to the contractual products during the contract term. Engine production at the JMC/Ford joint venture’s new US$82 million facility is expected to launch in the second half of 2015 and initially build up to 10,000 engines a year. This year on July 24, JMC announced plans to sign a technology license contract for the JMC-branded J19 heavy truck project with Ford Motor, Ford Global Technology**, and Ford Otosan. JMC will gain a technology license for the design, manufacture and service of Ford Otosan Cargo heavy trucks including chassis, cab, and related parts and components. Under the planned agreement, JMC will pay Ford Otosan an initial licensing fee of 8 million Euros, plus an additional 330 to 485 Euros for each chassis constructed with Ford Otosan-licensed components, and 20 to 40 Euros for each truck completed with a Ford Otosan Cargo cab. Some of the media has exaggerated what’s taking place here. In summary, JMC will build Ford Otosan-derived heavy trucks under license wearing the JMC badge, and principally for the Chinese domestic market. Ford Otosan remains responsible for global Ford heavy truck sales. While Otosan has done an impressive job of keeping the Cargo series updated and competitive, Otosan truly needs a massive investment from Ford so as to design/build an all-new heavy truck that can compete with the latest European and Chinese heavy trucks. * Ford Otomotiv Sanayi A.S. (Ford Otosan) is incorporated in Turkey and operates as a joint venture between Ford Motor Company and Koç Holding. Ford Otosan is currently the global heavy truck making arm of Ford Motor Company. While the Ford/Koc cooperation dates back 54 years, the relationship began when Henry Ford made the Koc family a distributor in 1928. Today, Ford and Koc Group each hold a 41 percent equity stake each, and the remaining shares are listed on the Istanbul Stock Exchange. ** Ford Global Technologies, LLC owns, manages and commercializes patents and copyrights for Ford Motors. The company was incorporated in 2002 and is based in Dearborn, Michigan. Ford Global Technologies, LLC operates as a subsidiary of Ford Motor Co. PDF Brochure - Ford 1846T 4x2 tractor (http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&ved=0CB4QFjAA&url=http%3A%2F%2Fwww.ford.com.tr%2Fcs%2FBlobServer%3Fblobtable%3DMungoBlobs%26blobcol%3Durldata%26blobheadervalue1%3Dattachment%253Bfilename%253D%25221846T_Katalog%2B.pdf%2522%26blobheadervalue2%3Dabinary%253Bcharset%253DUTF-8%26blobheadername1%3DContent-Disposition%26blobheadername2%3DMDT-Type%26blobheader%3Dapplication%252Fpdf%26blobwhere%3D1214447692351%26blobkey%3Did&ei=-1tHVP2cDZapyASd0IKoCQ&usg=AFQjCNH7ELcqWN_YBMz3mLR0x9uaych3hQ&bvm=bv.77880786,d.aWw&cad=rjt) .

http://www.todaystrucking.com/western-star-presents-one-bad-ass-truck

http://www.truckinginfo.com/channel/equipment/video/detail/2014/10/supertruck-an-overview.aspx

Fleet Owner / October 17, 2014 The Hendrickson Vehicle Suspension Institute (HVSI) has announced the schedule of its next hands-on technical suspension training classes. Two separate sessions will be held from November 18 through November 20 in Bangor at the Eastern Maine Community College (EMCC). Each session includes classroom and hands-on training conducted by Hendrickson’s regional field service managers. Topics covered will include both truck and trailer suspension systems. The truck session will include HAULMAAX, PRIMAAX EX, and front steer axles while the trailer session will include VANTRAAX, trailer axle wheel-ends and brakes as well as Hendrickson’s TIREMAAX PRO tire-inflation system. Hendrickson said the HVSI program provides technicians as well as parts and service personnel with a basic orientation and hands-on experience for the recommended installation, service, maintenance, and repair procedures for all Hendrickson suspension systems. Hundreds of technicians from independent repair facilities, fleets, OE service dealerships and parts distributors have participated in the past sessions. “HVSI has proven to be a popular and effective hands-on and classroom technical training program,” said David McCleave, marketing & aftermarket director for Hendrickson Truck Commercial Vehicle Systems. “Participants get to interact with our trainers and obtain the ability to experience real time repair procedures. “We want our end users, technicians and parts specialist to have a great experience learning how to maintain our Hendrickson suspension systems,” he added. “HVSI enables that experience.” Click here for additional information about HVSI and how to sign up for upcoming sessions or phone Jose Cabral at 630-910-2836. .

Wired / September 30, 2014 FedEx runs such a massive operation—it uses more than 47,000 vehicles and nearly 700 aircraft to deliver about 4 million packages every day—that any systemic change it makes to cut down its carbon footprint can have major consequences. That’s why news that it’s using technology developed by a founder of Tesla Motors to make its trucks significantly more fuel efficient is exciting. FedEx is working with Wrightspeed, the Silicon Valley-based company founded and run by Ian Wright, who helped create Tesla in 2003. Wright is still all about electric mobility, but his new company doesn’t make cars. It makes electric powertrains to be retrofitted into existing vehicles. And it’s sold 25 of them to FedEx for a pilot program. The Wrightspeed conversion includes the installation of an electric motor to each drive wheel, and a battery pack. The truck—now an electric vehicle—can be plugged in to charge the 39 kilowatt-hour battery, which holds enough power for a 30 mile range. In addition to incorporating regenerative braking, Wrightspeed utilizes a diesel-powered Capstone* microturbine to generate electricity while on the road. The microturbine system, well suited for delivery trucks in stop-and-go traffic, doubles the energy efficiency of FedEx’s fleet. Because the microturbine is always running a consistent speed generating a constant amount of energy, it’s always operating at peak efficiency and inherently optimized for maximum reliability. A year ago, FedEx purchased two Wrightspeed units as a trial. They were delivered in December last year. FedEx “just loaded it up, assigned a driver, and sent it out,” Wright says. On Christmas Eve in San Jose, CA one truck delivered packages for 14 hours straight. “Their expectations were very low,” Wright says, but they started “using it like a regular trucks straightaway.” Clearly impressed by the new powertrains, FedEx has since placed an order for 25 more. http://wrightspeed.com/ http://www.capstoneturbine.com/news/video/view.asp?video=wrightspeed * http://www.capstoneturbine.com/prodsol/solutions/hev.asp Note: With the next generation of batteries on the horizon that will offer reduced size and weight combined with greater capacity, the potential of the microturbine as demonstrated here and in the Wal-Mart/Peterbilt research truck is increasingly vivid. http://www.bigmacktrucks.com/index.php?/topic/34734-wal-mart-unveils-concept-tractor-trailer/?hl=wal-mart . http://www.bigmacktrucks.com/index.php?/topic/35200-walmart-debuts-futuristic-truck-at-mats/?hl=wal-mart#entry240227 .

Press Release / August 20, 2013 Nissan to Equip Next-Generation Titan Pickup with New Cummins Turbo Diesel Engine At the kickoff of Nissan 360, Nissan announced it will offer a newly-developed Cummins V8 turbo diesel in its next-generation full-size pickup. Now in the latter stages of development and testing, the available Cummins 5.0L V8 Turbo Diesel engine has been optimized for the next generation Titan as a result of the partnership between Cummins and Nissan. Cummins also is developing a version of the engine for its commercial vehicle customers. "We have done our homework on the next-generation Titan. Truck owners told us there's a demand for the performance and torque of a diesel in a capable truck that doesn't require the jump up to a heavy-duty commercial pickup," said Fred Diaz, divisional vice president, Nissan Sales & Marketing, Service & Parts, Nissan North America. "There is no question that the new Titan will turn heads, and with the available Cummins 5.0L V8 Turbo Diesel, we expect to win new fans and attract buyers looking for this unique configuration." "We are very excited to partner with Nissan on the introduction of the Cummins 5.0L V8 Turbo Diesel to the North American pickup truck market," said Dave Crompton, vice president, Cummins Engine Business. "This new engine will offer the right balance of power, performance and fuel economy while delivering the dependability that customers expect of a Cummins engine. This will be a great package." With a torque rating in the mid-500s (lb-ft) and more than 300 horsepower, the Cummins 5.0L V8 Turbo Diesel will provide light truck customers the combination of towing capacity and mileage that is expected in the highly-competitive North American truck marketplace. The Cummins 5.0L V8 Turbo Diesel will be built in America's manufacturing heartland at the Columbus Engine Plant, in Columbus, Ind., Cummins headquarters. Like the current model, the next-generation Titan will be built at Nissan's Canton, Missisippi plant.

The new 2016 Nissan Titan will be unveiled at the North American International Auto Show (NAIAS) next January in Detroit. In addition to the 5.0-liter Cummins V-8 engine option, the next generation Titan will be offered in a broader range of model packaging options to include more base-level packaging for work truck buyers and contractors, as well as specific packaging for the diesel option with the Cummins engine that are meant to appeal to the expected buyer for that option. .

ProStar with 13-liter engine and Tremec transmission delivers performance for weight-sensitive applications Press Release / September 23, 2014 Navistar today announced it will offer the Tremec 10-speed manual transmission in its International ProStar model with the company’s 13-liter engine. Tremec offers a wide range of high torque-to-weight ratios designed for weight sensitive over-the-road and city applications. The pairing will also maximize payload for applications such as bulk haul. “Tremec transmissions are not only known in the automotive industry for a wide variety of high-performance cars, but Tremec components are used in transmissions throughout the commercial transportation industry,” said Jodi Presswood, general manager, Heavy-Duty Truck Product Line, Navistar. “This lightweight transmission reduces the weight of the vehicle while also providing our customers with yet another choice.” Navistar will offer four Tremec transmission options paired with the company’s 13-liter engine, available with 370-450 horsepower and 1,350-1,700 lb.-ft. torque for line haul and regional haul applications in the United States and Canada. The company also offers Tremec transmissions as an option in its ProStar with Cummins ISX15. http://www.tremec.com/anexos/MD-HD%20Condensed%20Specs%20Brochure.pdf FYI: In 1997, the Transmissions TSP subsidiary of Spicer SA, a joint venture between Dana (49%) and Mexico’s DESC (51%, now called KUO Group) purchased Dana Corporation’s medium and heavy transmission. This included the Spicer PRO-SHIFT and EASY-SHIFT transmission product (i.e. the Tremec 10-speed being mentioned here is the Spicer PRO-SHIFT). Both Mexican transmission maker Tremec (Transmisiones y Equipos Mecanicos) and Spicer SA were established as the result of a 1962 government mandate stating that from 1964, sixty percent of vehicle content had to be produced in Mexico. The Dana/DESC joint venture, Spicer SA, purchased Tremec in 1994, and Borg-Warner’s transmission business in 1996. Dana and DESC dissolved their joint venture, Spicer S.A. de C.V., in 2006 with Dana assuming 100-percent ownership of operations that manufacture and assemble axles, driveshafts, gears, forgings, and castings in which Dana previously held an indirect 49% interest. DESC, in turn, assumed full ownership of the Tremec transmission and aftermarket gasket operations in which it previously held a 51% interest. Along with exchanging its minority interest in the joint venture, Dana also made a cash payment of $19.5 million (USD) to DESC.

Trailer Tails, Longer B-Trains OK'd Today's Trucking / October 11, 2014 Longer B-trains, tridem-drive tractor recognition, and approval for full-length trailer tails... we've got 'em all. These are significant changes on the Canadian trucking landscape, now part of the federal/provincial/territorial Memorandum of Understanding on Interprovincial Weights and Dimensions (MOU). That's the agreement that sets national standards for the size-and-weight limits of heavy vehicles used in interprovincial transportation. It was initially established in 1988. Last week the Task Force on Vehicle Weights and Dimensions Policy, comprising officials from Ottawa, the provinces, and territories, approved an amendment to the MOU that will increase the allowable size of aerodynamic devices on the rear of trucks and trailers from 0.9 to 1.52 meters. That will soon allow full-length TrailerTails from ATDynamics, for example, to operate within all provinces. That's big, but that's not all. The Task Force also added the tridem-drive tractor-and-semi-trailer configuration as a new MOU category. And, bigger still, it agreed to increase the overall length limit for B-Train double-trailer combinations from 25 to 27.5 meters. The industry has been begging for that last one going back several years because it accommodates the use of longer-wheelbase tractors, which are now necessary to fit emissions-reduction equipment and things like LNG tanks. It might also reduce driver fatigue and improve driver comfort by allowing larger sleeper berths. And the Task Force also figures it will improve safety in collisions with wildlife because the addition of moose bumpers will be feasible. More than a few trucks have been spec'd long anyway, in spite of the regulations, so they'll now be legal. The wish for a tridem-drive tractor category is even older. The Task Force acknowledged that research and development of appropriate size-and-weight limits for a tridem-drive tractor was originally launched in western Canada way back in the early 1990's. Tridem-drive tractors are more than a little attractive to some sectors of the industry where heavy payloads are common and additional traction is needed. The configuration, after tons of research, is well understood , and the task force figures that all the testing and operational experience gained in western Canada will support national harmonization of standards for it. The approval of longer TrailerTails, which many people thought took too long in coming, was also the subject of considerable research, as the Task Force decided that the effectiveness and safety of rear-mounted aerodynamic devices had to be better understood. Late last year Transport Canada revised the regulations such that provincial and territorial authorities allowed the 0.9-meter extension, but that didn't help cross-border carriers quite enough. This new amendment will harmonize regulations in Canada with those in the United States and support the trucking industry in improving fuel efficiency and reducing emissions, said the Task Force. The next step is for each province to issue permits or defer enforcement in the short term until legislation is changed to align with the federal allowance for full-length TrailerTail devices. Ontario actually began a deferred enforcement policy for the longer length in August, and it's expected that the other provinces will follow more or less quickly with interim measures to do the same. ATDynamics, makers of the TrailerTail, figures this will mean up to $3 billion in fuel savings over the next decade, claiming that fleets using its AeroTrailer Packages see immediate fuel savings of 9-12 percent. The company says it has worked with Canadian and cross-border fleet customers since 2007 to get the required vehicle-length exemptions. The Task Force reports to the Council of Deputy Ministers Responsible for Transportation and Highway Safety. It was established in the 1988 MOU as the co-ordination mechanism for "identification, co-operative analysis, and development of recommendations for resolution of inconsistencies related to vehicle weight and dimension regulatory policies within Canada," in the Council's own words. It has responsibility for "Pursuing greater national and/or regional uniformity of policies, regulations, and enforcement practices for heavy vehicle weight and dimension limits within Canada" and "Representing Canada in regulatory harmonization discussions being carried out under NAFTA." Under the terms of the MOU, provinces and territories will allow vehicles that comply with the weights and dimensions described in the MOU to travel on a designated system of highways in their jurisdictions. Each one retains the authority to regulate vehicle size and weight within its own borders, but the MOU spec is effectively a minimum standard. It may or may not be coincidence, but a meeting in Washington, DC this past week was also rather significant in the relatively new effort to harmonize Canadian and American commercial and industrial regulations in general. It's a function of the Regulatory Co-operation Council (RCC), an initiative that was first launched almost three years ago by Prime Minister Harper and President Obama. The aim, of course, is to remove the sometimes absurd regulatory differences that exist between the two countries, making trade at least difficult, if not impossible. A few hundred people from both government and industry attended this meeting, and the Harper crowd says it's already seen results. Like the 'Common Electronic Submission Gateway' that allows industry to submit electronic applications to both Health Canada and the U.S. Food and Drug Administration for pharmaceutical and biological product approvals. And the sharing of test data used in creating vehicle safety standards. Why duplicate the work? A recent Canadian Press article by Alexander Panetta noted a couple of commercial areas and products that could use some harmonization help. Like child car seats, which must meet different standards in the two countries for no good reason -- there was simply no cross-border collaboration in the development of those standards. And how about lipstick, you ask? Well, if it has sun-screen protection built in, it can still be sold as lipstick in the U.S., while in Canada that extra component means that it's seen as a medical product. The result, says the CP article, is that in the U.S. getting it to market costs a paltry $700 compared to $700,000 here. With respect to transportation, the RCC is quite active. Its Joint Action Plan focuses regulatory reform efforts on surface, marine, and general transportation issues, trucks and trucking included. During 2012, says the RCC, its various transportation-related working groups co-ordinated the completion of quite a few work plans. Among them: existing and new motor vehicle safety standards; dangerous goods transportation; intelligent transportation systems; and rail safety. This kind of co-operation is more than a little welcome after decades of sometimes very obstructive trade policies, often at the state level. .

Today's Trucking / October 8, 2014 NEW DETROIT MEDIUM-DUTY ENGINES are coming from Daimler Trucks North America in 2016. Branded the Detroit DD5 and DD8, they'll push the vertical-integration idea as far as it can go at DTNA -- Detroit engines will be offered in the company's complete product portfolio. That means Freightliner, Western Star, Thomas Built Buses, and Freightliner Custom Chassis vehicles. The new engines are another example of what Daimler Trucks calls its 'Global Excellence Strategy' to have uniform production standards and processes worldwide. The development of the DD5 and DD8 is another example of Daimler’s international development effort, with global testing and validation being undertaken in both Europe and the United States, and series production in Europe since 2012.Introduced at the 2014 American Trucking Associations Management Conference and Exhibition in San Diego earlier this week, the new DD5 and DD8 engines were originally launched in Germany in 2012 as the OM 936 in 7.7 and 5.1-litre trim. First offered in the Mercedes-Benz Antos truck, they met Euro-6 emissions -- essentially the same as EPA 2010 -- and have outputs as high as 350 hp in European form. The OM 936 is a six-cylinder diesel with dual overhead cams and common-rail fuel injection. Output options have not yet been announced for North America. The engines will be initially built and shipped from Daimler’s powertrain facility in Mannheim, Germany with plans to manufacture them in North America in 2018. At the recent IAA show, incidentally, Daimler introduced the new natural-gas version of the OM 936 G 7.7 liter engine for use in its Econic vocational truck. Coming to North America? Not likely. .

Press Release / September 9, 2014 The Kamaz M1842 heavy tractor range was awarded Best Commercial Vehicle of the Year at the 2014 AUTOTRANS international commercial truck show in Moscow. The Kamaz M1842 (5490) long-haul tractor represents a significant step forward in design and technology for the Russia-based truckmaker. Its distinguishing feature is the Mercedes-Benz Axor-based cab designed jointly with Daimler AG. Power comes from a 12-liter 428 horsepower Euro-5 (EPA2007) *Mercedes-Benz model OM457LA engine mated to a ZF 16-speed manual transmission or optional ZF AS Tronic automated manual transmission (AMT). The M1842 4x2 heavy tractor is joined by the T2642 6x4 tractor and T2640 6x4 rigid (straight truck) variants. *Daimler Trucks began a strategic partnership with Kamaz, Russian Technologies and Troika Dialog in December 2008, when Daimler acquired a 10% stake in Kamaz. In November 2009, Daimler Trucks and Kamaz signed agreements for the establishment of two joint ventures. Daimler AG and KAMAZ each will own 50% of the first joint venture Fuso KAMAZ Trucks Rus, which is beginning to import semi-knocked-down (SKD) assembly kits of Fuso trucks from Japan in the first quarter of 2010. The trucks will be manufactured in Naberezhnye Chelny, where KAMAZ has its truck plant; the new company’s sales headquarters is in Kazan. Daimler AG and KAMAZ each also will own 50% of the second joint venture, Mercedes-Benz Trucks Vostok, which will initially build the heavy-duty Mercedes-Benz Actros and Axor trucks in SKD assembly also located in Naberezhnye Chelny. The sales headquarters for Mercedes-Benz Trucks and Buses as well as Setra Coaches in Russia will remain in Moscow. Truck production is scheduled to commence in the second quarter of 2010, while the sales operations already began in January 2010 via the new company Mercedes-Benz Trucks Vostok. .

Press Release / September 10, 2014 The PACCAR MX-11 Euro 6 engine has won the Truck Innovation Award at the annual Fleet Transport Awards 2015 in Ireland. The engine received the recognition because of its state-of-the-art technology, resulting in maximum reliability, high fuel efficiency and low weight for optimum payload. The 10.8 liter PACCAR MX-11 engine is offered in DAF’s popular CF and XF models and is available with outputs from 210 kW/286 hp to 320 kW/435 hp. “When developing the new six cylinder diesel engine, DAF started with a clean sheet of paper”, commented Jarlath Sweeney, chairman of the Fleet Transport Awards jury and editor-in-chief of the leading Irish magazine, Fleet Transport. “By integrating as many functions as possible and applying advanced technologies like double overhead camshafts and high pressure common rail fuel injection, the new PACCAR MX-11 engine is a great example of modern engine development, offering added value to the operator while meeting the stringent Euro 6 emission requirements.” “The new PACCAR MX-11 engine fits completely in the trend towards achieving high efficiency at lower displacement volumes”, said chief engineer Ron Borsboom, member of the DAF Trucks Board of Management. “Main development criteria where high performance, low weight and fuel consumption, as well as maximum reliability and durability and excellent uptime. We get excellent feedback on the PACCAR MX-11 engine from customers throughout Europe and we are honored with receiving the Truck Innovation Award, which is a great recognition.” .

Truck News / October 3, 2014 Canadian governments have come to agreement on policies regarding truck weights and measures and vehicle inspections. Federal, provincial and territorial ministers of transport approved three recommendations put forward by the National Task Force on Vehicle Weights and Dimensions Policy and known officially as the Memorandum of Understanding on Interprovincial Weights and Dimensions (MOU). According to the MOU, “provinces and territories will permit vehicles which comply with the weights and dimensions described in the MOU to travel on a designated system of highways in their governments.” The three changes are: 1. The addition of the tridem drive tractor/semitrailer configuration as a new MOU category 2. An increase in the allowable size of aerodynamic devices on rear of trucks and trailers from 0.9 metres to 1.52 metres (from 35.4 inches to 59.8 inches) 3. An increase in the overall length limit for B-train double trailer combinations from 25 metres to 27.5 metres (from 82 feet to 90 feet, 2 inches). There were three factors cited for increasing the length of B-trains. By giving them some added length, it should be easier to fit engine emissions equipment and alternative fuel systems. Fleets will be able to use the added length to accommodate moose bumpers to reduce the severity of impact when trucks collide with wildlife. The additional length can also be used to fit in larger sleeper berths and improve overall driver comfort in the cabin, thereby reducing driver fatigue. Updates to inspection criteria came about when the ministers endorsed changes to the National Safety Code (NSC), which sets out minimum performance standards, applying to all persons responsible for the safe operation of commercial vehicles. The Canadian Council of Motor Transport Administers promises to make the Revised National Safety Code Standard 11 on Commercial Vehicle Inspections by posting it on its website

Diesel News Australia / October 9, 2014 New sets of triple tankers have been introduced by Toll Group and are claimed to be the safest and most technologically advanced fuel tankers in Australia. The new tankers, set up in a BA triple configuration, use in-vehicle monitoring systems plus seeing-eye technology, outward-facing cameras, real-time satellite tracking, electronic braking systems and anti-roll technology. Toll Energy General Manager Glenn Benson explained the safety of Toll’s people and the communities in which Toll operates is a priority, and one that these new vehicles help to demonstrate. “Our focus on the safety of our vehicles out on the road is a key part of our safety commitment to our communities, regardless of whether they’re in urban, regional or remote areas,” said Benson. “We are proud to operate a fleet that enhances the safety of its driver and other road users, while at the same time improving the productivity of our operations and the service we are able to provide to our customers.” The new tankers have been acquired to handle the task of transporting crude oil from Mereenie, Northern Territory to Port Bonython, South Australia, as part of a contract with oil and gas producer Santos. Another first for Toll is the unique Indigenous artwork on the familiar green Toll background. The company says it is a visible reminder of their national approach to working with Aboriginal and Torres Strait Islander people and their communities offering job and community development opportunities. “For many years Toll has been engaging with Aboriginal and Torres Strait Islander communities throughout Australia in relation to training and employment opportunities, procurement of business and providing in-kind support,” said Benson. “We look forward to the continued support of our employees, local communities and customers such as Santos on our journey of Indigenous Australian engagement.” The original artwork design on the tankers was created for Toll’s Reconciliation Action Plan by Indigenous artist Marcus Lee to express the daily movement activities of the transport and logistics sector that Toll provides, while also representing the many and varied employment pathways on offer. .

Russian truckmaker Kamaz has launched a new incentive program effective from September 8th thru December 31st, aimed at promoting the replacement of older trucks and buses with newer vehicles offering cleaner exhaust emissions. Already, over 5,000 orders have been received. Kamaz is offering a discount of RUB 350,000 (US$8,722) to truck buyers who agree to completely scrap their current older truck. The customer must have owned the truck for 6 months or longer. Customers who elect to trade in their older truck will receive a discount of RUB 300,000 (US$7,476) towards the purchase of a new Kamaz truck. The Kamaz truck recycling program will be handled by the company’s global dealer network. Speaking of the Russian domestic market, Kamaz Executive Director Sergey Kogogin said, “Our data indicates that 730,000 of the 1.5 million trucks in operation are over 15 years. This is quite a high percentage. This program will accelerate the retirement of older trucks which do not meet current emission, environmental and safety standards”. .

Fleet Owner / October 9, 2014 Prime Inc. has ordered 2,500 Utility 3000R refrigerated trailers, Utility Trailer Manufacturing Co.announced. The order was handled by Utility Trailer Sales of the Ozarks. It is the largest single trailer order in Utility’s history. “Our focus on safety, efficiency, and sustainability were the major factors in this purchase. Our commitment to these principles is the pinnacle reasons for our partnership with Utility. It is a privilege to have them as a partner that understands our corporate philosophy,” said Paul Higgins, director of maintenance for Prime. Ozark Utility’s partnership with Prime began in 2009 with the purchase of 450 trailers. With the recent order, Prime has now purchased a total of 5,000 Utility reefer trailers from the dealership. The new trailers will be equipped to provide maximum fuel efficiency and added safety components, which includes Utility’s USS-120A-4 aerodynamic side skirt, optional air disc brakes, and a superior suspension system for increased roll stability. Utility will build Prime’s reefers in both of its Utah and Virginia factories.

Heavy Duty Trucking / October 6, 2014 Daimler Trucks North America expects steady growth in truck sales over the next couple of years, projecting this year will end up with 374,000 Class 6-8 units sold in North America and 411,000 for 2015 – and it's getting ready to ramp up its production to accommodate. The bulk of that growth is expected to be in Class 8, where orders are currently so strong that production of those orders will roll over into the first quarter of 2015, explained DTNA President and CEO Martin Daum to journalists attending the American Trucking Associations Management Conference and Exhibition. DTNA's goal is to continue to grow its market share in that growing market. It ended 2013 at 38.2% of the U.S. Class 8 market, but as of August this year is down slightly to 37.1%. The market share is even stronger in U.S. Class 6-7, which ended 2013 at 44.1% but is down a bit to 42% so far this year. "It appears our competitors did a great job too, which I applaud and appreciate," he said. "Our customers are benefitting as everyone steps up their game." Nevertheless, he said, the company's goal for the next year is to grow that market share further – something he emphasized must be earned. Fuel efficiency is expected to continue to help drive that growth. Compared to a 2010 baseline of a Freightliner Cascadia, fuel efficiency improvements have increased fuel economy by 12 percent for 2015 models. The new Detroit DT12 automated transmission integrated into a fuel-saving Detroit integrated powertrain is one of the keys to that improvement, and company officials said the success of the transmission has exceeded even their own optimistic expectations. DTNA projects sales for Detroit transmissions next year of 25,000. "I would say this is conservative, I would say 30,000," Daum said. "We invest in Detroit for 57,000 automated transmissions in 2017, and that may not be enough. Who would ever have thought that would happen?" Daum emphasized that DTNA will not rest on its laurels, will be humble and continue to develop products based on what customers need. It has invested $3.8 billion over the last 10 years in vehicle and powertrain development, and is upping that level to $550 million per year going forward.

Press Release / September 23, 2014 Waberer’s International Pte. Co., one of Europe’s largest road transport companies acquires 1,000 new DAF CF and XF trucks to renew its fleet. The order was signed at the IAA exhibition in Hanover by Waberer’s International Chairman/CEO György Wáberer and Ron Bonsen, member of the DAF Board of Management and responsible for Marketing & Sales. Delivery of the vehicles will take place this and next year. As a result of the new order, nearly half of Waberer’s fleet of 3,300 units will consist of DAF trucks. “We have chosen for DAF again because of the vehicles’ reliability, high quality, fuel efficiency and low maintenance cost” – said György Wáberer, after signing the contract. He added that with this order the company acquired its 3,000th truck from the Dutch manufacturer. ”Other important selection criteria include the size and comfort of the cabs and the availability of important features to further enhance safety. As Europe’s FTL specialist, our company focuses on long distance transport. Our truck-trailers transport goods of our customers throughout Europe. Average distance per trip is some 1,500 kilometers. This is why we are keen to ensure the best working conditions for our drivers. We have ordered all trucks with a spacious cab, equipped with all necessary accessories serving the comfort of the driver” Long-term relationship ”It is a great recognition that one of one of Europe’s leading road transport operators, has chosen DAF again”, said Ron Bonsen ”The present agreement will further strengthen the successful and long-term relationship between the two companies. We are proud to be the largest truck supplier for Waberer’s, a company continuously improving its operational efficiency.” .

Press Release / September 29, 2014 Monopoly, one of Russia’s largest companies specialized in transportation of conditioned food products, will acquire 700 new DAF XF trucks to expand its fleet. The order was signed at the IAA exhibition in Hanover by Ilya Dmitriev and Maxim Onyfrienko - Monopoly directors -, Marcel Verbeeten - general director of DAF dealer Terra Truck - and Ron Bonsen - member of the DAF Board of Management and responsible for Marketing & Sales. Delivery of the vehicles will take place this and next year. As a result of the new order, the fleet of Monopoly will grow to over 1.000 units of which 700 DAF trucks. “We have chosen for DAF after monitoring the performance of the trucks and reliability, quality, fuel efficiency and low cost of ownership have been proven to be industry-leading”, said Ilya Dmitriev, after signing the contract. “ Being professionals in logistics we know our customers expect on-time delivery. Therefore we require maximum reliability and uptime of the trucks we operate. That is why we have chosen DAF as our partner.” Ilya Dmitriev added that with this order a start is made for a long lasting partnership with DAF and its dealer network. “I would like to thank the Monopoly management for the confidence in Terra Truck”, commented Marcel Verbeeten, general director of the DAF dealership in Saint Petersburg. “We will continue our efforts to assist Monopoly in optimizing its business.” “DAF is proud to receive this order from Monopoly, a leading Russian transport company”, said Ron Bonsen, member of the DAF Trucks’ Board of Management. “It is a great recognition of our excellent product and our professional Russian dealer network.” .

Diesel News Australia / October 2, 2014 The first concrete cooperation project between MAN and Scania, since they both came under Volkswagen’s ownership, has been announced. The German and Swedish truck manufacturers have said they will be cooperating on transmissions in the future. The first stage of this collaboration will start in 2016, when Scania’s Opticruise AMT will begin to be integrated into the MAN heavy duty line up, the TGX and TGS. Scania’s transmission hardware will be gradually fitted to the Germany-made trucks. MAN has said it will develop the transmission software to suit integration between Opticruise and its engine range, developing an effective gear changing strategy. The two companies say testing of the first prototype vehicles has already begun. The second stage will be the development of the subsequent generation of the current Scania transmission portfolio, with both truck makers working together to optimise it for their drivelines. The details of the cooperation are currently being drawn up. “It means that Scania and MAN will be using a collectively developed, innovative transmission concept in their vehicles in the future,” said Anders Nielsen, MAN CEO. “Our aim with this cooperation is for components which set global benchmarks for commercial vehicle technology to emerge. That’s why we want to cooperate on development projects with Scania in future too, provided that these do not impact upon their respective brands.” MAN were at pains to point out, when making the announcement, ZF Friedrichshafen also remains a supplier of components for MAN’s trucks and buses. Currently, MAN sell the TGX and TGS range with the ZF AS Tronic AMT using MAN software to control the transmission. Since the takeover, Volkswagen has been following a policy of ensuring MAN and Scania remain separate brands in a multi-brand strategy. Sales and service activities are completely separate. It is in the field of technological development where VW are looking to get value from the strengths of the different brands under its control. According to VW, the alliance enables the companies to exchange their know-how as much as possible and make use of the synergies which result from the collaboration. http://www.scania.com/media/pressreleases/N14043EN.aspx

Australasian Transport News / October 1, 2014 Freightliner Trucks is offering a fully maintained operating lease for its Argosy COE. The offer, in partnership with Freightliner’s finance arm, is available for a limited time. It includes a fixed rental of (Australian) $5,590 per month for a new Argosy 101 mid roof sleeper DD15 manual prime mover and full maintenance and repairs for four years or 800,000km (500,000 miles). "Customers today are looking for comprehensive, competitive finance arrangements that offer peace of mind," Freightliner Australia senior manager Rodney West says. "Having our own finance arm through Freightliner finance and service plan allows us to focus on the needs of our customers. "We understand the stress of our customers with the increasing financial pressure within the industry, so the timing for our Freightliner finance operating lease package couldn’t be better." Freightliner says the package’s benefits include scheduled servicing every 40,000km (25,000 miles), operational reliability, nationwide service, improved resale, simplified fleet management; and 24-hour emergency contact. .