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Australasian Transport News / September 5, 2014 http://www.fullyloaded.com.au/truck-reviews/1409/video-review-mack-super-liner-mp10/

Fleet Owner / September 10, 2014 Snap-on has released a new impact socket designed specifically for Mack and Volvo trucks. The ½ in. drive 14 mm 6-point socket is designed for the installation and removal of the camshaft cap bolts on Mack and Volvo trucks with MP8 and D13 series engines. “The S6314 features deeper broach depth, which is critical to the application to accommodate the longer threads found on the camshaft cap bolts,” said Scott Amundson, product manager. “Snap-on customers will likely see an immediate increase in efficiency when using the S6314 because the flank drive grips the fastener on the flanks/flats, increasing torque by 15-20%, preventing the fastener from rounding and increasing the life of the socket.” http://public.snapon.com/a_prodannouncements_us/S6314_NPA.pdf

The “Metropol” city bus was the catalyst for a relationship between Mack Trucks and Scania that lasted for decades. Scania’s right-hand drive variant of the Mack C-50 city bus did not use the 165 horsepower Lanova principal pre-combustion chamber design (indirect injection) Mack END672 engine. Instead, Scania chose to use their own model D820 inline eight cylinder 11.3-liter 180 horsepower powertrain which benefited from the superior performance of direct fuel injection. Through an exchange agreement, Scania then provided Mack Trucks with their new open-chamber, direct-injection combustion system, resulting in the legendary Mack END673 “Thermodyne” engine. The direct injection END673 then quickly replaced the END672 incorporating Lanova pre-combustion chambers (energy cell combustion chamber). (In the early years, Mack Trucks’ early diesel engines including the ED519 and END672 utilized a Lanova design pre-combustion chamber design. Like Buda and others, Mack Trucks had purchased a technology license from Germany’s Lanova AG, led by the German engineer and Lanova concept inventor Franz Lang.) Thus, in essentially what was a technology swap, Scania provided Mack with their advanced proprietary open-chamber, direct-injection combustion design in return for Mack providing Scania with a modern municipal transit bus. Scania and Mack Trucks then went on to forge a unique and close relationship which provided benefits to both companies for many years thru the mid-1980s.

Heavy Duty Trucking / September 8, 2015 The Dodge 3500, 4500, and 5500 cab and chassis models are receiving several fleet-friendly options for the 2015 model-year, including a maximum speed limiter to help fleet managers reduce excessive speeding. The 2015 Dodge cab and chassis offers a maximum speed setting on all three models equipped with the 6.4-liter HEMI V-8 engine. Fleet managers can set the top speed at 60, 65, 70, or 77 mph to improve fuel efficiency and safety. (The National Fire Protection Association (NFPA) requires a 77 mph limit on ambulance, fire, and other rescue vehicles) Certain Dodge 4500 and 5500 models will also gain increased GVW ratings for 2015. A Max Payload Package offered on the 5500 equipped with a 6.4-liter HEMI V-8 adds a new torque converter to the commercial-duty Aisin AS66RC 6-speed automatic transmission. The package increases the GVW rating to 19,500 pounds on 84-, 108-, and 120-inch wheelbase models and 19,000 pounds on the 60-inch wheelbase. The Max Payload Package also increases the GCW rating to 26,000 pounds and equips the truck with a 4.88:1 rear axle ratio. Standard GVW ratings will increase on all 60-inch wheelbase 4500 and 5500 chassis cab trucks. The GVW rating for gasoline and diesel 4500 models will increase to 16,500 pounds, while 5500 models will increase to 19,000 pounds. Other options include ParkSense back-up sensors available for body-builder installations, and Dodge “Work Grade” vinyl seating. The Dodge 4500 and 5500 Chassis Cab models still top out with 6.4-liter HEMI V-8 and 6.7-liter ISB Cummins diesel engine options. The V-8 produces 410 hp and 429 lb.-ft. of torque while the diesel produces 325 hp and 750 lb.-ft. of torque. Dodge also offers a 5.7-liter HEMI V-8. The 2015 Dodge 4500 and 5500 Chassis Cab trucks carryover towing and GCW ratings from the 2014 model-year. The Dodge 4500 offers a maximum trailer weight of 24,650 pounds and a GCWR of up to 32,500 pounds. The Dodge 5500 offers a maximum trailer weight of 29,600 and a GCWR of up to 37,500 pounds. .

https://www.youtube.com/watch?v=_7Y-oS8_734#t=102

Australian Broadcasting Corporation / September 7, 2014 Eight men, including a police officer and four firefighters, were injured in an ammonium nitrate truck explosion near Charleville in Queensland's south-west, which police said was so powerful it "disintegrated" the truck, destroyed two firefighting vehicles and two bridges, and blew a hole in the Mitchell Highway. Two motorists who stopped to help were also injured and the truck driver remains in a critical condition with serious burns and head injuries in the Royal Brisbane Hospital. Two rescue workers remain in the Toowoomba hospital with serious internal bruising and damage to their ear drums. Shockwaves from the blast were felt by residents in nearby towns, and the local fire chief described the fact no-one died as "a miracle". The site of the explosion is still too unsafe for authorities to enter, Queensland Fire and Rescue Service (QFRS) says. A two-kilometre exclusion zone remains in place at the scene of the blast, which occurred after a truck carting more than 50 tonnes of ammonium nitrate crashed and rolled about 10:00pm (AEST) on Friday. "We still actually believe we've got a little pocket of ammonium nitrate burning, so that in itself, with the fumes that'll come from that burning process, still indicates we've got an unstable situation," said Tom Dawson, the Assistant Fire Commissioner for the south-west region. "It's going to be a very scientific call to say it is now stable, then we'll go about it very guardedly to go closer to determine the degree of safety. "We now believe a lot of the product is actually buried under earth." Assistant Fire Commissioner Dawson said the devastation from the explosion was immense. "We're talking up to two to three kilometres of damage to foliage, structures, the rail bridge, the bridge itself," he said. Police said motorists should avoid the area while specialist officers examine the scene. A 600-kilometre detour is in place. Workplace Health and Safety officers would conduct their own investigation into the explosion. The owner of the truck, Kalari, said it was deeply saddened that people were injured in the explosion and that their welfare was the company's priority. In a statement, Kalari said it had stopped the service route pending more information about the incident. The Queensland Trucking Association (QTA) said the road damage would cause big problems for the national transport and heavy vehicle industry, as the Mitchell Highway connected several states. "My understanding is they expect to have up - in a fairly short space of time - a side track, but that will only be suitable to motor vehicles; it will not be suitable to heavy vehicles," said QTA spokesman Peter Garske. "It could be quite some days before a route in and around the Mitchell highway for heavy vehicles [is available]. "It will conceivably be weeks or months before the infrastructure is properly restored to its original condition." Mr Garske said the accident was a warning to companies hauling dangerous goods. He said the extent of the damage would resonate in the industry. "It is a wake-up call to everybody in the industry - whether it is a heavy vehicle owner or whether it is a heavy vehicle driver or indeed the customers, the owners of the freight, the consignors the consignees - we all have a responsibility in the safe movement of heavy vehicles in Australia and the safe carriage of the freight," he said. Mr Garske said he had never seen an accident like it in Australia. "I have been involved in this industry for 20 years now and to my knowledge an incident of this type and this size has not occurred anywhere in this state and to the best of my knowledge Australia in that 20 years," he said. Firefighters said the damage and destruction caused by the truck explosion was rare. Assistant Fire Commissioner Dawson said trucks hauled dangerous chemicals and fuels on Australian roads every day and it was not a problem unless they crashed. "This product - and trucks like this very same truck - travel these roads every day," he said. "Every day they're out there and they don't go bang. "Something's happened to bring this truck in a situation, which has possibly mixed the product on the back of the truck - maybe with the diesel fuel, the impact of the initial [crash] when it goes off the road - so those circumstances have had more of a connection to the end result. "You'd be surprised - there's a lot of these trucks - they do it very safely and very effectively. "It's when they leave the road there is a problem." https://www.youtube.com/watch?v=6BmL-75BgRI#t=73

Eaton Stirs up Medium-Duty Market with Dual-Clutch Transmission Heavy Duty Trucking / September 5, 2014 Eaton is bringing a new transmission to the medium-duty market that boasts car-like drivability with full-manual performance, a design of 10 years or 400,000 miles, and 8-10% better fuel economy than a torque-convertor-equipped automatic transmission. The new 7-speed transmission, called Procision, features a dual-clutch design and electronic shifting that uses grade, vehicle weight and throttle input to provide optimal fuel efficiency and smooth, continuous delivery of torque to the drive wheels under all shift conditions. The Procision transmission will be available for order in mid 2015, Eaton says. Eaton's senior vice president and general manager of Commercial Vehicle Transmission business, John Beering, says the target customer of this transmission wants a truck he or she can climb into, turn the key and drive away, while still meeting the unique needs of the multitude of applications that use such a product. "Procision is a clean sheet of paper," Beering told a press gathering in Galesburg this week. "We took a hard look at what we had done in the medium-duty space in the past and we listened to the voice of the market that told us there were gaps they wanted addressed. This new dual-clutch technology addresses those gaps." The transmission itself is a 7-speed set up rated for up to 660 pounds-feet of torque with direct drive in 5th gear. The overall ratio is 10.13:1, with a ratio of 6.5:1 in first, right up to 0.64:1 in seventh. It weighs 364 pounds and will be available in 26,000- and 33,000-pound ratings. It also offers right, left and rear PTO positions. The key to the Procision transmission is the dual-clutch shifting technology. Eaton says the torque path to the drive wheels is not interrupted by the gear change, so the driver never feels any lag in power as he or she would with a traditional manual transmission -- even an automated manual. To the driver, it feels like a torque-convertor equipped automatic transmission. But the benefits of maintaining a constant gear mesh throughout the shifting sequence improve fuel economy significantly, especially in stop and go situations. There are two input shafts and two clutches, explained Jeff Carpenter, engineering manager for the Procision transmission. "Think of input shaft A linked to clutch A, and input shaft B linked to clutch B. While the transmission is in a particular gear, the next gear path is preselected in the unused clutch and input shaft. The shift is executed by transferring the torque path from one clutch and input shaft to the other, and that transfer of power is seamless. The driver will barely notice. From that gear, the next gear is preselected and the torque path shifts back to the first clutch, and so on. It's a closed-loop control system that significantly reduces slip and steady state losses associated with torque converter automatic transmissions.” The dual clutch module is fully contained within the transmission, hydraulically controlled and oil cooled for extended life. A five-spring damper is used to control torsional vibrations. The electronic controls are mounted on the transmission to reduce wiring and connector complexity, and the entire unit is fully sealed to eliminate contamination. Drivability Features While the base transmission remains the same, it can be electronically programmed to meet the specific demands of dozens of different applications, from a typical pickup and delivery operation or rental truck fleet to tow trucks and school buses. “Our customers had direct input on the features they want in a medium-duty transmission, and because of this real-world input, the Eaton Procision is smart from the word go,” said Joe Semaan, commercial vehicle segment director, Eaton’s Vehicle Group. “It is easy to tailor, which is key for fleet owners looking to put trucks on the road that best meet their business needs.” Regardless of the application, the Procision transmission features several performance enhancements not currently available with traditional automatic transmissions. Creep Mode allows controlled low-speed parking lot and loading dock driving without applying the accelerator. Forward and Reverse creep speeds are independently adjustable to allow a customized lower speed in reverse. Drivers can shuttle back and forth between forward and reverse without coming to a stop, and based on a brief test drive of the transmission, there's no hesitation when shifting between forward and reverse. "The creep speed is controlled by clutch slippage, not engine idle speed," says Systems engineer, Tony Stasik. "Customers can select the speed they want for creep mode and we control the clutch engagement accordingly. We have designed the clutches to do this, so it's not placing any undue strain or wear on the clutch." Because the engine and transmission are permanently linked, the truck won't free roll down a hill. And enough torque is transmitted through the clutch at idle, the truck can idle up a 5-8 percent grade without throttle application. This provides precise control for the driver in sometimes difficult terrain. Brake-pedal-actuated Tap Down Shifting gives the driver more control by downshifting on grades or other conditions without removing their hands from the wheel or eyes from the road. In Low mode, Automatic Grade Braking downshifts the transmission to help slow the truck on long, steep grades and increase brake pad life. “Because medium-duty customers rely on their truck day in and day out, reliability is key,” said Carpenter. “Our extensive reliability testing program takes into consideration a variety of geographies, vocations and duty cycles. We’ve put this transmission through things that an average customer would never experience.” Smart features such as Eaton Dynamic Shifting allow the transmission to automatically switch between economy and performance shift schedules based on mass, grade and driver demand. Base shift results are modified dynamically based on available torque, engine acceleration and grade. Economy and performance shift tables can be adjusted to tune an overall calibration to meet any customer’s specific needs. Eaton says the calibration flexibility is the most it has ever offered on a transmission. Optional and adjustable Hill Helper technology prevents roll back or roll forward for up to three seconds while on grades of up to eight percent, allowing for a controlled launch. With Procision, these features can be turned on and off using Eaton’s ServiceRanger software. Procision has three standard Power Take-Off openings. PTO functionality can be enabled via the ServiceRanger software by dealerships after purchase. Fuel Economy Advantage The Procision transmission features an optimized design that delivers 8-10% or greater fuel economy improvement over a torque converter automatic. The Procision is fully integrated with Cummins Vehicle Acceleration Management, which can be used in conjunction with Eaton Dynamic Shifting to reduce the impact of an aggressive driver on fuel economy. The optimized Urge to Move and Creep Mode provide an excellent balance of efficiency and performance. These features can be disabled for even greater fuel economy if desired. In addition, transmission load on the engine is actively reduced when the truck is stopped for increased fuel economy. Service Life and Maintenance Eaton Procision transmissions use a new synthetic transmission fluid which provides component protection while reducing maintenance costs. Maintenance intervals are extended to 150,000 mile lube and filter change intervals. The internal sump filter and electrical system do not require maintenance. “With the fuel efficiency and low maintenance costs, Procision transmissions promise to deliver the lowest total cost of ownership for any medium-duty transmission in the commercial vehicle market today,” says Beering. Eaton Procision transmissions carry a three-year/unlimited mile warranty, which covers the complete system including the dual clutch module, in commercial vehicle applications. School bus applications receive a five-year/unlimited mile warranty. Procision transmissions under warranty can only be repaired by an OEM dealer or an Eaton authorized fleet, both of whom will benefit from the simplicity of the product and keeping service revenue in their shop bays, Eaton says. “Customers told us that they wanted features that made their trucks easier to drive,” said Carpenter. “So we engineered a host of features that instill confidence and maximize efficiency for operators with routes on hilly, difficult terrain, or those who navigate tight turns and traffic as part of an urban route.” .

Volvo Penta doesn't make those V-8 gasoline engines. They purchase them from General Motors.

Press Release / September 4, 2014 Brazil’s rural fire brigades have purchased an additional twenty-five all-wheel drive Volkswagen trucks to enhance response times in hard-to-reach rural areas and forests including the country’s Amazon region. The fire department selected Volkswagen’s Worker Series model 15.210 4x4, which is similar in configuration to the units being sold to the Brazilian Army, because of their successful track record and all-terrain capability. The Brazilian Army is currently operating over 3,000 of the versatile model 15.210 4x4. Brazilian custom bodybuilder Flazec Specialty Vehicles and Components.was selected to upfit the trucks. (http://www.flazec.com.br/content.php?pagina=alongamento-de-cabines) "We're building a success story with our Worker 15.210 4x4s. Developed and manufactured in Brazil, that Volkswagen is another example of how a brand can be custom tailored to meet every need. The proven results attract other customers in search of quality assurance," says Ricardo Alouche, vice president of sales, marketing and after-sales at MAN Latin America. Volkswagen’s 15.210 4x4 was specially engineered to meet armed forces requirements, including the ability to carry five tons over cross country conditions. Specifications: MWM 6.10 TCA 206 hp / 657 N.m Transmission: FS5406A Transfer case: Marmon-Herrington MVG750 Driveline: Spicer SPL90 Front Axle: Marmon-Herrington MT11 Rear Axle: Meritor RS23-145 Axle Ratio: 5.29 Tires: 12.00R20 Curb Weight: 5,200 kg / 11,464 lb GVW: 15,000 kg / 33,069 lb .

Press Release / September 4, 2014 While only 200 examples of the C50 Metropol were ever produced, this iconic bus model has become a cult classic in veteran vehicle circles. In May 1951, Scania Vabis tendered for the contract to supply 200 complete diesel buses to be used for suburban public transport in Stockholm. When Scania-Vabis was awarded the business the following July, this represented the biggest bus order in the company’s history to-date and marked the beginning of a new era for buses. The buses were manufactured in cooperation with the Mack Manufacturing Corporation, which had produced a similar bus model being used on New York streets. Scania-Vabis signed a licensing agreement with Mack Trucks and received exclusive manufacturing rights for Europe and distribution rights for the whole world outside of the USA. The C50 Metropol had room for a total of 80 passengers, including seats for 48. The doors were wide to allow for quick entry and exit. The buses were equipped with strong 200 hp engines, power steering and hydraulic automatic transmissions. A pleasant experience The Metropol became the first entirely Swedish-built bus with a monocoque body. And despite it being unusually long and wide for Swedish conditions, it was easy to manoeuvre through winding suburban streets thanks to its power steering and the extra wide deflection angle of its wheels. Metropol was also a pleasant experience for passengers. A new heating system kept the bus warm during the coldest Swedish winters and the bench seat at the back of the bus quickly became popular with young people. In 1953 and 1954, 200 buses were produced, all going into use in Stockholm’s public transport system. The model became an iconic addition to the Stockholm cityscape and served the city until the arrival of right-hand traffic regulations in 1967. The buses were then sold on to India. Today, two examples of the model remain, both in museums in Sweden. .

Heavy Duty Trucking / September 3, 2014 Eaton has confirmed that it's out of the diesel-electric hybrid business in North America, after government incentives and stabilizing diesel prices contributed to a market largely drying up. Jim Michels, global business communications manager for Eaton's vehicle group, told HDT on the eve of a press event at its facilities in Kalamazoo, Mich. "We are no longer selling hybrid units in North America," Michels said. "The reason we're not selling in North America any longer is there really isn't a market for those products. If the market comes back we'll re-enter." The market started drying up when federal credits expired, Michels explained. "We began to see a downturn in orders and it's progressively gotten lower and lower." Diesel prices that have stabilized as well as an increased interest in natural gas as an alternative fuel have contributed to the decline in demand. "On the flip side our hybrid business in China is doing fantastic," Michels said. "City bus is a huge opportunity for us in china, and same thing in Europe." Michels wouldn't speculate on what it might take to see demand increase enough to re-enter the market. "We stay close to our customers and obviously if we see customer demand starting to pick back up we'll get right back into it." Both Daimler Trucks North America and Kenworth recently told HDT they were no longer building any new diesel-electric hybrids because they could no longer get the systems from their supplier – Eaton. Other companies are venturing into the medium-duty commercial truck hybrid market, many with bolt-on conversion systems, including Odyne and BAE HybriDrive, and Hino offers a hybrid version of its Class 5 cabover. A hybrid history In 2002, Eaton announced it intended to become a primary supplier of hybrid-electric vehicle powertrain technology and products to the commercial vehicle industry. That year, FedEx Express chose three finalists - including Eaton - to participate in its search for a hybrid electric Class 4 step-van to become its delivery truck in 2004. By 2003, FedEx had chosen Eaton as the supplier and agreed to order 20 of the hybrids. In 2005, electric utility Commonwealth Edison announced it was testing new diesel-electric hybrid bucket trucks from International using Eaton's technology. In 2006, Paccar announced an ambitious goal of 30 percent improvement in vehicle fuel efficiency for selected medium-duty applications over the next seven years using hybrid technology as a key contributor, and Eaton was chosen to provide hybrid power systems for 50 step-van delivery vehicles made by International Truck and Engine and Freightliner Custom Chassis Corp., to be purchased by UPS. By spring of 2010, Eaton announced that it had more than 2,400 hybrid systems in use, with customers collectively accumulating more than 30 million miles of service throughout the world, and UPS expanded its alt-fuel fleet with the deployment of 200 next-generation hybrid electric delivery trucks in eight U.S. cities. The same year, Frost & Sullivan said that demand for hybrid trucks was expected to grow over the next six years across North America and Europe, especially in medium-duty, predicting the number of hybrid trucks being manufactured in North America and Europe would grow from 4,100 units in 2009 to 222,000 in 2016. In 2010, Frost & Sullivan predicted that by 2015, hybrids would represent 8% of all Class 6 to 8 trucks manufactured. However, as Frost & Sullivan's Sandeep Kar noted at the time, "Currently, the high upfront cost associated with hybrids is countered with federal grants, incentives, and tax rebates," said Kar. "Although such incentives offer relief in the short term, for hybrids to be commercially viable in the long term, the upfront cost difference should reduce considerably." That same year, T. Boone Pickens provided the keynote address during the National Natural Gas Vehicle Fleet Summit on the eve of the Mid-America Trucking Show and touted his Pickens Plan and converting the commercial trucking fleet to natural gas to reduce dependence on foreign oil. By mid 2012, Eaton was addressing the issue of return on investment, announcing enhancements it said would increase the fuel economy, performance and payback of its hybrid drive system for commercial trucks, including a new high-capacity battery. The same year, a report from Indiana University's School of Public and Environmental Affairs said the fuel savings and environmental benefits from medium-duty diesel-electric hybrids might not be enough to recover their higher investment costs. .

Fleet Owner / September 4, 2014 Stemco has released a new line of CentriFuse HD (heavy duty) brake drums for severe service applications. CentriFuse HD brake drums provide up to double the service life of full-cast brake drums, Stemco said. They are designed to increase performance and safety for both on- and off-highway use, including logging, concrete, dump and refuse hauling. The drums feature an alloy braking service and steel jacket technology and are rated to 26,000 lbs. per axle. They include a 3-year warranty and weigh between 100 and 111 lbs. each, depending on size. “Stemco is committed to making the roadways safer, and we developed the CentriFuse HD brake drums based on extensive analysis of our customers’ trucking needs and applications,” explains Jim Reis, vice president, general manager-brake products. ‘The result is a product that provides an unmatched combination of weight savings, service life and stopping power for exceptional safety and reliability in severe service applications.” CentriFuse HD brake drums are available in 16.5-in. by 7-, 8- and 8.62-in. sizes. Note: Motor Wheel Commercial Vehicle Systems, the original manufacturer of CentriFuse brake drums, was acquired by Stemco (an EnPro Industries company) in 2012.

Eaton Press Release / September 4, 2014 Eaton has introduced Procision™, a new line of medium-duty dual clutch transmissions, that delivers 8 to 10 percent better fuel economy than a similarly equipped vehicle with a torque converter automatic. Scheduled to be available in the North American market mid-year in 2015 and available globally in the future, the new 7-speed transmissions feature a dual clutch design and electronic shifting that uses grade, vehicle weight and throttle input to provide optimal fuel efficiency and smooth, continuous delivery of torque to a vehicle’s wheels under all shift conditions. “Small businesses rely on their class 6 and 7 medium-duty trucks to deliver goods and perform tough jobs on a daily basis,” said John Beering, senior vice president and general manager, Eaton Commercial Vehicle Transmission. “The all-new Eaton Procision is the first dual clutch transmission for class 6-7 in North America. Its smart features deliver more savings and driver confidence, and is the ideal transmission solution for medium-duty applications.” Eaton employed the dual clutch technology to allow for more efficient acceleration from a stopped position, and to optimize shift points that will efficiently get to the highest gear. Gear changes are made by swapping the engine torque between clutches with the next gear preselected. “The highly efficient dual clutch technology with a closed loop control system significantly reduces slip and steady state losses that are associated with torque converter automatic transmissions,” said Jeff Carpenter, engineering manager, Medium-Duty Procision. The dual clutch module is fully contained within the transmission, hydraulically controlled and oil cooled for extended life. A five-spring damper is used to control torsional vibrations and is fully sealed to eliminate contamination. “Our customers had direct input on the features they want in a medium-duty transmission, and because of this real-world input the Eaton Procision is smart from the word go,” said Joe Semaan, commercial vehicle segment director, Eaton’s Vehicle Group. “It is easy to tailor, which is key for fleet owners looking to put trucks on the road that best meet their business needs.” Smart features such as Eaton Dynamic Shifting allow the transmission to automatically switch between economy and performance shift schedules based on mass, grade and driver demand. Base shift results are modified dynamically based on available torque, engine acceleration and grade. Economy and performance shift tables can be adjusted to tune an overall calibration to meet any customer’s specific needs. The calibration flexibility is the most ever offered on an Eaton transmission. Owners and drivers alike will appreciate optional and adjustable Urge to Move and Creep Mode, which provide best-in-class low-speed maneuverability. Optional and adjustable Hill Helper technology prevents roll back or roll forward for up to three seconds while on grades of up to eight percent, allowing for a controlled launch. With Procision, these features can be turned on and off using Eaton’s ServiceRanger software. Competitive products do not offer this type of flexibility. Procision is a smart choice with three standard Power Take-Off (PTO) openings. PTO functionality can be enabled via the ServiceRanger software by dealerships after purchase. This flexibility is a competitive advantage for Procision and enhances value to both first owners and the secondary market. The Eaton Procision transmission features an optimized design that delivers 8 to 10 percent or greater fuel economy improvement over a torque converter automatic. The Procision is fully integrated with Cummins Vehicle Acceleration Management, which can be used in conjunction with Eaton Dynamic Shifting to reduce the impact of an aggressive driver on fuel economy. The optimized Urge to Move and Creep Mode provide an excellent balance of efficiency and performance. These features can be disabled for even greater fuel economy if desired. In addition, transmission load on the engine is actively reduced when the truck is stopped for increased fuel economy. Eaton Procision transmissions utilize a new synthetic transmission fluid which provides component protection while reducing maintenance costs thanks to 150,000 mile lube and filter change intervals. The internal sump filter and electrical system do not require maintenance. “With the fuel efficiency and low maintenance costs, Procision transmissions promise to deliver the lowest total cost of ownership for any medium-duty transmission in the commercial vehicle market today,” added Beering. “This is a world-class transmission that helps deliver safe, confident and easy operation for any driver by delivering optimal performance in many driving environments.” “Customers told us that they wanted features that made their trucks easier to drive,” said Carpenter. “So we engineered a host of features that instill confidence and maximize efficiency for operators with routes on hilly, difficult terrain, or those who navigate tight turns and traffic as part of an urban route.” Brake-pedal-actuated Tap Down Shifting gives the driver more control by downshifting on grades or other conditions without removing their hands from the wheel or eyes from the road. Creep Mode allows controlled low-speed parking lot and loading dock driving without applying the accelerator. Forward and Reverse creep speeds are independently adjustable to allow a customized lower speed in reverse. In Low mode, Automatic Grade Braking downshifts the transmission to help slow the truck on long, steep grades and increase brake pad life. “Because medium-duty customers rely on their truck day in and day out, reliability is key,” said Carpenter. “Our extensive reliability testing program takes into consideration a variety of geographies, vocations and duty cycles. We’ve put this transmission through things that an average customer would never experience.” The Procision design life (B-10) is 10 years/400,000 miles. Eaton Procision transmissions carry a three-year/unlimited mile warranty, which covers the complete system including the dual clutch module, in commercial vehicle applications. School bus applications receive a five-year/unlimited mile warranty. .

Fleet Owner / September 4, 2014 Eaton is expected to launch a new 7-speed, medium-duty dual clutch transmission by the middle of next year. According to Eaton, the "Procision" delivers 8-10% better fuel economy in a similarly equipped vehicle using a torque converter automatic transmission. Thanks to its electronic shifting, the transmission is able to optimize fuel efficiency by using grade, vehicle weight and throttle input to provide smooth, continuous delivery of torque. One of the keys to the transmission is its dual clutch technology, which makes gear changes by “swapping the engine torque between clutches with the next gear preselected.” “The upshot with a dual clutch design is that the slower you go, the more starts and stops you do, and more grades you negotiate at slow speeds, the better your fuel economy will be,” said Jeff Carpenter, engineering manager for Procision. Fully contained within the transmission, the dual clutch module is hydraulically controlled and oil-cooled for extended life. The use of a new synthetic transmission fluid extends lube and filter change intervals out to 150,000 mi. The internal sump filter and electrical system do not require maintenance. Carpenter said the company spent two years compiling studies on customer wants and needs. That was followed by three years of development for the transmission. “The biggest challenge in designing it was the hydraulic controls,” Carpenter said. “The two-stage hydraulic pump design added to the complexity and [we] spent the final year fine-tuning the dual clutch hydraulic controls with a temperature variance. We want consistent performance - even at subzero temperatures when transmission oil [tends] to thicken due to the cold.” For fleet managers, Carpenter said the transmission will deliver a lower total cost of ownership. It will also lead to improved fuel economy, driver retention, residual value and longer service intervals. “At the end of the day, lower TCO is its biggest advantage,” said John Beering, senior vice president and general manager, Eaton Commercial Vehicle Technologies. “We will focus in four primary medium-duty segments when it is released in mid-2015: P&D, towing & recovery, beverage hauling straight trucks, and school buses.” Beering added that those four segments make up 70% of all medium-duty orders. Fuel economy is a key benefit of the new transmission, which will be available for Class 6-7 applications initially, but is scalable down to Class 4 and up to Class 8 if the market develops. “When we started designing this (the Procision) we envisioned it as a Class 4-8 product that we could scale up or down,” Carpenter said. “[it is] targeted for Class 6-7 as the sweet spot upon initial release. If a business case develops to scale it up or down, we will pursue it.” The design minimizes the impact of aggressive drivers on fuel economy when fully integrated with the Cummins Vehicle Acceleration Management system, which can be used in conjunction with Eaton Dynamic Shifting, to achieve better performance. Procision is also optimized with Urge to Move and Creep Mode. Both features can be disabled for even greater fuel economy. In addition, transmission load on the engine is actively reduced when the truck is stopped for increased fuel economy. Features of the transmission include Eaton Dynamic Shifting, which allows the transmission to automatically switch between economy and performance shift schedules based on mass, grade and driver demand. Base shift results are modified dynamically based on available torque, engine acceleration and grade. Economy and performance shift tables can be adjusted to tune an overall calibration to meet any customer’s need. Hill Helper technology is a safety feature that will prevent the vehicle from rolling forward or backward for up to 3 seconds while on a grade of up to 8%. Using Eaton’s ServiceRanger software allows the user to turn off Hill Helper. There are three power take-off (PTO) openings. There is also brake-pedal-actuated Tap Down Shifting which allows drivers to downshift without removing their hands from the wheel or eyes from the road. Creep Mode, which has independently adjustable forward and reverse operation, offers controlled low-speed maneuvering. In Low mode, Automatic Grade Braking downshifts the transmission to help slow the truck on long, steep grades and increase brake pad life. The Procision is designed for a 10-year, 400,000-mi. life and comes with a 3-year/unlimited mile warranty covering the complete system including the dual clutch module. School bus operations receive a 5-year/unlimited mile warranty.

Transport Topics / September 9, 2014 Eaton has unveiled a new automated transmission for Classes 6-7 medium-duty trucks that company officials say will boost fuel economy 8% to 10% over torque-converter automatics. The dual-clutch "Procision" debuted at Eaton’s proving grounds and test track Sept. 4. "Small businesses rely on their Class 6 and 7 trucks to deliver goods and perform tough jobs on a daily basis,” said John Beering, senior vice president and general manager for Eaton Commercial Vehicle Transmission. The product is scheduled for release in July. Eaton said it employed the dual-clutch technology for more efficient acceleration from a stopped position and to optimize shift points to move efficiently to the highest gear. Gear changes are made by swapping engine torque between clutches, with the next gear preselected. “The closed-loop control system significantly reduces slip and steady state losses that are associated with torque converter automatic transmissions,” said Jeff Carpenter, engineering manager for Procision. The product also could be “scalable up or down” to include Classes 4 and 8, said Carpenter. “Customers told us that they wanted features that made their trucks easier to drive,” Carpenter said. “So we engineered a host of features that instill confidence and maximize efficiency for operators with routes on hilly, difficult terrain, or those who navigate tight turns and traffic as part of an urban route.” .

Wall Street Journal / September 3, 2014 Navistar International Corp. sharply narrowed its fiscal third-quarter loss by lowering operating costs and warranty expenses, but the company's share of the big truck market remained at a standstill. Navistar's share of the North American heavy-duty truck market ended the quarter at 14%, flat from a year earlier and down slightly from the second-quarter ended in April. The company had forecast that its share of the market for trucks weighing above 33,000 pounds would be about 21% by the end of the year. But Navistar said Wednesday its year-end share will likely be one to two percentage points less than that as the rollout of Navistar's 9-liter and 10-liter engines with Cummins-supplied emissions treatment systems progressed at a slower pace than originally anticipated. "We certainly would love the recovery in market share to come out of the gate a little faster, " said Chief Executive Troy Clarke. "We know those orders are coming. We're confident that the share is coming. Give us another quarter." The Lisle, Ill., company's sluggish market share was largely offset by significantly better operating performance. Navistar reported a pretax profit of $21 million from continuing operations—its first since 2011—after enduring heavy spending for truck warranties and changes to the engine exhaust treatment system on Navistar trucks. The company said warranty spending in the third quarter fell 22% from a year ago and declined 14% from the second quarter. Reliability problems with Navistar's engines, beginning with 2010-model trucks, eroded the company's market share and sales. Navistar is currently in fourth place in North American sales of heavy-duty trucks behind rivals Volvo, Paccar (the maker of Peterbilt and Kenworth trucks) and market leader Freightliner (a unit of Daimler AG). "The trucks we fixed are staying fixed," Mr. Clarke said. "Our cost of repairs is coming down. The newer trucks don't have the same kind of warranty spending early in their life that the older trucks do." The company's North American truck business reported a $12 million loss during the quarter, down from $143 million loss a year ago. Income from replacement parts rose to $127 million from $98 million last year. The company reported a $2 million loss from overseas operations, down from $22 million loss a year ago. Navistar said its Brazilian engine business remains under pressure because of a weak economy in Brazil. For the period ended July 31, Navistar reported a loss of $2 million, or two cents a share, compared with a year-earlier loss of $247 million, or $3.06 a share. The latest period included $20 million in restructuring charges and write-downs. Overall revenue was nearly flat from a year ago at $2.84 billion. Analysts were expecting a per-share loss of 67 cents from revenue of $2.95 billion. Navistar's stock was recently up 2.2% at $39.35 a share.

Press Release / August 21, 2014 On Thursday, 21 August 2014, representatives of TATRA TRUCKS a.s. and DAF Trucks N.V. signed a renewed agreement for the delivery of engines and cabs for application in TATRA's 4x4, 6x6 and 8x8 vehicles. The agreement also involves delivery of Euro 6 engines to be installed in a new Euro 6 TATRA PHOENIX model that will be introduced in October. The new agreement concerns continued delivery of cabs as well as Euro 3, 4 and 5 engines to TATRA. "For EU markets we are finalizing development of a Euro 6 PHOENIX model", commented Petr Rusek, Chairman of the Board and Business Director of TATRA TRUCKS. "Based on the excellent customer feedback on the DAF supplied Euro 3, 4 and 5 engines, we are happy to be able to apply the latest Euro 6 technology from DAF, which stands out in reliability and efficiency. Next to the 12.9 liter PACCAR MX-13 engine we are also planning introduction of the new 10.8 liter PACCAR MX-11 engine in our popular PHOENIX version." "DAF is proud to continue supply of cabs and engines to TATRA Trucks", said Ron Bonsen. Member of the DAF Board of Management and responsible for Marketing & Sales. "TATRA is a leading manufacturer of all wheel drive vehicles, that perfectly complements DAF's single and double driven range of construction trucks." TATRA PHOENIX vehicles can be serviced by the TATRA dealer network and by the DAF dealer network for the DAF content. A number of DAF dealers is also authorized TATRA dealer. The agreement was signed on TATRA side by Petr Rusek, Chairman of the Board and Business Director of TATRA TRUCKS, and Radek Strouhal, Financial Director and Member of the Board of TATRA TRUCKS. For DAF Ron Bonsen, Board member and Director Marketing & Sales of DAF Trucks, signed the agreement. .

Perhaps the stunning Kenworth K200 is more to your liking. It still looks like a Kenworth. (Unlike the new-in-2012 Kenworth T680 and Peterbilt 579, both using the cheap and blandly styled new common cab that is reminiscent of a child's plastic toy truck, which leaves me concerned about Paccar's future product pipeline). http://www.kenworth.com.au/fileadmin/site/brochures/Model_Range/K200_web.pdf http://www.kenworth.com.au/model-range/model-range/k200/ .

That's a set-back front axle product made specifically for Australia (1993-1998), and it might have been built on the RB chassis. Note that although it does have a set-back front axle, it did not adopt a cab step arrangement ahead of the steer axle as did the Mack FM (the common step arrangement on European trucks). Understandably, the MH 8x4s utilized the axle-forward cab configuration. http://www.bigmacktrucks.com/index.php?/topic/30466-when-mack-roamed-europe-the-middle-east-africa-and-western-asia/ Of course America and most global markets (Europe, the Middle East, Africa and Western Asia) purchased our axle-forward variant. With these global markets in mind, an updated Ultra-Liner (or a totally evolved Ultra-Liner II) would be as good if not better than the impressive Freightliner Argosy II and Kenworth K200. When you're in South Africa today in year 2014 and see as many Freightliner Argosies on the highway as you do MANs, Scanias and Volvos, you're warmly reminded that American brands can compete in the global COE market. Thus the MH's premature demise is all the more regretful. The Mack MH Ultra-Liner represented a stunning example of form and function. Bristling with advanced engineering, the Mack Ultra-Liner remains the safest U.S. COE cab design still to this day. The Mack Ultra-Liner was the finest heavy COE ever designed by a U.S. truckmaker, and was retired long before its time. While the MH Ultra-Liner was no longer available in North America after 1993, it continued to be built for export thru 1997, to Australia, New Zealand, Chile and Israel. Australia sold MHs thru 1998, New Zealand thru 1999. Chile and Israel received CBUs (Completely Built Units), while Australia and New Zealand MHs were shipped as CKD (Completely Knocked Down) kits. Since 2000, because Volvo Group wants the Volvo truck brand to lead in global (overseas) markets with the FM and FH, they would never allow their Mack brand to have a heavy COE.

From 1989 to its demise from the order books in 93, we sold very few MHs in the states (we did export). The trend to conventionals continued. I said Super-Liner II referencing the states when I should have said Super-LIner III. Since the Super-Liner has never left production down under and the current variant is their Super-LIner II, I used that description out of habit (which indeed confused - sorry). The Super-Liner II (RWI - MH chassis) was a US platform. For standardization, the Aussie Cruise-Liner was built on the R-model platform. I have to think about the MH and RWI down under. There never was a Ultra-Liner II (but there certainly should have been). I regret the late production speedometer/tach cluster design change, as it lacked in appearance. "It is very evident that the (Mack) North American control and influence was rarely there" Not the case at all. The Renault Magnum was a great COE with a strong following in Europe. But it was completely wrong for North America.

From the late 1980s, heavy COEs disappeared from the line-ups of most US truckmakers in the US market due to changing weight laws. Freightliner and International held on a little longer because of a few large fleets (Schneider, Wal-Mart) that wanted to continue using COEs. But in the end, due to the shortage of experienced U.S. drivers combined with their demands for conventional cab trucks, the COE disappeared. I personally prefer COEs, in every way superior to a conventional cab truck. No surprise the COE is the most popular configuration worldwide. Why did the MH disappear from 1989? Mack lost direction for 11 months in 1989 with the appointment of the unqualified Ralph Reins as president. Without any experience in the heavy truck industry, this short time Mack president left behind a real mess. He represented the new younger executive that changes companies every few years. (Joe Rossetti should have gotten the job) From that point, Mack's product line-up became a victim of a vicious European struggle between Renault and Volvo. Wanting to buy up more US market share, Volvo set their sights on Mack Trucks (having already acquired the market share of White, Autocar and GMC). Volvo met with Marc Gustafson, Mack’s vice president of sales and marketing from 1992, and paid him off to be a traitor for the Volvo cause. Gustafson plotted with Volvo against Mack Trucks, in return for a future position as CEO of Volvo Trucks North America. Gustafson began making product decisions at Mack in line with Volvo's future goal of Mack ownership. Note the time period, 1992-1996. This is when Mack lost momentum and direction. For example, he prevented a Super-Liner III in North America because Volvo planned for the Mack brand to focus on vocational while the Volvo brand worked the on-highway segment. For the global market, Volvo wanted their COEs to be the undisputed leader. Thus, Volvo did NOT want a Mack Ultra-Liner or Ultra-Liner II stealing their possible heavy COE market share in the global arena. From the end of 1996 to mid-2001, another pro-Volvo man, Michel Gigou from Renault, was inserted into the head position at Mack to keep things on course towards a Volvo takeover. Like Gustafson, Gigou was generously rewarded, becoming president and CEO of Volvo Trucks North America from mid-2001, and senior VP of Volvo Group from 2004.

Heavy Duty Trucking / August 29, 2014 New rules on replenishment of diesel exhaust fluid will allow vehicle manufacturers more leeway in equipping cars and trucks with DEF tanks without certifying them individually, according to the Environmental Protection Agency (EPA). One practical result is that trucks might get smaller DEF tanks than they currently have. The special fluid is widely available today so not as much of it must be carried aboard the vehicle. DEF is sprayed into diesel engines’ hot exhaust to reduce nitrogen oxide through a chemical reaction. It is the active part of selective catalytic reduction (SCR) used by virtually all truckmakers. Dosing rates are about 2% of fuel use, though this varies with the operation and engine size and type. The new rules reflect EPA’s greater confidence in availability of the special fluid. In 2001, when rules were first published, selective catalytic reduction was a new concept in North America and EPA wasn’t sure DEF would be readily available. The new rules set tank-size “ratios” of DEF to fuel, which builders can use for any vehicle. This will give manufacturers “more flexibility” in choosing tank sizes than before. Vocational trucks that return home daily for fueling can have DEF tanks that need filling whenever the fuel tanks do, which the rules call a 1 to 1 ratio. This might allow trucks to carry a smaller DEF tank, which could save some weight and frame space. For long-haul trucks the ratio is 2 to 1, meaning their DEF tanks could be filled every other time the fuel tanks are. This might also allow a smaller DEF tank, though truck owners might prefer larger tanks so the fluid refilling task could be done less often. Truck builders size tanks based on estimated fluid-dosing rates, and have established several tank sizes for various truck classes. These may or may not change, but under the new rules, manufacturers could follow the 1 to 1 or 2 to 1 ratio and be legal. Truck owners and drivers are not affected, except that they must continue properly maintaining their vehicles so the anti-pollution equipment, including SCR gear, works properly. Like now, failure to keep enough fluid in DEF tanks results in warning lights and eventual cutting of power and torque until tanks are replenished. However, the rules might have more effect on diesel-powered light-duty vehicles, especially cars, because EPA wants replenishing schedules to be shorter than they are becoming, said Allen Schaeffer, executive director at the Diesel Technology Forum. Manufacturers have sized DEF tanks so top-offs could be done at engine oil-change times, when dealers and service shops could do both, and motorists need not be concerned with DEF. But those intervals are becoming longer, Schaeffer noted, and EPA worries that fluid fills could be delayed. Motorists who drive diesel-powered cars might have to learn about DEF and know when to top off the tanks. The rules continue exemptions for emergency vehicles, like fire trucks and ambulances, so their diesels can keep operating at full power even if DEF tanks run low. Emergency exemptions for off-road engines, like diesel-powered generators and pumps, also remain in effect.

I think the Freightliner Argosy II is an absolutely stunning COE. Their engineers did a marvelous job. The grille reminds of the sharp looking new grille on the impressive new Hyundai Xcient. Perhaps some of you don't care for the grille on the 25th anniversary variant extending downward into the bumper area. It arguably makes the grill too obtrusive. I myself prefer the standard version with the uninterrupted front bumper (as shown below). With the soon demise of the International 9800i, the Freightliner Argosy II and Kenworth K200 will be the last COEs produced by American brands. These trucks are built in Cleveland, North Carolina, and then shipped SKD (semi-knocked down) to other global regions including South Africa, Australia and New Zealand. Ironic that they're built in the U.S., but Americans operators can not buy one (Wal-Mart has purchased glider kits). .

Australasian Transport News / August 28, 2014 Limited-edition Freightliner Argosy trucks add a touch of luxury Three Freightliner dealerships are releasing limited-edition, new-look Argosy trucks to celebrate 25 years of the brand’s presence in Australia. Earlier this year Freightliner unveiled a limited-edition Coronado, and now it is following up that effort with an Argosy version. Like the limited-edition Coronado, just 25 of the trucks have been made, and they bring with them a host of aesthetic and comfort improvements. All of these modifications were done at the one place, Stillwell Trucks in Sydney, in order to guarantee a consistent look and feel. Freightliner’s first foray into the Australian market in 1989 was the FLC112 coming off the assembly line in Mulgrave, Victoria, but it wasn’t until 2000 that the first Argosy cab-over truck was introduced. The ‘new-generation’ Argosy arrived in 2011, bringing with it a more modern design. "The Argosy was our hero truck, and has been for many years in the Freightliner line-up. We probably haven’t seen as much activity as we would have expected over this first 8 months of the year, so we’ve decided to be proactive and lift the profile of the truck by taking it into a new level of comfort, quietness and class," Stillwell Trucks managing director Steve Shearer says. "We wanted to reinvigorate the Argosy into the market," Shearer adds. An immediately noticeable change on the exterior of the truck is the deeper grill and the addition of a shiny new Whitlock bull bar, complete with a 25th anniversary badge. The interior has also undergone a facelift, with leather and suede being a theme throughout the cabin. "Our Argosy had a hard plastic dash area, it didn’t portray it as a high-quality truck, and it wasn’t where it needed to be. What we’ve done is give it a European-style feel," Shearer says. The seats have also been orthopedically redesigned and reupholstered. Further, insulation material has been added to the floor of the cabin to reduce noise and vibration in both the seating and bunk area. "The quietness of the cabin is something to behold, it doesn’t sound like you are in an Argosy," Shearer adds. Not much has changed on the engine side, with the limited-edition versions retaining the Argosy’s Detroit Diesel DD15 engine. This also means that the engine will continue to have the 5-year/one-million kilometre warranty. Stillwell Trucks in Sydney is just one of three Freightliner dealerships that will be selling the Argosys, the other two being Whitehorse Trucks in Melbourne, and Daimler trucks in Adelaide. Argosy customers will be invited to the official unveiling of the limited-edition model, which will be at a launch event held on September 15 at all three dealerships. https://www.freightliner.com.au/25-years-in-australia .