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Truck News / September 29, 2014 No, it’s not the SmartAdvantage. But it's a good example of a collaboration between Cummins and Eaton that is winning fans among Canadian fleets. Cummins and Eaton have been cozying up of late in an attempt to ensure their future success in an increasingly vertically integrated world. The greatest example of this heightened level of collaboration comes in the form of the SmartAdvantage powertrain, which combines the Cummins ISX with an optimized Fuller Advantage Series automated transmission. That package has met with some success in the US market but is currently limited to a GVWR of just 80,000 lbs, constraining enthusiasm in the Canadian market, where greater payloads are often sought. A lesser-known example of Cummins integration with Eaton comes in the form of the ISX15 mated to an Eaton UltraShift Plus LSE 16-speed automated transmission, which is approved for GVWRs of up to 110,000 lbs, offering a more versatile powertrain for Canadian fleets. The LSE stands for line-haul small step efficiency, and it’s this short 17% step between gears that allows for quick, precise shifting, enabling the driver to spend more time in the engine’s money-making sweet spot. The UltraShift Plus LSE was initially offered only in International trucks with Cummins or MaxxForce engines, but that exclusivity period came to an end in August, meaning we could soon see this combination offered by other OEMs. The Canadian customers who have been running this spec’ seem to like it. Challenger Motor Freight took delivery of 10 International ProStar tractors with the ISX15/UltraShift Plus LSE package about a year ago and they’ve been run hard, put into service as team trucks running Ontario-B.C. I had the opportunity to drive one of these trucks and the odometer, after just a year in service, had already surpassed 300,000 kms. I took to the back roads around Kitchener, looking for elusive hills, and then spent some time on the 401. I was pulling a load of canned peas, grossing just shy of 80,000 lbs, considerably less than what this combination can handle. Traditional transmissions have a step of about 35% between gears, making each step about twice as tall as those within the LSE. The contrast was noticeable when driving, especially when accelerating from a stop. The LSE charged through the gears, getting up to top gear quickly, usually starting from second gear and then skipping third, fifth and seventh along the way. During my drive, Brent Talbot, territory sales and service manager with Eaton rode along in the bunk. He told me the traditional strategy of getting into top gear quickly and staying there as long as possible has been replaced with the idea the driver should instead focus on getting into the sweet spot and remaining there, even if it means running in 15th gear at times. I spent most of my drive in 16th, so these aren’t mutually exclusive scenarios. When we think of manual or automated transmissions, we tend to think in terms of 10-, 13- and 18-speed gearboxes. But the 16-speed UltraShift Plus LSE strikes a nice balance for Canadian fleets looking for a versatile transmission that performs admirably and is well integrated with the Cummins engine. The ISX/LSE combo provides fleets with the versatility they require when hauling loads ranging between 80,000 and 110,000 lbs; there’s less risk of dispatch deploying the wrong truck to pick up a load that’s heavier than what the truck is rated for. The ISX/LSE doesn’t downspeed to the same extent as the SmartAdvantage. While the SmartAdvantage allows the engine to cruise at just 1,200 rpm, the ISX15 I drove cruised at 62 mph at a higher 1,380 rpm. Still, the integration between engine and transmission runs deep enough to provide a high-performing alternative to the SmartAdvantage while a more robust version approved for 110,000-lb GVWRs continues to be developed. The ISX15 I drove produced 450 hp and 1,650 lb.-ft. of torque, which was more than enough for southern Ontario and also sufficient to conquer the Rocky Mountains, one would presume – otherwise Challenger wouldn’t be sending it there every week. Downspeeding aside, there are a couple of factors that contribute to the efficiency of the ISX15/UltraShift Plus LSE package. For starters, the UltraShift Plus LSE is a direct drive transmission, which generally improves fuel economy by 2% compared to an overdrive, since parasitic losses within the transmission are eliminated. Customers who’ve spec’d the ISX15/LSE powertrain have seen fuel economy gains compared to say, an ISX15 with a 13- or 18-speed automated overdrive transmission, according to Adam Whitney, national account executive with Cummins, who was also along for the ride. Cummins contends its ISX15, despite its higher displacement and greater bulk, is generally more fuel-efficient than a 13-litre, especially in Canada where a 13L has to work hard when making cross-country trips. “A lot of that comes down to, it’s not working at its maximum efficiency – it’s not working as hard as a 13-litre,” Whitney said of the ISX15. Cummins and Eaton have collaborated in an unprecedented manner to ensure this engine and transmission are optimized to work together and this partnership has translated into noticeably improved performance. “Historically, we wouldn’t have shared our fuel maps but now we do with Eaton,” Whitney explained. “They know exactly where we want to be rpm-wise, where it’s going to be more fuel-efficient and they have optimized the shift points.” The UltraShift LSE makes smooth, quick shifts at just the right time, allowing the ISX15 to run in its intended sweet spot to perform to its full potential. Unlike the new Fuller Advantage Series automated manual transmissions, from which Eaton has eliminated the oil cooler to save weight, the LSE still requires a cooler. “It has a higher capacity gross weight, rated up to 110,000 lbs, and at that level if a customer were to maximize his gross weight he’s going to need a cooler to maintain the transmission’s operating temperatures,” Talbot explained. The ISX15 in the ProStar I drove was incredibly quiet, which I’m sure is appreciated by whichever team driver occupies the bunk at any given time. Whitney says the Cummins high-pressure common rail fuel system contributes to its low noise output. It also features a highly effective engine brake, which is assisted by the variable geometry turbocharger to maximize its braking power. If you want to get the most available engine braking you can put the transmission into low gear when approaching a stop. (It’s an automated, but you can still override this transmission by selecting M for manual or L for low on the shift console. When doing so, the transmission will defer to you – as long as you don’t try something stupid that would hurt it). Why shift to low gear when approaching a stop? “It’s going to move your downshift rpm points out to the governed rpm where the engine brake is strongest and it will continue to downshift right down to first gear,” Talbot explained. “You can take it out of low and put it back into drive or manual and continue driving at any time.” This feature works exactly as advertised. Just ask the guys in the bunk, who asked me to give them a warning next time I put it in low. Other features of the UltraShift Plus LSE that contribute to its drivability include a grade sensor that’s integrated into the electronic control module. This allows the transmission to hold the truck’s position on hills for up to three seconds to eliminate rollback when the driver is moving his foot from the brake to the accelerator. “It also allows us to make much better shift selections because knowing what the horsepower and the torque maps of the engine are as well as the throttle position, we can calculate the weight of the vehicle to within a couple thousand pounds,” Talbot explained. “And if you know the weight of the vehicle and you know the grade you’re on and you know the torque and horsepower maps, you can make very intelligent shift decisions.” The ISX15 delivers peak torque right down to 1,000 rpm, often preventing the need for downshifting. The ISX15 I drove did not have SmartTorque enabled, which would have provided another 200 lb.-ft. of torque in the top two gears when needed. That’s a nice option to have but some fleet buyers like Challenger opt not to select it, probably because SmartTorque could contribute to a small uptick in fuel consumption when employed. The UltraShift Plus LSE skip-shifted readily in the lower gears and why not?; the short step means it can jump gears like Eric Lamaze jumps Spruce Meadows fences. Navistar International has had its detractors in recent years, resulting from its ill-advised emissions strategy that backfired in a big way. But throughout its ordeal, no one had an unkind word to say about the ProStar. It’s been a while since I’ve driven one and I was reminded that this is a nice, comfortable truck to drive with good visibility, a quiet interior and a steady ride. The quiet, steady attributes are likely what make it a popular team truck. The UltraShift Plus LSE gave International a differentiated product, even though its exclusivity was just temporary. It seems to have done a decent job of getting this truck out into the market. “International has done a tremendous job of selling it,” said Whitney, noting other well-known fleets such as Contrans have recently been taking delivery of ProStar trucks featuring this same powertrain. As OEMs continue to espouse the benefits of vertical integration, independent component manufacturers such as Cummins and Eaton have not sat idly by and watched demand for their products erode. They’ve been working more closely together than ever before to ensure they can deliver the benefits of integration, even as separate suppliers. The ISX15 with UltraShift Plus LSE is another example of this conjoining of expertise, and it’s one that seems right at home here in Canada. The spec’s: ENGINE: Cummins ISX 15 450, EPA 2010 450 HP @ 1800 RPM, 1650 lb-ft Torque @ 1000 RPM, 1800, RPM Governed Speed, 461 Peak HP (Max) TRANSMISSION: Eaton Fuller UltraShift+ F-17E316B-LSE 16-Speed Fully Automated Manual; With Aluminum Clutch Housing, Direct Drive, Electronic Shift Controls, Electric Clutch Actuation, Air Range Shift, Internal Lube Oil Pump, Hill Start Aid CLUTCH: Eaton Fuller ECA-1850 Two-Plate, Ceramic, 7-Spring with Pre-Damper, 15.5″ Diameter, with Adjustment-Free Feature, 1850 lb-ft Torque Capacity AXLE, FRONT NON-DRIVING: Meritor MFS-13-143A Wide Track, I-Beam Type, 13,200-lb Capacity AXLE, REAR, TANDEM: Meritor MT-40-14X-3CFR DualTrac, Single Reduction, 0.374″(9.5mm) Wall Housing Thickness, 40,000-lb Capacity, R Wheel Ends, With Amboid Gearing in Rear Rear Axle Gear Ratio: 2.64 CAB: Conventional, Sky-Rise Sleeper Cab; 73″ Seat to Inside Back of Cab, With 42″ Wide Bunk TIRE, FRONT: (2) 275/80R22.5 XZA3+ (MICHELIN) 517 rev/mile, load range G, 14 ply TIRE, REAR: (4) 445/50R22.5 X ONE XDA ENERGY (MICHELIN) 518 rev/mile, load range L, 20 ply SUSPENSION, REAR, AIR, TANDEM: International Ride Optimized Suspension (IROS) Heavy Duty; 52″ Axle Spacing; 40,000-lb Capacity, 9.25″ Ride Height, Includes Heavy Duty Spring Hangers, Crossmembers and Fasteners.

Truck News / October 1, 2014 Volvo Trucks no longer intends to produce a compression ignition LNG engine for the North American market. The company issued a statement today saying while it will continue to field-test dimethyl ether (DME) powered vehicles and will continue to offer spark-ignited natural gas engines in its VNM and VNL lines, the compression ignition liquefied natural gas (LNG) engine plans are on hold. Volvo offered the following explanation for the decision: “Development of the natural gas infrastructure to support long-haul trucking has been modest over the last year, and the needs of customers in the primary markets for natural gas vehicles—regional haul and dedicated routes—are being met with the company’s current natural gas line-up. “Volvo Trucks continues to believe that DME—which can be produced from natural gas—holds promise as a heavy-truck fuel. Customer field tests of DME-powered vehicles will continue, but the company has decided not to establish a commercialization date as it continues monitoring market and stakeholder interest in the fuel.”

Heavy Duty Trucking / October 6, 2014 Daimler Trucks North America announced that it will offer Detroit medium-duty engines beginning in 2016. Speaking to journalists attending the American Trucking Associations Management Conference and Exhibition, DTNA President and CEO Martin Daum pointed out that while the Detroit brand has grown to include not only heavy-duty engines but also transmissions and axles, "something is missing – a medium-duty engine. I am announcing today, the DD5 and the DD8 medium-duty engines to the North American market." Detroit’s new DD5 and DD8 engines are a part of Daimler Trucks’ Global Excellence Strategy to have uniform production standards and processes worldwide. Global testing and validation is being undertaken in both Europe and the United States. Versions of the engine series have been produced in Europe since 2012, but the line will be customized for the North American market, much as the Detroit DT12 automated transmission was developed. DTNA’s entire product line-up, including vehicles equipped with the DD5 and DD8, will meet GHG17 standards early. The engines will be initially built and shipped from Daimler’s powertrain facility in Mannheim, Germany, with further plans to industrialize the engines in North America in 2018. "It will be a great engine, we are all excited about that," Daum said. When asked for more details about the engines, Brad Williamson, manager of engine and component marketing for DTNA, quipped, "Stay tuned." The new DD5 and DD8 engines will be offered throughout Daimler Trucks North America’s product portfolio, which includes Freightliner, Western Star, Thomas Built Buses, and Freightliner Custom Chassis vehicles.

Heavy Duty Trucking / October 6, 2014 Mack Trucks is making its mDrive automated manual transmission standard equipment on its Pinnacle on-highway truck model. During a press conference at the American Trucking Associations’ Management Conference and Exhibition, the company said the move offers increased fuel efficiency, productivity and safety. The increasing popularity of the mDrive led to the decision to make the transmission standard on the Pinnacle, according to the company, with more than 50% of Pinnacle models sold now equipped with the transmission. According to Mack, mDrive is based on proven technology, requiring minimal service and significantly reducing maintenance downtime, while its simplified shifting can help attract and retain drivers. The 12-speed mDrive continuously monitors multiple driving variables to maximize driver productivity, performance and fuel efficiency, said Mack. The mDrive is controlled through a dash-mounted shift pad with an integrated display to indicate the current gear. The Mack Co-Pilot driver display, located in the center of the instrument panel, displays the mDrive’s status, including the number of upshifts or downshifts available, the current gear and the current operating mode. The mDrive, part of Mack’s integrated powertrains, is designed to work with Mack MP series engines. When combined with a Mack Pedigree Powertrain, the mDrive can boost fuel efficiency by up to 1.5% compared to a standard transmission, according to Mack. For applications where fuel economy is a priority, Mack said Pinnacle models can be spec’d with the Super Econodyne integrated powertrain package. Featuring the Mack MP7 or Mack MP8 engine, mDrive, proprietary drive axles and Mack’s custom software, the Super Econodyne package maximizes efficiency without sacrificing performance, according to the compay. When compared to similarly spec’d vehicles, Mack said the MP7 Super Econodyne and MP8 Super Econodyne provides fuel economy improvement of up to 4% and 3.5%, respectively. A key feature of the Super Econodyne package is “downspeeding” of the engine. “Downspeeding” reduces engine rpm by more than 200 rpm at a highway speed of 65 mph, cruising at 1160 rpm versus 1380 rpm. This decrease in engine rpm reduces fuel consumption, with a corresponding reduction in carbon emissions, according to Mack.

BharatBenz to Export Medium-Duty Vehicles to Asia, Africa Wall Street Journal / September 21, 2014 Daimler is targeting emerging markets with an unusual weapon: a line of stripped-down trucks it produces not in Germany, but in India. Daimler is the world's largest truck maker by sales, with dominant positions in the Americas and Europe. But the German company faces growing competition from Chinese manufacturers, who are using their leading positions in China, the world's biggest commercial-vehicle market, to expand in emerging economies. Western auto makers have yet to face a threat from Chinese car companies. But for the medium-duty trucks that are popular in emerging markets, Chinese manufacturers such as Dongfeng Motor Group, FAW Group and Sinotruck are making inroads. Daimler is relying on its growing BharatBenz operation in India. Opened in 2012, it is now India's fourth-largest truck maker and has helped the company become an important player in India's substantial truck market. Daimler plans to use India as the company's development and manufacturing hub to counter the Chinese expansion in Southeast Asia and Africa, said Wolfgang Bernhard, the head of Daimler's global truck business. "The Chinese are gaining a foothold in these markets. We need to do some forechecking," he said, using a hockey term for a pre-emptive strike. The global truck market is expected to grow 5% a year to 3.7 million vehicles in 2020 from 2.6 million vehicles last year, according to research group A.T. Kearney. The market is dominated by heavy-duty trucks, which typically weigh more than 25 tons and logged sales of 1.7 million vehicles last year. But medium-duty trucks are substantial. Last year, 937,000 such vehicles were sold world-wide. The number will grow 5.1% a year, to 1.33 million, by 2020, according to A.T. Kearney. India is the fastest-growing commercial-vehicle market, expected to grow 10% a year to 410,000 trucks a year in 2020 from 210,000 last year. By 2030 there will be two to four Chinese, Indian or Korean truck makers among the top six to eight global manufacturers, A.T. Kearney predicted. The top global players today are Daimler, Sweden's Volvo, Germany's Volkswagen and U.S.-based Paccar. At this week's commercial-vehicles fair in Hannover, Germany, BharatBenz will unveil its first heavy-duty truck manufactured in Chennai, India—a 48-ton off-highway mining truck. The Chennai plant also produces trucks for export, developing models based on its Mitsubishi Fuso venture with Japan's Mitsubishi Motors Corp. Daimler recently unveiled Mitsubishi Fuso models to be manufactured in Chennai and exported to Indonesia, a growing Southeast Asian market. Daimler this year plans to export more than 500 trucks made in India on the Mitsubishi Fuso platform to customers in Southeast Asia and Africa. Daimler wants to double exports from India next year. The numbers are small when compared with the nearly 1.5 million Mercedes luxury cars that Daimler sold last year. But the truck market can be hugely profitable. Daimler sold 484,200 trucks last year, generating €31.5 billion ($40.4 billion) in revenue and €1.75 billion in operating profit, a return on sales of nearly 6%. The challenge for Daimler in India was to learn that less truck could mean more business. The brawn and fancy features typically found in Daimler trucks are of little use to Indian customers and made Daimler vehicles too expensive for exporting to India. Daimler had to tailor products to local needs and pocketbooks. Some Indian customers wanted Daimler to rip out the upholstered seats and put in wooden benches. The average speed on Indian highways is about 25 kilometers an hour, or roughly 15 miles an hour, compared with 70 kilometers an hour in Europe, Mr. Bernhard said. "They won't pay for a lot of safety features, comfortable seating or air conditioning," he said. The strategy appears to be working. The BharatBenz factory has sold more than 10,000 trucks since opening two years ago. First-quarter sales rose 67% from a year earlier to 2,203 vehicles. Daimler now has 4.6% of India's truck market. Daimler's India operation in March broke ground for a new bus-manufacturing plant. "We think we can get beyond sales of 10,000 vehicles a year," Mr. Bernhard said. "In this industry, 10,000 gets my attention, especially when the margins are so good." Mr. Bernhard said he was eager to use Daimler's Indian factory to build strong presences in Asia and Africa's growing market. Daimler is setting up sales offices in Africa and exploring the possibility of doing business in Nigeria, though corruption is a concern. "It is very difficult to sell there in a clean way," he said. "That is the greatest challenge." Daimler's emerging-market strategy faces other road blocks as well. Political turmoil, currency turbulence and souring economies have hurt truck markets in Brazil, Russia and Southeast Asia. "With this whole cocktail of crises that we have, we are seeing a softening of sentiment," Mr. Bernhard said. He said he was encouraged that the new Indian government seemed determined to enact economic overhauls and was already having a positive impact on the economy. He is convinced that emerging economies will return to solid growth, he said. Daimler also is developing an Indian supplier base that Mr. Bernhard said he hoped to tap for Daimler's factories in Europe, the U.S. and Japan, saving between 20% and 50% on parts. Daimler's goal is to boost its global commercial-vehicle sales to 700,000 vehicles a year by 2020, with 250,000 vehicles sold in Asia—excluding China. But Daimler's traditional markets—the U.S., Europe and Japan—are barely growing. "The biggest growth rates will have to come from the emerging markets," Mr. Bernhard said. "Despite all the turmoil we are seeing, we believe in the long-term potential of these markets and are positioning ourselves."

Not so fast my friend. GAZ didn't copy anyone. In 2006, GAZ purchased the assets of troubled LDV, a UK-based van manufacturer. This gave GAZ the modern LDV Maxus van. That's the cab on their new medium truck. LDV made a good van, but wasn't large or diversified enough to survive. The GAZ Gazelle (LDV Maxus), Ford Transit, Mercedes-Benz Sprint, Fiat Ducato and particularly the Volkswagen Crafter all have unique styling themes. Come to the IAA commercial truck show and see them in person (Sept 25 - Oct 2).

Press Release / September 19, 2014 The result of a US$60 million investment, GAZ Group’s commercial vehicle unit has introduced the all-new GAZon Next medium truck series. It will be produced at the Gorky truck plant. The design of GAZon NEXT combines state-of-the-art engineering solutions, superior driver ergonomics and both active and passive safety features complimented with a 3-year/150,000 kilometer warranty, low maintenance costs, high fuel efficiency and the best-in-class pricing. GAZon NEXT is built using systems and components from leading global suppliers including ZF steering and clutches, Tenneco shock absorbers, Wabco brake systems, Takata safety systems and Delphi HVAC. The truck is powered by a high-output and fuel-efficient GAZ model 4.4-liter YMZ-534 diesel engine rated at 137 horsepower, or a 3.8-liter Cummins ISF rated at 152 horsepower. The urban and standard spec variants of GAZon NEXT are differentiated by wheel size and loading height. The urban truck's low profile platform allows for faster and easier loading/offloading, while the standard truck's higher road clearance enhances its on-off road capability. GAZon NEXThas a payload capacity of 5 tons (11,000 lb). Due to increased length and width of the cargo platform and use of higher canopy, the load area has grown by 20%, and loading volume (under canopy) by 42%. Broader cargo platform can hold 9 (standard wheelbase) or 12 (long-wheelbase) standard cargo pallets in one layer versus 6/10 pallets in older model range trucks. The 4-door crew cab variant of the GAZon NEXT features 7-person seating, while the standard cab can accommodate 3 people. FYI: Henry Ford had made a name for himself in Russia with the introduction of the Fordson tractor there. Introduced in 1926, the Fordson tractor helped to quickly modernize the Soviet Union’s agricultural methods. Although Ford had refused an offer to build a Fordson tractor plant in the Soviet Union, he did agree in 1929 to form a joint venture car and light truck plant. The Soviet Union agreed to purchase $13 million worth of automobiles (72,000 units) and parts, while Ford agreed to guide the construction of a plant (in the city of Nizhny Novgorod to Moscow’s east) with a 100,000 unit annual production capacity, and provide technical assistance until 1938. The joint venture was called NAZ (Nizhegorodsky Avtomobilny Zavod) and utilized the Ford logo. Production of Ford Model A cars and Model AA light trucks began in 1932. A Model AAA 6x4 truck was produced from 1934. In 1933, the joint venture’s name changed to GAZ (Gorkovsky Avtomobilny Zavod). .

Fleet Owner / September 19, 2014 The ABC News 20/20 program plans a television expose on the risks posed by trucks drivers operating their rigs when sleep deprived. Out on the road, one trucker says many companies put unrelenting pressure on drivers to make sure loads are delivered on time. “Driving a semi-tractor like this, any small mistake can take a life,” Abe Attallah, 28, from the Detroit, Michigan area, told ABC News’ “20/20.” Watch Fearless Trucker Save the Day After Fiery Highway Crash Truck Driver Lays Down the Law to Police Trooper Tracy Morgan Crash Puts Spotlight on Tired Trucker Dangers Tight deadlines can mean more hours behind the wheel with fewer opportunities to rest, and drivers are only paid when the wheels are rolling. “You know, we are the most familiar and generally the safest people to drive next to on the road,” Attallah said. “But there are the circumstances where companies and drivers will put money ahead of safety.” Watch the full story on ABC News' "20/20" on Friday, Sept. 19 at 10 p.m. ET. Log books are used in order to verify that a trucker is not spending too much time behind the wheel. According to Attallah, some drivers simply resort to falsifying their log books so they can stay out on the road. “There is a lot of drivers out there who purposely break their logs and, you know, manipulate the log books to get more miles in the day,” he said. “They’ll show themselves sleeping, [but] then they are really out on the road.” But modifying these log books can have tragic consequences. This July, a speeding trucker in Illinois crashed into three vehicles, killing five people. The truck driver was charged with falsifying his log book. Prosecutors said he had actually been on the road for 12 straight hours. In another Illinois crash this year, a toll worker was killed and a state trooper was seriously injured by a trucker who had been up for 36 straight hours. The trucker was also accused of falsifying his log book. But there may be no clearer example of the pressure that truckers face to stay out longer on the road than what Attallah said happened to him last February. In the dead of night, Attallah was hauling a load of tomatoes to Wisconsin. About four hours into the nearly 400-mile run, Attallah said he started having trouble staying awake and was drifting into what truckers call, “microsleep.” “Basically, your eyes are open. Your hands are on the wheel, but your brain shuts off for three to four seconds,” he explained. Attallah said the reason he was so fatigued was that he had too much time off before the run. Federal law mandates that truckers get a rest period of 10 hours between jobs. But after coming off a mandatory break for 10 hours where he slept well, Attallah said his company gave him a short haul job that Attallah said only took one hour. He said his company then told him to immediately take another 10 hours off. After having slept during his first 10-hour break, Attallah said he couldn't go back to sleep during his second break. “I am not a robot. I don’t have an on and off switch, you know?” he said. The schedule was disastrous for his body clock, which is why he was so exhausted on his overnight run to Wisconsin, Attallah said. Worried he might cause an accident, he pulled into a truck stop and called his company dispatcher, which he caught on a video that he later uploaded onto YouTube. “I've only got a couple hours of sleep. I've been awake too long. I can’t drive no more,” Attallah can be seen telling the dispatcher in the video. http://abcnews.go.com/US/danger-forcing-truck-drivers-drive-sleep-deprived-exposed/story?id=25544862

Transport Topics / September 19, 2014 Systems that maintain sleeper cabs’ temperatures and “hotel loads” through use of fuel-cell technology and compressed natural gas are among new products being launched by Espar Products Inc. Fleet interest in systems that can maintain those temperatures while minimizing fuel usage and emissions is increasing. “There are plenty of technologies available that can bring fuel savings to the trucking industry,” said Volker Hohensee, president of Espar’s North American vehicle heaters and climate systems division. Hohensee met with TT days ahead of the planned public launch of Espar’s new diesel fuel-cell auxiliary power unit, which is slated to be unveiled at the IAA Commercial Vehicles show in Hanover, Germany, on Sept 24. The system converts diesel fuel first into hydrogen, which then is converted to electricity. The diesel fuel is pulled from the trucks’ onboard tanks, but the system otherwise functions separately from the truck’s engine, thus removing drain from the vehicle’s electrical system, the company said. Espar said the system also offers a 90% reduction in particulate emission versus a diesel-powered auxiliary power unit. Hohensee said the system emits water and “a little bit” of carbon dioxide. The company will first target original-equipment manufacturers with the technology, but Hohensee believes there may also be an opportunity for the technology in the off-highway market. He also acknowledged that OEMs “might be difficult to convince.” Espar’s vice president of OEM sales, Edward Hart, said that some manufacturers lack the engineering capacity to integrate the system with their vehicles right now. “The OEMs have seen it, and they are all interested,” he said. “The dollars just are not there right now.” Espar has a strong foothold with OEMs with its fuel-operated cab heaters, with supply agreements in place for Freightliner, International, Peterbilt and Kenworth trucks, and also with Thermo King. To this mix it is adding a new line of heaters powered by natural gas, a move that Hohensee said responds to the fuel’s growing popularity. “The [natural-gas] trucks are increasing in numbers due to the [low] fuel cost and also the environmental impact,” he said. “Large fleets are going in this direction.” The company’s Airtronic NG Commercial is designed for commercial vehicles that run on compressed and liquefied natural gas. Like the fuel cell, this system also draws from the truck’s onboard fuel supply. Espar is also launching an idle-management system that monitors vehicle operations and makes adjustments based on conditions. The GRIP (Governor to Reduce Idle and Pollution) system relies on battery power to maintain engine and cab temperatures, and will switch to engine power only to replenish the battery, Hohensee said. “It checks engine temperature, battery voltage and cab temperature, and will start the engine only when necessary,” he said. The company is also rolling out a new series of mobile refrigerated containers. The Mobile Flex Cool lineup is available in a variety of configurations with sizes up to 242 gallons, and can maintain cargo temperatures as low as 14 degrees below zero, Hohensee said. The product is tailored to customers that “do not need a fully insulated van,” he said.

Bloomberg / September 20, 2014 The U.S. Federal Motor Carrier Safety Administration was sued by a coalition of groups seeking to force the agency to issue stiffer rules for training entry-level truck drivers. Regulators have missed multiple deadlines set by two laws passed by Congress since 1991, according to the complaint filed by Advocates for Highway and Auto Safety. The group is asking a judge to force the agency to propose regulations establishing minimum entry-level training requirements for commercial vehicle operators within 60 days. “People are dying needlessly while the agency drags its feet,” Henry Jasny, the Washington-based watchdog group’s general counsel, said in a statement. U.S. lawmakers are considering ending federal rules governing the work and rest schedule of long-haul truck drivers. Fatalities in large-truck crashes have increased in recent years, despite a drop in total motor vehicle deaths, the advocacy group said. The FMSCA issued a rule in 2004 that requires 10 hours of classroom work on topics including driver wellness and hours of service. That rule is inadequate because it doesn’t require training for entry-level drivers on how to operate commercial vehicles, according to the complaint. Marissa Padilla, a spokeswoman for the FMSCA, said in an e-mail that the agency is working to improve on the current rule and “implement entry-level driver training that includes behind-the-wheel instruction for operating large trucks and buses.” She declined to comment on the lawsuit. Advocates for Highway and Auto Safety is seeking a court order requiring the agency to issue a final rule within 180 days. The organization filed its complaint with the International Brotherhood of Teamsters and Citizens for Reliable and Safe Highways, a truck safety advocacy group that includes crash survivors. The case is In re Advocates for Highway and Auto Safety, 14-1183, U.S. Court of Appeals, District of Columbia (Washington).

Diesel News Australia / September 19, 2014 It’s been just over nine months since Penske Commercial Vehicles took over the business of importing Western Star, MAN and Dennis Eagle trucks and buses into Australia. At the time, it was clear, Roger Penske was not going to stop there. If the one of the world’s largest automotive dealership groups, Penske Automotive Group, was going to engage with the Australian market it was bound to be on a much larger scale. We have already seen the introduction of the Penske Truck Rental operation, but now negotiations to expand the operation are beginning to come to fruition. Some events this week were predicted by many after news of the arrival of Penske in Australia. This week has seen the announcement of the acquisition of MTU Detroit Diesel Australia by the Penske Group. It was purchased from the company’s distribution partners, Daimler and MTU Friedrichshafen. The operation runs a network of branches throughout Australia, New Zealand and the wider Pacific region. “MTU Detroit Diesel Australia represents some of the most innovative and well-respected brands in the industry, including MTU, Detroit Diesel, Mercedes-Benz Industrial, Allison Transmission and MTU Onsite Energy,” said Roger S Penske, Chairman of the Penske Automotive Group, when announcing to acquisition. “As we considered opportunities to grow and enhance our business in Australia, New Zealand and the Pacific, coupling engine and power systems with our existing Western Star, MAN Truck and Bus and Dennis Eagle truck distribution business provided an opportunity to scale our existing operations in an efficient manner.” Another of Penske’s passions is the car racing business, he has long been a major player in the motor racing world in North America. Starting off as a driver in 1958, Penske Racing has been involved in both Indy Car and NASCAR competitions, winning many championships on the way. Penske’s arrival in Australia meant involvement in V8 Supercars would be bound to follow. The second news event of the week has seen Team Penske announce its partnership with an icon of the Australian motor racing scene, Dick Johnson Racing. The team will compete in the 2015 V8 Supercars Championship with Marcos Ambrose returning, after nine years competing in NASCAR, to the sport as a driver for the renamed team. DJR Team Penske will compete with Ford Falcons and Ambrose, already twice V8 Supercars champion, will be behind the wheel of the No 17 Ford for DJR Team Penske. This week has also seen John Crennan, who recently resigned from management of the Nissan V8 Supercar team, taken on by Penske as a consultant. Crennan is expected to be involved in strategic planning for the Penske organisation as it engages further with the Australian market. Watch this space.

Wall Street Journal / September 18, 2014 Swedish truck maker Volvo’s August truck deliveries fell 8% compared with the same period last year, mainly as a result of lower deliveries in Brazil and in France. Volvo Group, which makes trucks under the Volvo, Mack, Renault Trucks and UD Trucks brands, delivered a total of 11,809 vehicles in August, compared with 12,864 vehicles in the same month in 2013. On a regional basis, August deliveries declined by 42% in South America and by 19% in Europe, while deliveries in North America increased by 22%. For the group's Volvo branded trucks, deliveries declined by 9% to 6,939 vehicles compared with the same month last year. In Europe, deliveries were down 10%, while deliveries in South America dropped 40% compared with August 2013. Demand in North America continued to be good, the company said. Volvo brand deliveries increased by 31% to 2,246 vehicles in comparison with the same period last year. Deliveries for Volvo’s Mack brand totaled 1,793 vehicles in August, a 4% increase compared with August 2013. Volvo’s Renault Trucks brand delivered 1,475 vehicles in August. Deliveries of heavy trucks declined by 35% to 853 trucks compared with the same month a year earlier. The decline was mainly a result of fewer deliveries in France, the company said. Deliveries of light duty trucks increased to 446 trucks, up by 8%. In August 2014, UD Trucks delivered 1,602 trucks, an increase of 4% compared with August 2013.

Press Release / Eindhoven At the IAA 2014, which is being held in Hannover from 25 September to 2 October, DAF introduces an extremely quiet CF for urban distribution during the evening and at night. The CF Silent will be available from the beginning of 2015. DAF developed the CF Silent for urban distribution during the evenings and at night. When the CF Silent is set to its special 'Silent mode', the noise level is no more than 72 dB(A), which means that the CF complies with the conditions for certification as a Quiet Truck and enables goods to be loaded and unloaded in areas where evening, night-time or early morning noise restrictions apply. The new DAF CF Silent is equipped with a 10.8 litre PACCAR MX-11 Euro 6 engine with ratings of 210 kW/290 hp to 320 kW/440 hp and that is already well-known for its low noise levels. There is a special 'Silent' button on the dashboard. If it is pressed, the engine software switches to a programme that limits the torque and engine speed. Gears are changed at lower engine speeds then. The encapsulation of the gearbox also contributes to the noise reduction. DAF will supply the extra quiet CF distribution truck from the beginning of 2015 as a 4x2 rigid and tractor, with the option of a Day Cab, Sleeper Cab and a Space Cab and, of course, a wide range of wheel base options. .

Concrete Products / September 17, 2014 Closing on the second of two asset transactions with Navistar, Specialty Truck Holdings has established a new identity for its concrete truck brand, Continental Mixer Solutions, LLC, paralleling the creation of EZ-Pack Refuse Hauling Solutions, LLC after the first deal. Specialty Truck Holdings will expand product offerings, manufacturing capacity, and its distribution network, affording customers “unparalleled access to technologies across both market segments.” With production in Houston and Cynthiana, Ky., the businesses will each operate under McNeilus Cos. veterans. “I’m excited to work with an organization that is focused on the customer—not just at the point of sale, but throughout the product’s life cycle with aftermarket service and support,” says newly appointed Continental President Frank Busicchia, who has 20-plus years in the ready mixed industry. “We will continue to support customers with a strong manufacturing base in Houston, as well as with expanded capacity in [Kentucky].” His EZ-Pack counterpart, Matthew Walter, has worked with truck bodies and heavy-duty chassis for more than 15 years, and will oversee a business that has excelled in integrated, compressed natural gas power solutions.

Navistar had acquired Continental in 2009, but sold off both the EZ-Pack unit earlier this year, and now the mixer unit. In May, Boston-based Overall Capital Partners and Denver-based Pine Street Growth Partners acquired E-Z Pack Manufacturing from Navistar and said they would operate the business as E-Z Pack Refuse Hauling Solutions, LLC. Pine Street is also a principal owner of Waste Equipment and Parts LLC, one of E-Z Pack’s largest dealers.

Trailer/Body Builders / September 17, 2014 Commercial Specialty Truck Holdings LLC has acquired the assets of Continental Manufacturing Company, producers of concrete mixers. Commercial Specialty Truck Holdings produces the EZ-Pack line of refuse bodies. The company plans to retain the Continental brand by manufacturing mixers under a separate company-- Continental Mixer Solutions, LLC. Continental has been serving the ready-mix industry since 1982. Products include the Bridge Saver and Express rear discharge models. With manufacturing operations in Houston, TX and Cynthiana, KY, Specialty Truck Holdings will expand product offerings, manufacturing capacity, and its distribution network. The combined companies will offer customers additional options and access to technologies across both market segments. Specialty Truck Holdings also announced that two experienced industry leaders, Frank Busicchia and Matthew Walter, are joining its management team. Frank Busicchia has been named president of Continental Mixer Solutions LLC. Busicchia has more than 20 years of experience in the ready-mix industry, both domestically and internationally. Matthew Walter, named president of EZ-Pack Refuse Hauling Solutions, has worked with bodies and chassis for more than 15 years.

Heavy Duty Trucking / September 16, 2014 Peterbilt is offering a new right-hand stand-up configuration of its cab forward Model 320 truck. The Model 320 is now offered in left-hand, right-hand, and dual drive with right hand stand-up configurations. It was redesigned for last year with a ProBilt interior featuring better fit and finish, as well as enhancements to operator comfort, productivity and safety. “Customers engaged in curbside refuse collection who prefer this type of configuration will now enjoy the many advantages of the Model 320’s best in class operating environment,” said Robert Woodall, director of sales and marketing for Peterbilt. The right-hand stand-up drive option adds several new features including: - Convenient array of controls and displays, including the selector switch to activate the right-hand drive station. - Lowered entry step for ease of entry and exit. - Angled steering column for better ergonomics and driver comfort. - Large upper and lower side-door windows for excellent visibility. - HVAC and radio controls in the header of both the right and left-hand stations. - Multi-function turn stalk. - Easy to reach door handle - Pivot-style seat for easier stowage during stand-up operation. Peterbilt also offers a range of natural=gas-powered refuse vehicles, including the Models 320, 567 and 579. The Model 320 with right-hand stand-up drive is currently available for order. http://www.peterbilt.com/resources/Truck%20Sales%20Sheets/320_Sales_Sheet.pdf .

Automotive News / September 16, 2014 Penske Automotive Group Inc. today said it is buying a company that distributes diesel and gasoline engines and power systems in Australia, New Zealand and the Pacific markets. Penske will buy MTU Detroit Diesel Australia, which distributes engines and power systems to trucking, mining, power-generation, construction, industrial, rail, marine, agriculture, oil and gas and defense industries. The deal is expected to close in the fourth quarter and contribute an estimated $225 million to $250 million in annualized revenue to Penske. Terms were not disclosed. “As we considered opportunities to grow and enhance our business in Australia, New Zealand and the Pacific, coupling engine and power systems with our existing Western Star, MAN Truck and Bus and Dennis Eagle truck distribution business provided an opportunity to scale our existing operations in an efficient manner,” said CEO Roger Penske. Penske Automotive bought commercial vehicle distributor Western Star Trucks Australia from Transpacific Industries Group in 2013. Western Star Trucks Australia distributes Western Star, Dennis Eagle and MAN medium- and heavy-duty trucks through more than 80 independent dealers in Australia, New Zealand, Indonesia, the Philippines and Papua New Guinea. Penske will acquire MTU-DDA from its two primary distribution partners, Daimler AG and MTU Friedrichshafen, which is an affiliate of Rolls-Royce Power Systems. MTU-DDA will continue to be a strategic distributor of Rolls-Royce Power Systems and Daimler in the region.

Heavy Duty Trucking / September 15, 2014 TRW Automotive Holdings Corp. on Monday announced it has entered into an agreement with ZF Friedrichshafen AG of Germany in which ZF will acquire all outstanding shares of TRW, based in Livonia, Michigan. The transaction will create one of the world’s largest companies in the vehicle supplier business, with combined sales of approximately $41 billion and 138,000 employees, according to a release. “The combined company will be well positioned to capitalize on favorable megatrends in the automotive industry by bringing together complementary product offerings and leading technology positions that serve high-growth areas such as fuel efficiency, increased safety requirements, and autonomous driving,” the announcement said. ZF is a major player in driveline and chassis technologies for both the passenger and commercial vehicle arenas, while TRW is a significant supplier of active and passive safety technologies, including advanced driver assistance systems. ZF says TRW will be operated as a separate business division. No decisions about management responsibilities for the TRW business have been made yet, according to ZF. The purchase price is $105.60 per share in an all-cash transaction valued at approximately $13.5 billion. According to the announcement, that represents a premium of approximately 16% and 15% over TRW's closing stock price of $91.40 on July 9, the day before it confirmed it received the offer, and all-time high price of $91.62 on July 7, respectively. The deal is still subject to regulatory approval and is expected to close in the first half of next year. TRW’s Board of Directors and ZF’s Supervisory Board and Management Board have unanimously approved the agreement.

Driving the new Western Star 5700XE Truck News / September 15, 2014 The only thing more exhilarating than the view of the Nevada desert over the hood of my Western Star 5700, was the view of another Western Star 5700 in my West Coast mirrors. This is a truck that when seen from the exterior will steal your attention for more than a moment. And yet it’s also a truck you can feel good about owning and operating, because it’s a Western Star that can finally compete with other aerodynamic models in terms of fuel efficiency. Still, Western Star designers stayed true to the brand’s heritage by creating a truck that looks nothing like the others that comprise this segment. If you were to trace the outline of the various fuel-efficient models on the market today and leave the insides blank, it would take a discerning eye to differentiate them. The same cannot be said of the 5700XE, which somehow manages to eschew the rounded, jelly bean-styled design of other leading models while attaining fuel economy that the EPA considers good enough to place within the same bin as the others under its greenhouse gas emissions program. T-shirts worn by Western Star people at the truck’s launch declared the 5700 brought an edge to aero, which is an appropriate tagline for this truck. After a high-profile launch before more than a dozen trucking industry journalists in Sin City, I was fortunate to have the opportunity to stay behind and put the truck through its paces over a two-hour journey in and around Las Vegas. The 5700 I drove had a 72-inch sleeper, an EPA13 Detroit Diesel DD13 engine rated at 455 hp/1,550 lb.-ft. and the DT12, 12-speed direct drive automated manual transmission. This is the integrated Detroit powertrain that the company says will provide a significant portion of the fuel savings customers will see from this truck, compared to previous Western Star vehicles. They’ve opted to make the truck available only with Detroit power and no other automated manual will be offered. Yes, there’s a risk some Cummins loyalists may be unhappy with this decision, but Western Star officials are confident enough in the product that they feel demand for the new truck will be such that customers will accept the Detroit powertrain and then become converted, once they experience its efficiency and performance. Aside from the Detroit powertrain, further gains come from the redesigned front end, which better directs airflow over and around the cab. Interestingly, this is the same base cab you’ll find on traditional Western Star models, including its vocational offerings. The Western Star cab is known for its steep windshield, which is not exactly conducive to aerodynamics. However, engineers discovered ways to help assist the air up over that windshield. The most visible of these enhancements is a kick panel on the hood, just before the windshield, that directs air up and over the cab. This air ramp, if you will, doesn’t impact visibility over the hood as long as your seat is properly positioned. The front bumper has been redesigned to keep air from getting caught up in the wheel wells. Two end sections dubbed ‘fangs’ (yes, even the bumper end caps on this truck have attitude) reduce wind resistance without detracting from the truck’s unique look. The Western Star 5700 has a distinctive face that’s unlike any other truck in the marketplace. The raised center section of the hood has been carried over and this section on the truck I drove was painted matte black, reducing glare off the hood. The sun visor has also been kept, which helps direct air over top the roof cap. Other aerodynamic improvements come in the form of fairings and flares that encourage air to flow to where it will provide minimal disruption to the vehicle’s forward progress. Inside, this truck is unmistakably a Western Star. The most notable upgrade is a redesigned wood and leather steering wheel with controls placed at the driver’s fingertips, which allow the driver to scroll through the information on the driver display, flash the marker lights or to control the cruise, Bluetooth, radio, etc. However, while other models have transitioned to a more automotive-styled driver environment, the 5700 is pure truck. The signal light stalk is heavy, the gauges large and the dash has a classic, driver-friendly layout. The driver display area is small compared to other models, which limits the likelihood of distraction and also helps retain the classic look of the interior. Western Star has brought over from the vocational segment some serviceability features, including easy access to the fuse panels and power distribution module, which can be accessed from the passenger seat by simply removing four bolts. The entire panel can be pulled out from its home here for easy serviceability – a vocational feature that technicians will appreciate just as much on an on-highway tractor. The 5700 uses the same honeycomb-style sleeper cab that’s offered on its previous models. Its lightweight construction means the 5700’s total weight compares more favourably to other aero models as the sleeper size increases. There has always been a perception that the Western Star is a heavy truck due to its steel cab, however the truck I drove weighed in at a very respectable 17,500 lbs and that was with disc brakes and that 72-inch sleeper. The Western Star 5700 provided an exceptionally steady ride, particularly while cornering, an attribute that stems in part from its wide cab mounts. It was comfortable to drive, particularly with the DT12 automated transmission. There are some surprisingly steep grades outside Vegas, including a long 6% climb near Summerlin, which tested the DD13. It was up to the challenge, though I bet many Canadian customers will opt for the DD15, which will net better fuel economy when you’re running the hills. Climbing that long 6 percenter, I was able to employ the kick-down feature available on the DD13/DT12 combo, which when the pedal was depressed to the floor dropped a gear and provided a little extra torque to manage the climb. The DT12’s paddle shifter allowed me to drop a gear or activate the engine brake without reaching to the dash. Another nice feature available on the Western Star 5700 is Meritor Wabco’s OnGuard collision mitigation system. I’ve experienced it before, but not in heavy traffic such as that I encountered returning to the city. When in cruise control OnGuard measures the distance to other vehicles in front of the truck and applies the engine and service brakes as necessary to maintain a safe following distance. It took some getting used to, before I was willing to really trust the system but after a few miles of interacting with heavy traffic I found I was able to place my trust in the system and let it do its thing. OnGuard seems to have been dialed in; it didn’t overreact to vehicles that momentarily cut into my personal space, as long as those vehicles were moving faster than I was and quickly got out of my way. When cruise isn’t set, audible warnings will alert you to potential danger but it’s up to the driver to adjust his or her speed as necessary. OnGuard is a really nice option to have, especially in traffic. My daytime drive didn’t give me the opportunity to check out the improved lighting system offered in the 5700 but officials claim a new projector beam headlight design provides much better nighttime visibility. I know they look good from outside; we got a sneak peek at the 5700 after dark and the headlights ensure you can identify this truck even when it’s dark out. A thin LED accent strip along the top and outside edges of the lamp give it a distinctive appearance. Only a handful of 5700s have been built and it was exciting to be among the first to drive one. Now the race is one to see who’ll be the first to own them. This is a truck that will stand out on the highway and separate its owners from the herd. Production is scheduled to begin next April and will ramp up over the summer. When it comes to design and drivability, the Western Star 5700 hit not just home runs, but grand slams. If its fuel-efficiency comes in on target and it’s priced right, this truck may finally allow the brand to break through into the on-highway tractor segment in a big way.

Australasian Transport News / September 16, 2014 Despite offering no definitive statements, Navistar signals intent to bring the International brand back to Australia. Is the International brand set to return to the Australian market? This was the question on everybody’s lips during a media pow-wow at Navistar’s Lisle headquarters on the outskirts of Chicago recently. And while it remains the burning question, and one without a definitive answer, it could also be said that International never really quite left. Iveco’s love affair with International may have wound up in 2010 but the company still has the licensing rights to the brand until 2017. And a Cat-branded International product was launched locally just as the last of the Iveco-manufactured Internationals rolled off the Dandenong line. However, Cat Trucks has made slow, albeit steady, inroads into the Australian market especially outside the yellow engine heartlands of Western Australia and South Australia. On one hand the speed of local product development has been impressive, with the growing model range showing outstanding drivability under Australian conditions. But on the other hand is a customer base that remembers being left in the lurch by Caterpillar’s abrupt departure from the truck engine business. It is something Navistar senior vice president and managing director Tom Clevinger acknowledges, especially when it came to the timing of the launch of the Cat truck business which came hot on the heels of Caterpillar’s withdrawal from the truck engine market. "When we turned up with a Cat branded truck people said I don’t want anything to do with it, you left the engine business you’re on your own," Clevinger says. But speaking of International and Australia, Clevinger says: "We do currently sell International product in Australia and New Zealand." He is referring to the low volume distribution agreements Navistar presently has for off-highway trucks in Australia and some on-highway models in New Zealand. "But we’re looking at opportunities on both sides," Clevinger says. On the issue of International returning to Australia as a factory backed entity, Navistar group vice president of product development Denny Mooney is playing it cool. "In our product planning process we haven’t made any final decision," he says. "That doesn’t mean that we aren’t considering it or even strongly considering it. Everybody in this room understands the strong history of the International brand in Australia." Mooney himself is no stranger to Australian shores, having had a stint out here as chairman and managing director of Holden in the mid-noughties. Navistar executive and board member Eric Tech is also coy about being drawn on the possible return of International to Australia, but has made the stronger statements on Navistar’s intent. "We have to be sensitive to our partner (Caterpillar) and the contractual arrangements we have with them but, we’re proud of our brand and we’re proud of our brand equity in Australia," he says. "As a part of our planning process going forward we’re going to see how we can leverage off that in your (Australian) market and how we can build on that." Tech is keen to talk about Navistar’s global inroads in South America and China while praising the Cat truck business down under. Clearly there are sensitivities to take into account when it comes to talking about the old NC2, the new Navistar Auspac and Navistar’s relationship with Cat. The Cat brand also sells in North America in off-highway vocational roles so clearly there’s a lot to be mindful of. In fact NC2, the initial joint venture between Navistar and Caterpillar (now a licencing agreement) has worked well in the US as the Cat CT660 is an off-highway vocational product. This means existing Cat equipment customers are also buying trucks from their Cat dealer. In Australia much of the Cat dealer network has had to try and learn the on-highway truck business with varying degrees of success. The return of an on-highway International product will give Australian customers the option of using a Cummins power plant, which given the rapid local uptake of the Cummins ISXe5 in other brands will finally give International a fleet truck for the Australian market. And that is where the numbers lie. While no definitive statements have been made it is clear the intent to bring the International brand back to life in Australia is there. Reading between the lines it seems that it’s more a case of "if" rather than "when" International re-emerges in Australia.

I find it odd that Daimler kept the truck roped off, preventing the media from touching or looking inside the truck (and taking any pictures of the interior).

“We want this truck to be better-looking than anything else out there.........” Western Star General Manager Michael Jackson told editors and reporters. This is the most hideous looking monstrosity I’ve seen in years (What were they thinking?). Navistar should be happy though, as the 5700XE allows their Lonestar to move up a notch from worst looking to second worst looking heavy truck in America.

Western Star adds an aero highway tractor Fleet Owner / September 11, 2014 Best known for its vocational and heavy-haul Class 8 models, Western Star Trucks is expanding into the aerodynamic on-highway market with an all-new model. Shown publically for the first time at a press conference here, the Western Star 5700XE combines the fuel efficency of an aerodynamic package and optimized drivetrain with styling that echoes the brand's more traditional image, according to the company. With less than 3% U.S./Canadian market share in Class 8, Western Star is a relatively small truck maker, but as part of Daimler Trucks North America, it had access to its parent company's advance powertrains and aerodynamic expertise in developing the new model, according to general manager Michael Jackson. The result is a new tractor with styling quite distinct from other aerodynamic trucks on the market combined with the most efficient integrated Daimler powertrain technologies, he said. Daimler's Detroit will supply the 5700XE's three engine displacement choices -- the DD13, DD15 and DD16 with ratings up to 600 hp. The standard transmission for all three engines will be the Detroit DT12 automated manual transmission, although buyers will be able to spec an Eaton manual transmission as an option. The 5700's standard axles will also be supplied by Detroit, although Meritor drive axles will be available as options, and the only suspension offered will be Daimler's Airliner air suspension. The new 5700's most fuel-efficient powertrain will combine a new version of the DD15 that generates 400 hp and 1750 lbs. ft. peak torque at 1300 rpm. Combined with a specially calibrated DT12 transmission and final gear ratios of 2.41 for a 6x4 Detroit rear axle or 2.28 for a 6x2, that highly integrated powertrain will deliver up to a 15% fuel efficiency improvement over Western Start's current on-highway 4900FE model, according to Brad Williamson, DTNA's manager of engine and component marketing. Williamson added that starting in 2015 all DT12 transmission will have a new intelligent powertrain management system that uses 3D mapping and GPS to look up to three miles down the road so it can automatically adjust engine and brake performance to maximize fuel efficiency. Characterizing the 5700's styling as "edgy," Western Star dir. of marketing Ann Demitruk said that design elements like sharp edges along its fenders and bumper endcap "fangs" not only provided its distinctive look, but also added to the new truck's overall aerodynamics. "The rounded aero look didn't fit Western Star's iconic look," said senor designer Don Vena. His team retained the brand's traditional "motorcycle fenders," but added angles and edges to better manage airflow. Similarly they kept the traditional rectangular headlight shape, but fitted them with projector lamps and LEDs for improved visibility. While the design team brought in customers to critique their ideas, the engineering team refined them in DTNA's full-sized wind tunnel, according to Jesus Gomez, dir. of engineering. Looking at wind coming from a wide range of angles, the design and engineering teams achieved an average 12% reduction in drag compared to the 4900FE, he said. Western Star's 245 dealers will begin taking orders for the new 5700XE in the Fall. Production at DTNA's Cleveland, NC, truck plant is schedule to begin next March or April, according to Jackson. .

Fleet Owner / September 11, 2014 Sensing that its core customer group of small and medium-size fleets is now buying more trucks, Daimler’s Western Star unit launched a new highway tractor offering improved fuel efficiency while maintaining the brand’s classic styling. The company’s new 5700XE — the XE stands for “extreme efficiency” — was unveiled at a Sept. 11 press event in this Las Vegas suburb, with executives for the original equipment manufacturer saying they will start taking orders “this fall,” begin limited production around April 1 and full production around July 1. Western Star will offer in-house powertrain options from Daimler’s Detroit components subsidiary, including three Detroit DD-series engines, the Detroit DT12 automated manual transmission and Detroit-brand axles. While the truck is available only with the Detroit engines — engines from independent manufacturer Cummins Inc. are not offered — Western Star will offer choices with other powertrain components. “We want this truck to be better-looking than anything else out there, but also for it to have great fuel efficiency,” Western Star General Manager Michael Jackson told editors and reporters. Jackson said the 5700XE will give his brand access to more truck buyers across the United States and Canada as the OEM tries to increase market share. “We’ve been strong where we played, but they have been extremely small, niche-y segments,” marketing director Ann Demitruk said. She said the 5700XE will allow the OEM to broaden its appeal. The truck will be produced at Daimler’s Cleveland, North Carolina, plant. Western Star is based in Fort Mill, South Carolina. The 5700 can be used in a variety of over-the-road applications, including longhaul truckload, less-than-truckload and bulk or refrigerated transport, the company said. Pictures: http://www.ttnews.com/articles/basetemplate.aspx?storyid=35992&t=Western-Star-Unveils-5700XE For reasons unknown, Western Star (Daimler) has pulled the original 5700XE video and replaced it with the one below. .