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Press Release / August 5, 2014 Throughout history, Carrara marble has been used to create some of the world’s finest sculptures and buildings. The quarry continues to deliver its outstanding marble to discerning customers around the world. And for transporting the high-value blocks, Tuscan haulier Andrei Mario & C. has just taken delivery of the very first Euro-6 emissions 8x8 truck in Italy, a Scania G 450. “I’m glad to go forward with Scania,” says owner Mario Andrei. “I’ve met an enthusiastic organization that does its utmost to determine customers’ needs in order to specify precisely the right vehicle.” He adds that the wide range of services, including financing and driver support, also were decisive for selecting Scania. .

Heavy Duty Trucking / August 4, 2014 Volvo Trucks of North America is recalling 1,025 2011-2015 VNL and 2014-2015 VNM trucks, according to a National Highway Traffic Safety Administration notice. All were manufactured Nov. 17, 2010, through Feb. 5, 2014, and equipped with enhanced cruise control and without side fairings. In the affected vehicles, the active braking component of the enhanced cruise control can become disabled, according to NHTSA. If this happens the vehicle may not automatically activate the brakes as intended when the enhanced cruise control system is in use, increasing the risk of a crash. Volvo will notify owners, and dealers will update the control unit software, free of charge. The manufacturer has not yet provided a notification schedule. Owners may contact Volvo customer service at 1-800-528-6586. Volvo's number for this recall is RVXX1402. ___________________________ Daimler Trucks North America is recalling 194 model year 2015 Freightliner Cascadia, 122SD, and Business Class M2 trucks manufactured March 20, 2014, through April 10, 2014. Due to an axle manufacturing error, there may be weak spots in the beam of the affected axle assemblies, according to a NHTSA notice. The axle weak spots could cause the axle beam to bend or cause wheel separation, increasing the risk of a crash. The axles were manufactured by Meritor, model MFS12143ANN. The recall is mostly confined to just the Daimler Trucks models. DTNA will notify owners, and dealers will inspect the axle beams for certain manufacturing dates, and replace the ones manufactured within a certain date range, free of charge. The recall is expected to begin on Aug. 24. Owners may contact DTNA customer service at 1-800-385-4357. DTNA's number for this recall is FL-662 Owners can also contact Meritor customer service at 1-248-435-1725. Meritor's number for this recall is C14AC. Vehicle owners may also contact the National Highway Traffic Safety Administration Vehicle Safety Hotline at 1-888-327-4236 or go to the NHTSA website for more information.

Press Release / July 31, 2014 There’s a phrase some customer service staff are all too quick to fall back on, should they run up against a problem: “Well, it worked in the laboratory….” With this they effectively duck all responsibility and in the process imply the customer is somehow at fault for using their product in some unforeseen manner. Happily, that was not the experience when UK-based plant hire specialist Barry Wood ran into operational issues with its Scania-powered Terex Pegson stone crushers. The company owns four such machines, three of which feature Tier 4 Interim-compliant Scania 9-litre industrial engines. The company hires machinery to construction industry customers throughout the UK, each of which has its own specific operational needs and requirements. “Typically, the conditions our machines work in are extremely demanding – quarries, for example, which tend to be dirty, dusty and, quite often, very remotely located,” says Barry Wood Plant Hire Managing Director John Hattersley. The Tier 4 Interim machines employ selective catalytic reduction (SCR) to meet the required emission standard, he explains. SCR uses AdBlue (DEF), a urea-based solution, which is introduced into the exhaust system by way of a precision dosing unit. To work properly, the exhaust temperature must be maintained at a certain level or the AdBlue will crystallize, and the AdBlue system itself must be kept scrupulously clean and free from contamination at all times. Failure to meet either of these criteria means the dosing unit will clog up, causing the machine to shut down. “Our problem was that we had customers who were experiencing both issues,” says Hattersley. “In some instances, machines were being regularly stopped and started. This meant the exhaust gases were often below the required temperature, so crystallization became an issue. In other cases, AdBlue was being transferred from large containers into smaller ones for filling. Here, dust ingress leading to blockages was the culprit. While neither of these problems were directly of Scania’s making, we needed solutions – so we turned to Scania for assistance.” Hattersley’s Crushing and Screening General Manager Paul Mack, takes up the story: “I have to say we were pleasantly surprised by Scania’s response,” he says. “In the past, we have known manufacturers and their dealers to walk away from operational matters, saying they cannot be held responsible for the way in which their products are used. But Scania took exactly the opposite approach; they pro-actively came to us saying, ‘What can we do to help?’” Scania offered several solutions. To remedy the exhaust temperature issue a temporary mechanical fix was implemented until a long-term electrical answer could be developed. The contamination problem was solved by the addition of a filler filter. Scania also identified that dust could be introduced via the position of the breather pipe, so a remote breather filter was added to circumnavigate any potential issues there. The work was undertaken by Scania (Great Britain) Limited in conjunction with Scania’s engineers in Sweden, but, says Mack, “we were also impressed by the attention shown to us by the company’s dealer network, which provides the front-line service. Here, dealers Keltruck and West Pennine Trucks in particular have given us excellent service, but it is encouraging to know that Scania has 90 service points the length and breadth of the UK.” As a national hire company, he explains, the company’s machines could be operating anywhere at any time. “It is imperative for us to be assured that assistance is readily at hand should we or our customers need it,” says Mack. “And while all suppliers talk of excellent service, our experience is that in practice very few live up to the promise – so we are genuinely impressed with the way in which Scania has gone the extra mile on our behalf.” .

Truck News / July 30, 2014 Freightliner has set an internal goal to limit the downtime of its vehicles to no more than three days, for even major repairs. Richard Howard, the company’s newly appointed senior vice-president of sales and marketing, revealed the plan during a press event. “We have set a key aspiration for us,” he said. “The maximum time a truck should be in the shop is three days, as a maximum. We don’t want any of our customers’ trucks being in the shop longer than three days.” Freightliner is currently using telematics and its Uptime Pro management program to better monitor the time its customers’ trucks spend in the shop. Daimler plans to use that data to become more involved in the repair process, ensuring the required parts are readily available and other measures, some of which will be best practices already employed by top dealers. While it’s still too early in the process to determine how long the average truck spends in the shop, it’s well under three days, Howard indicated. However, he also acknowledged there’s room for improvement. Freightliner has introduced other measures to improve uptime, including launching Express Assessment, which provides a diagnosis, checks parts availability and produces an estimate within two hours of a service write-up.

Truck News / July 30, 2014 Five years ago, Freightliner set out to become a vocational truck leader. Now it claims it has accomplished that goal. Here's how they did it. The medium-duty and vocational truck markets can no longer be thought of as side businesses to Freightliner, executives declared while providing an update on their vocational strategy initiated five years ago. When Freightliner set out to become the vocational truck segment leader, it did so from second position, but well behind Navistar International. A well executed strategy by Freightliner, coupled with Navistar’s emissions-related struggles, have enabled the company to achieve its goal ahead of schedule. Year-to-date, Freightliner now leads the market share race in all six sub-segments that comprise the vocational truck market (specialized hauling, utility, food and beverage, government, construction and refuse), executives said, citing Polk data. “When we pitched this (strategy) internally, Navistar had the lead position in every one of what we call the six sub-segments of vocational,” said David Hames, general manager, marketing and strategy with Daimler Trucks North America. “Our goal was to eventually supplant Navistar, or whoever was in that lead position, by 2015. This is the first time we’ve been able to get to that lead position across the board.” Freightliner’s goal is to control 32% of the vocational truck market this year and it presently sits about one point shy of that mark. The company now considers the vocational market part of its core business and not a secondary business unit, Hames said. “We can’t look at medium-duty as a secondary business. We can’t look at vocational as a side business. Medium-duty and vocational is not something that is a side business for us anymore,” he said. “That was a major accomplishment that came out of this five-year vocational strategy – to become a more well-rounded, diversified truck manufacturer.” To put into context how important this market is to Freightliner, Hames showed a chart that indicated Freightliner sells more M2 Business Class and SD vocational trucks than the total production of most other OEMs; never mind on-highway tractors where it’s also the current leader in market share. Its US/Canada Class 6/7 vocational market share is 35.1% year-to-date, up from 14.6% when it launched its vocational strategy in 2009. Including Class 8, Freightliner holds 30.8% of the segment, up from 16.8% in 2009. Richard Saward, general manager, vocational sales with Freightliner, admitted it hasn’t been easy. To become a vocational truck leader, the company has had to step outside its comfort zone and take on special projects that in the past would have been easy to turn down. “We looked to the top of the hill at the market share leader, who was 25 points in market share ahead of us, and said ‘We’ve got to do some things, get serious about it and commit to get that stuff done’,” Saward recalled. It took some courage, during a depressed market in 2009, to go to senior management and ask for a significant investment in a market segment that then only represented about 20,000 units (or 42,000 units today, now that the market has recovered). “We asked for a boatload of money and said, ‘If you do this, we promise you we’ll get some rewards out there’,” Saward said. Money in hand, the company consulted with its dealer network to ensure they were on-board with the plan. There were some initial concerns that dealers might be complacent in being an on-highway leader and disinterested in pursuing what is a very different market. However, those concerns were quickly put to rest when the dealers that were consulted said they were all-in on vocational. The SD line of trucks brought Freightliner the solid, rugged, versatile product platform it needed to pursue the vocational market. However, Saward said it was daunting to say ‘yes’ to customers who brought forth some unorthodox requests. “We were challenging ourselves to do some uncomfortable builds,” he said. “When you have a 60-ton crane and a boom that’s 100 feet out in the air and it’s unloading materials, there’s no guesswork involved. You better know, you better have tested it and you better know your partner is putting a body on it that the outrigger is going to hold and it’s not going to tip over. That’s a $400,000 unit and the truck is maybe $120,000 of that. They’re mounting a piece of equipment that’s two to three times the value of our chassis and before they do it they want to make sure they’re working with someone who knows what they’re doing.” Another element of Freightliner’s new focus on the vocational market was to change how its dealers viewed truck equipment manufacturers (TEMs). They began looking at TEMs as partners rather than customers, and working with them more closely to design a chassis that’s easy to upfit. This included keeping a clean frame and back of cab and pre-drilling holes so upfitters wouldn’t have to. Freightliner also developed a multiplex electrical system that allowed body builders to more easily install their equipment. It also incorporated new programmable features requested by its customers, such as turning down the radio volume when the truck is put into reverse and displaying the side camera view in the driver display when the turn signal on that side of the truck is activated. Equally important, Freightliner made progress in securing government business. It now has a large presence among Departments of Transportation in the northeastern states. While it’s pleased with the progress it has made, Freightliner executives hastened to add they’re not yet satisfied with their position. “We’re not spiking the ball yet,” said Hames. They promised another update next year, at which time they’re confident they’ll be able to discuss further market share gains. Inside the numbers: Why Freightliner is pleased with its position in the vocational segment and the market in general: 372,600: Daimler’s projected 2014 NAFTA Classes 6-8 market demand34.4%: Freightliner’s year-to-date share of the US/Canada Class 8 retail market27%: The Q2 Class 8 order intake increase for Daimler Trucks North America compared to Q2 last year41.6%: Freightliner’s year-to-date share of US/Canada Class 6-7 retail sales30.8%: Freightliner’s year-to-date Classes 6-8 vocational truck market share35.1%: Freightliner’s year-to-date Classes 6/7 vocational truck market share21,236: The total, year-to-date number of Freightliner M2 and SD trucks sold through June.

Fleet Owner / July 31, 2014 Kenworth is now accepting orders for Class 8 vehicles spec’d with the Dana Spicer AdvanTEK 40 tandem axle. The axle can be ordered on P&D, regional and linehaul trucks equipped with the Kenworth AG380 or AG400L suspension. “The Spicer AdvanTEK 40 tandem axle is an excellent, fuel-efficient addition for new Kenworth Class 8 trucks,” said Kurt Swihart, Kenworth marketing director. “The AdvanTEK 40 axle is featured as a key part of the special Kenworth T680 Advantage configuration designed to help Kenworth customers maximize fuel efficiency.” The Spicer AdvanTEK 40 axle incorporates such features as innovative gearing, which can help increase fuel economy, improve reliability, reduce vehicle weight, and decrease total ownership costs. The axle was developed with some of the industry’s fastest ratios to handle higher torque and lower engine RPMs at cruise speed. Axle ratios of 2.26, 2.39, 2.53, 2.64 and 2.79 are available on Kenworth Class 8 trucks, including the T680 and T880. The AdvanTEK 40 includes a flow-through lubrication system for the inter-axle differential; a high-efficiency, on–demand lubrication pump; a “no-maintenance” U-tube breather. It also boasts wheel differential locks; “innovative” lube-flow enhancements; and the SelecTTrac solution for wide-based single-tire configurations.

There was a time when America's truckmakers led the world in technology and innovation. The Europeans were clearly behind us in every aspect of truck design. America's most cutting edge truckmaker, Mack Trucks Inc., for decades put the world on notice that U.S. heavy truck design was second to none. Sadly, look at where we stand today. For a country in which trucking figures so prominently in our development, it is a tragedy that all the trucks on the roads of America today, with the exception of Navistar and Paccar, are produced by foreign truckmakers. It is a national disgrace that America no longer has the ability to compete and lead in our own domestic truck industry. We are the greatest nation in the world, and yet, we have allowed our trucking industry to be sold out to and controlled by the Europeans. Speaking of suppliers, just as Detroit Diesel was sold to Germany's Daimler, TRW is in the process of being sold to Germany's ZF. If America's industrial might and abilty for cutting edge innovation is now resigned to the history books, we should all take lessons in humility as we seek out a place in the backseat of today's global business arena.

Paccar-VW: The rumor that wasn’t Fleet Owner / July 30, 2014 Germany’s Volkswagen AG denied weeks ago that it was planning a rumored run at Paccar, but only yesterday did the parent of Kenworth and Peterbilt officially squash talk of such a merger. Speculation arose early in July from a research note by industry analysts that attributed Wolfgang Bernhard—who heads the Trucks and Buses Div. of Germany’s Daimler AG— as stating he’d been informed by “serious, multiple sources" that its rival VW would attempt to take over Paccar next year. A spokesperson for VW had forcefully denied the rumor at the time, calling it "complete rubbish." Yesterday, Paccar CEO Ronald E. Armstrong told reporters on a conference call that "There have been no discussions with Volkswagen… The company continues to focus on running the business day in and day out." Mr. Armstrong’s unabashed dismissal of any talks with VW transmits Paccar’s position in no uncertain terms. Yet what would likely have killed off this rumored courtship before it was ever launched is the perceived unsuitability of VW as the suitor. If these OEMs were to merge, it would bring under one corporate roof Paccar’s European-based DAF truck operation and VW’s MAN and Scania truck units. Such a merger, analysts contend, would never fly with EU antitrust regulators as the combined OEM would immediately attain too large a share of the European commercial-truck market.

Heavy Duty Trucking / July 31, 2014 In early July, a top Daimler Trucks official told reporters that fellow German company Volkswagen would make a bid to buy American truck maker Paccar. VW denied the rumor at the time, and now Paccar has responded as well. On July 3, Reuters reported that Wolfgang Bernhard, chief of Daimler Trucks, told analysts at Bernstein Research that "serious, multiple sources" told him VW will make a bid for Paccar next year. However, a few hours later, Reuters reported that Volkswagen strenuously denied those rumors, calling them "complete rubbish." Paccar did not respond to HDT request for comment. This week, Paccar CEO Ron Armstrong dismissed rumors that Paccar, which makes Peterbilt and Kenworth trucks in the U.S. and owns the DAF brand abroad, is engaged in merger talks with Volkswagen AG. "There have been no discussions with Volkswagen," said Armstrong. "We've got a great team. The company continues to focus on running the business day in and day out." Analysts say DAF's truck brand in Europe would give VW too large of a market share for EU antitrust regulators to sign off on such a merger. Which brings speculation of VW's future truck expansion goals into North America back around to Navistar, which has more than once been rumored to be a purchase target of the German automaker. Alan Bunting, a writer for Automotive World, wrote last week that "For the first time ... Troy Clarke, chief executive of truck and bus manufacturer Navistar, has indicated that the corporation 'could be purchased by another company,' adding that there are 'half a dozen folks' on the world stage who might be interested in purchasing a reinvigorated Navistar." Clarke made the remarks while speaking to a group of truck industry editors in Washington DC on July 9. "In reality, the list must be even shorter than six," Bunting writes. "Top of that list must be Volkswagen, currently unrepresented in Navistar's primary North American market, but with declared aspirations for its collective Scania, MAN and VW brands to rival Daimler in global heavy-duty market share." For that to happen, VW would have to take on Daimler Trucks North America, Bunting pointed out

Trucking News Australia / July 29, 2014 A vision of some of the planned technology to be found in the truck of the future is going to be on show at the IAA International Truck Show in Hannover, Germany this September. Next generation fuel injection systems, vision and radar sensors, vehicle ethernets, reconfigurable driver displays, wireless charging and high voltage connections are all to be included in the concept truck to be put on display by American component supplier Delphi at the show. “Delphi is a leader in developing technology that commercial vehicle drivers expect while helping manufacturers meet current and future global regulations.” said Jeff Owens, Delphi’s Chief Technology Officer. “The latest vision and radar sensors, fuel injection systems and infotainment technologies featured on the Tech Truck will help CV OEMs develop green vehicles while helping drivers stay safe and remain connected”. The new heavy duty fuel injection system goes beyond Euro 6 and pushes pressures over the current 2700 bar F2 common rail technology. The system will include an all new patented injection set-up for reduced emissions and improved efficiency. A new High Pressure Direct Injection (HPDI) natural gas injector for heavy-duty engine applications, developed jointly with Westport will be included in the concept. There will also be a new modular common rail system, designed specifically for medium duty applications. New vision and radar sensors based on, what Delphi is calling, ‘unique vision and fusion algorithms’, will include autonomous emergency braking (AEB) and lane departure warning (LDW) systems, which are to become mandatory in the European Union. An advanced Ethernet Connectivity technology will enable various electronics within the truck to communicate at a speed of 100 megabits per second. The Tech Truck will include an infotainment system using radio functionality and internet access in a driver display system functioning on the Android operating system. The full-colour, high-resolution and entirely reconfigurable instrument panel displays key driver information within a 20º field-of-View using photorealistic 3D graphics. Wireless device charging is also included in the concept truck, to recharge handheld devices used by the driver. It removes the need for a tangle of charging cords in the vehicle cab. Delphi has developed a multi-mode system, which includes a highly resonant technology to cover a full range of consumer devices.

Transport Topics / July 30, 2014 Daimler Trucks North America is reaping returns in sales of heavy- and medium-duty vocational trucks based on the investments and planning that started during the depths of the recession. Sales of Freightliner SD and M2 vocational vehicles have grown more rapidly from 2009 through 2013 than U.S. and Canadian vocational sales industrywide. DTNA also said they have seen the pattern continue during the first half of this year. Truck registration data from the Polk division of IHS Automotive and sales figures from WardsAuto.com indicate annual vocational Class 8 registrations leapt by 151% for Freightliner Trucks from 2009 to 2013, whereas industrywide, heavy-duty vocational growth was 63% over the same time. David Hames, a DTNA general manager, said characterizing vocational vehicles as dump trucks and concrete mixers is an oversimplification. The company slices vocational into six segments: specialized hauling, vehicles for utility companies, food-and-beverage distribution, government fleets (mainly states and municipalities), construction and refuse. Vocational sales suffered disproportionately during the recession because of the collapse in buying in the construction and government segments. In its vocational business, Freightliner does not sell directly to end users but rather to TEMs, or truck equipment manufacturers, that include a truck cab, engine and chassis as part of a larger machine. Freightliner also announced it will add the 11.9-liter Cummins Westport ISX12 G natural-gas engine as an option for its 114SD truck starting next year for fleets needing increased horsepower and torque ratings. The 114SD has been available with natural gas with the 8.9-liter Cummins Westport ISL G engine since 2011. Capable of operating on either compressed natural gas (CNG) or liquid natural gas (LNG), the ISX12 G will be available in ratings up to 400 hp with peak torques of 1450 lbs.-ft. In CNG configurations, the 114SD can be fitted with either 60- or 75-diesel gallon equivalent (DGE) tanks mounted behind the cab, In addition, Watson & Chalin Lift Axle Suspensions are now available on all Freightliner severe duty (SD) truck models. .

http://www.cbc.ca/news/canada/calgary/5-vintage-fire-trucks-up-for-sale-in-calgary-1.2722520

An absolutely superb video of the Daimler-built Western Stars that pull Ford's performance racing team cars around Australia. (Imagine, a video from a truckmaker focused on trucks and truck people. Those Volvo guys in Greensboro that put together the Mack "Born Ready" work clothes video could learn from this). . https://www.youtube.com/watch?v=cLdmCR835D8

Scania will take heavy truck operational efficiency to the next level when it returns to the North American market. But for now, that is a discrete dicussion occuring behind closed doors. I have zero confidence in Navistar's current head, former General Motors man Troy Clarke. Having said that, at least Clarke finally realized that he was far out of his element (whatever that is) and sought out a real truck man to turn the company around. That's ex-Paccar veteran Bill Kozek, an absolutely super individual. A man of the utmost integrity, you can believe what he tells you. With Kozek onboard, Navistar has a fighting chance at righting itself.

Now armed with years of bitter experience, they’ve learned how to make their EGR engines operate with a reasonable level of reliability. It appears changes have been made so as to lower the EGR levels somewhat and thus add to reliability. Let’s run down the list as they’ve presented it: The core engine is either the proven MAN D20 or D26“Diamond Renewed” is limited to model year 2010 or newer International trucks with less than 400,000 milesThe work is done in-house at Navistar’s Used Equipment Reconditioning Center (UERC)Every truck meets our stringent reconditioning and quality standards (believable because they can’t afford any more mistakes)Each engine gets the latest software updatesNew or cleaned diesel particulate filters (DPF) and diesel oxidation catalysts (DOC)True EPA2010 compliancyImproved turbocharger air control valuesHigh horsepower engines de-rated to 430-450 horsepower, to ensure acceptable EGR system durabilityNew high pressure fuel pumpThe addition of the OnCommand Connection remote diagnostics system180 point inspection process, plus body repair and frame rail painting. 200,000 mile warranty, which includes EGR components

Navistar launches “Diamond Renewed” used truck programFleet Owner / July 28, 2014 As part of larger strategy to help rebuild its U.S. heavy truck market share, Navistar is launching a new used truck refurbishment program dubbed “Diamond Renewed” for 2010 model or newer International units equipped with the company’s MaxxForce exhaust gas recirculation (EGR) engines.David Gerrard, Navistar’s senior VP of distribution, explained in an interview with reporters last week that the “Diamond Renewed” program seeks to capitalize on demand for late model, low mileage used trucks that is expected to only increase as freight distribution patterns are expected to undergo a major shift over the next two years towards the Eastern seaboard. “Our customers are operating on very tight lines,” Gerrard said, who himself spent a long career in the LTL segment of the industry before joining a Chicago-based Navistar dealer for 5 years and then moving over to the OEM’s corporate team. “It used to be that the standard used [Class 8] truck model was 7 to 8 years old and cost between $25,000 and $40,000,” he pointed out. “Now that [Class 8] truck is 3 to 4 years old and costs $45,000 to $65,000. Yet that is still significantly cheaper than a brand new one.” The upshot of the “Diamond Renewed” program, then, is to create what Gerrard referred to as a “sweet spot” for used trucks; Class 8 models that costs $50,000 less than a new unit yet come with enhanced options in order to better support vehicle uptime. In short, he said the program aims to provide used truck customers with a “new truck experience.” Navistar’s effort in the used truck market is dovetailed with continued strong demand, as data tracked by ACT Research Co. indicates that the volume of used Class 8 trucks sold in June rose 10% above May’s volume. “June’s performance was a little counterintuitive, given that sales usually slow in the summer months,” noted Steve Tam, ACT’s VP- commercial vehicle sector. “While one month does not make a trend, it confirms that demand in the used truck market remains strong,” he said. “Meanwhile, the average selling price of total reported Class 8 trucks sold in June slipped for the second month in 2014, to a record $47,345. Despite the short-term decline, our expectation is for price appreciation of up to 10% for 2014.” In terms of the particulars for Navistar’s new “Diamond Renewed” program, only model year 2010 or newer International ProStar, TranStar and LoneStar models powered by MaxxForce EGR engines under 400,000 miles and up to 450 hp are accepted. Gerrard noted that in some cases Navistar is "de-rating" engines coming into the program with higher hp settings as that reduces EGR related issues. "We've foud over the last few years in our experience with EGR that higher horsepower ratings create a lot of issues," he said. "So dropping into the 430 to 450 hp range creates less performance issues related to EGR." Following a 180-point vehicle and engine inspection process, eligible used trucks are then refurbished at Navistar’s Used Equipment Reconditioning Center (UERC) in Indianapolis, with refurbishment working including: Cleaning or replacing diesel particulate filters and diesel oxidation catalysts, EGR calibration software updates, checking and repairing brake systems, conducting major body repair, painting frame rails and more. To date, the company said it has reconditioned 1,200 units to its “Diamond Renewed” standards. Next, Navistar will provide what it calls its “System1 Confidence” OEM factory-backed warranty coverage for up to two years, 200,000 miles; coverage that includes EGR components, Gerrard stressed. Finally, the OEM said “Diamond Renewed” reconditioned trucks with its OnCommand Connection monitoring system, providing a remote diagnostics portal so customers can access real-time fault codes, truck and dealer locations, vehicle health reports and fault code action plans. Gerrard added that Navistar plans to sell its “Diamond Renewed” trucks through both its 15 International Used Truck Centers nationwide as well as through its dealer network. "At the end of the day we're trying to build on brand loyalty with this program; supporting the second and third buyer of our trucks in the market," he explained. Bill Kozek, Navistar’s president-North American trucks & parts, added on the call that the new “Diamond Renewed” program aims to provide the same two major strategic benefits the OEM seeks to beef up for its new trucks as well: more vehicle uptime and lower cost of ownership. “It’s all about developing products to fill in our gaps, be a leaner low-cost manufacturer, all while delivering lower cost of ownership to our customers,” he told reporters. “It’s an exciting time at Navistar but we still have hard work to do.”

Fleet Owner / July 28, 2014 Reducing structural and warranty costs while increasing not just market share but profitable market share are but some of the stepping stones Navistar believes will be critical to restoring both its position and its long-term health as a truck OEM.In an interview with reporters last week at the company’s Lisle, IL, headquarters, Bill Kozek, Navistar's president of North American trucks & parts, explained that leaner lower-cost manufacturing, profitable market share growth, improving financial metrics and – above all – more vehicle uptime for customers remain the four critical pillars of the OEM’s effort to restore itself within the U.S. truck manufacturing industry. “Our industry is extremely competitive; it’s a dog fight out there,” Kozek said. “But we’re continuing to show an improvement in our products and as a result our business in coming back; quicker in Class 6-7 than Class 8, but that’s because we want to grow market share profitably, not just do deals to do deals.” He added that overall revenues for Navistar were up to $2.7 billion for the second quarter versus $2.5 billion in the same period for 2013, with the company generating adjusted $82 million in earnings before interest, taxes and appreciation, and one-time charges. More importantly, Kozek said Navistar cut its structured costs by $92 million and slashed warranty costs by $23 million or 13% year-over-year. Still, the company lost $119 million in the second quarter one $151 million in intangible asset impairment charges, $42 million in pre-existing warranty adjustments and $8 million in restructuring charges were added in, according to its second quarter earnings statement. “These warranty charges continue to plague us but they are moving in the right direction,” Kozek stressed. Kozek also pointed out that company’s order rate is up 30% thru the end of May this year compared to the same period in 2013, some 33,998 truck orders versus 26,162, respectively. In terms of switching the OEM’s truck portfolio over from its exhaust gas recirculation (EGR) only engine technology to selective catalytic reduction (SCR) systems, Kozek said that the company’s medium-duty models should be fully transitioned by the end of this year, with its severe service models fully switched by 2015. The changeover for Navistar’s Class 8 line wrapped up late last year. He also stressed that truck demand going forward won’t be characterized so much by the “style” of truck – such as a daycab, sleeper, etc. – as it will be by specific features, component, and sub component type; one reason Navistar keeps planning to expand the menu of options for its truck models. “At the end of the day for customers, it’s about specific component availability – aerodynamic options, lightweight options, automatic transmission options, 6x2 axle configurations, disc brakes, etc.,” Kozek said. “ Good fuel economy is really just the point of entry now. Hat we need to do is supply a customer with the options they want while giving them the lowest possible operating cost and maximum possible uptime.”

Transport Topics / July 28, 2014 Navistar Inc. said it has launched a new program to enhance the value of its later-model used trucks. “Diamond Renewed” includes a complete vehicle reconditioning and the OnCommand Connection monitoring system. Model year 2010 or newer International ProStar, TranStar and LoneStar vehicles powered by the company’s MaxxForce engine with under 400,000 miles will be included. Navistar had a media briefing at its headquarters here July 24 and then hosted a dealer event leading up to the public launch. “Diamond Renewed assures every truck meets our stringent reconditioning and quality standards,” said David Gerrard, senior vice president of distribution. While emissions from these engines initially failed to meet 2010 federal emissions standards, eventually leading the company to switch to selective catalytic reduction, Navistar said every unit has recalibrated software updates, new diesel particulate filters and diesel oxidation catalysts, and now is compliant. “These trucks run well when we do the things we are supposed to do,” said Bill Kozek, president of North American Truck and Parts. Other fixes or improvements to the 11- and 13-liter Maxxforce models involving the turbo air control values, high pressure fuel pump and the exhaust process are standard with each Diamond Renewed vehicle, said Tim Shick, vice president of North American engine sales. Navistar said the Diamond Renewed process was developed at its used equipment recondition center in Indianapolis, which opened in July 2013. The facility has reconditioned more than 1,200 units, and any vehicle in the Diamond Renewed program receives a special decal near the doors. The entire inspection process includes more than 180 vehicle and engine points, as well as body repair and painting of the frame rail. Also included is a warranty, including EGR components, for up to two years or 200,000 miles. Navistar debuted its OnCommand Connection remote diagnostics system last year. As part of the integration into the Diamond Renewed program, the company released a mobile app, making it easier for small fleets or owner-operators to get the large-fleet experience. .

The Wall Street Journal / July 28, 2014 Cummins's second-quarter earnings rose 7.7%, as strong revenue growth from North America bailed out the engine maker's weakening overseas businesses. Cummins raised its sales outlook for the year, but left its profit-margin forecast unchanged, underscoring the company's cautious approach to the remainder of the year. Cummins's solid domestic performance in the face of sluggish international demand is consistent with the patterns reported by Caterpillar and other durable-goods manufacturers. Cummins stock was recently trading down 3.8% at $144.51. Cummins’ second-quarter revenue from the U.S. and Canada rose 14% from a year earlier on rising sales of commercial truck engines and components, and additional revenue from the purchase of independent distributors of Cummins's products. But revenue from the rest of the world slipped 1%, causing Cummins to scale back forecasts for certain emerging economies. The Columbus, Indiana, company now expects revenue from Brazil to fall by as much as 20% this year after second-quarter sales in Brazil dropped 16% to $194 million. The company had previously forecast a 15% decrease in sales, but plunging demand for commercial trucks in Brazil prompted the company to further scale back its forecast. Cummins expects its sales in China this year to rise 10% after earlier forecasting a 15% increase. Its second-quarter revenue from China rose 10% from a year earlier to $865 million, as demand for its engines increased ahead of stricter pollution standards that are expected to increase prices for engines. But Cummins described major end-markets in China as deteriorating. Commercial truck sales in China fell 10% industrywide during the second quarter. Meanwhile, Cummins said it expects industrywide sales of construction excavators to drop 14% this year from 2013. "Demand in the construction market has softened from already weak levels," said Chairman and Chief Executive Tom Linebarger during a conference call Monday with analysts. "The pace of investment in infrastructure has not rebounded in China." Mr. Linebarger said China's dependence on construction projects to drive economic growth is lessening in the wake of more consumer-driven economic growth. Improving sales from North America allowed Cummins to offset the international weakness. Sales of heavy-duty truck engines rose 10% from a year earlier, while medium-duty engine sales rose 9% on rising orders from U.S. truck manufacturers. Meanwhile, sales of components rose 15% to $1.28 billion and profit from the unit rose 36% to $185 million, reflecting increased demand from truck maker Navistar International Corp.for Cummins's exhaust-treatment systems. Engine sales overall rose 3.3% to $2.74 billion, but higher-than-expected warranty costs on 2013 truck engines trimmed pretax profit from engines by 8% to $311 million. Cummins expects engine sales this year to increase by 6% to 8%, primarily from higher demand from the truck industry. Revenue from Cummins's distribution business rose 30% to $1.2 billion and profit from the unit increased 26% to $126 million. The company has been purchasing independent dealer/distributors of Cummins products and predicted the acquisitions will add $500 million to revenue this year and contribute 30 cents to the company's per-share earnings this year. Cummins raised its overall sales growth outlook for 2014 to a range of 8% to 11% from 6% to 10% previously. The company expects the margin on income before taxes and interest expenses at 12.75% to 13.25%, implying earnings per share of about $9 this year, roughly in line with analysts' estimates. For the quarter ended June 29, Cummins reported a profit of $446 million, or $2.43 a share, compared with $414 million or $2.20 a share, a year earlier. Revenue rose 6.9% to $4.84 billion.

The Globe and Mail / July 24, 2014 The U.S. transportation safety board is urging regulators to make side guards mandatory on new trucks to help prevent cars, pedestrians and cyclists from hurtling under the bone-crushing haulers – a move that could put pressure on Canada to act. The side-guard recommendation and other proposals aimed at reducing injuries and deaths on American roads are before the National Highway Traffic Safety Administration (NTSB). A rule-making process on strengthening rear truck guards began this month, while an evaluation of side guards is continuing. Required on most trucks in Europe and Japan, side guards cover the potentially hazardous gap between wheels. For cyclists, pedestrians and car passengers, they can be life savers. Side guards help deflect people away from trucks, lowering the risk of walkers and bikers falling underneath a truck in a crash and getting trampled by the rear wheels, as happened in Montreal recently. The death of teacher Mathilde Blais and the serious injuries suffered by a second cyclist drove home the dangers of riding near trucks without the guards. Both cyclists fell under the gaping side and were crushed in separate collisions about a week apart this spring. Ms. Blais, 33, died instantly. The other cyclist, also a 33-year-old woman, was critically injured. A Montreal police spokeswoman said her condition has improved, but she is expected to remain in hospital, undergoing rehabilitation, for another three to four months. Their crashes have reignited calls for safer trucks and roads in a city choked with congestion. Saint-Laurent borough Mayor Alan DeSousa said a slew of measures is needed to reduce traffic deaths and injuries, including equipping trucks with guards. He has previously written to federal and provincial transportation ministers, urging them to move forward with side-guard regulations. (Transport Canada oversees new trucks; provinces have authority over existing haulers.) Ontario’s chief coroner also called for a national side-guard regulation after a review of cyclist and pedestrian fatalities last year. “We need leadership on this issue,” Mr. DeSousa said. Side guards “can save lives and save injuries.” Saint-Laurent is one of a handful of communities that has begun covering the side gaps of municipal vehicles. Mr. DeSousa said retrofitting costs about $1,500 per truck. “To do it on a voluntary basis would be almost a guarantee that it does not happen,” he added. “Even one life saved is worth it, particularly since the costs involved are minimal.” What happens in the United States could shift Canada’s position on the safety merits of side guards. The guards are not mandatory in either country. Transport Canada has steadfastly rejected calls for side guards, saying its studies don’t support making them mandatory. “We do not intend to move forward with a regulation mandating side guards for newly built trucks and trailers at this time,” Maryse Durette, a spokeswoman for the regulator, said in an e-mail. In 2012, Transport Canada scrapped the second phase of a study evaluating whether side skirts, attached to trucks to reduce fuel costs, could also prevent cyclists from getting crushed under the big rigs. The regulator said it cancelled further testing because it had found no research to show truck skirts, which are lighter and more aerodynamic than guards, could make streets safer. Yet according to the study’s first phase, obtained by The Globe and Mail through access to information legislation in 2013, National Research Council testing of side skirts showed promise. Ms. Durette said Transport Canada is watching how its U.S. counterpart responds to the NTSB side-guard recommendation, noting “it will inform options in Canada.” Transportation officials from the two countries meet semi-annually to discuss common issues and expected regulatory changes. With thousands of trucks streaming across the border daily, the countries have pledged to harmonize trucking regulations. The U.S. NTSB’s recommendations, released in April, include addressing blind spots on tractor-trailers, equipping new trailers with side guards and strengthening rear guards. Canada’s rules on rear guards are stronger, requiring the guards absorb greater force. Transportation safety board spokesman Keith Holloway said the agency believes side guards that are designed to prevent injuries and deaths to car passengers would also benefit pedestrians, bicyclists and motorcyclists. The U.S. Truck Safety Coalition has also petitioned Washington for safer trucks. In its review of truck guards, the safety board notes that in 759 pedestrian fatalities and 181 cyclist deaths involving trucks from 2005 to 2009 in the United States, 29 percent of pedestrians and 55 percent of cyclists collided with the side of trucks. Crashes were more common on the right side, where a trucker’s blind spot is greatest.

I'm not sure what's wrong with your water pump, but one used to be able to obtain new bearings and seals from Mack Trucks. Double check this with a parts book, but I believe the EN707s used 46AX451 and 46AX452 bearings (the flathead water pumps used 46AX387 and 46AX389 bearings).

Yes, the new 11 and 13 liter engines they mention will be the rebadged Cursor 10 and Cursor 13 powerplants. Either Ford is producing them under license, or it has purchased the technology. They're fairly good engines too. It's a win-win for Ford in Turkey and Fiat. Fiat very much needs the money, and the enthusiastic truck people at Ford-Otosan are serious about producing a high-end European truck. They need to at least get up to 13 liters. Bill Ford is a wonderful human being and has great fondness for Otosan in Turkey (as we've mentioned, Ford-Otosan was born out of a vision shared by Henry Ford himself and Mr. Vehbi Koc (the family still behind Otosan today), resulting in Koc becoming Ford's distributor in 1928.

Just to keep things in perspective, in the world of Ford, $100 million is a small investment. The 2013 annual report of KOC Holding, Ford's Turkish partner in the Ford-Otosan truckmaking joint-venture states: Ford Otosan is to invest US$ 100 million in the production of the new 11-liter and 13-liter Ecotorq engines. The intellectual property rights of the engines, designed by Ford Otosan engineers, belong to Ford Otosan. The new Ecotorq engines that will be manufactured at Euro 6 emission standards, are expected to have wide use including heavy commercial vehicles as well as industrial and marine applications. Apparently, Ford has purchased the old 10.3-liter Cursor 10 and old 12.7-liter Cursor 13 for its heavy Cargo range from Fiat Powertrain Technologies (FPT). Iveco has replaced the Cursor 10 with the 11.1-liter Cursor 11. The 12.7-liter Cursor 13 was found in agricultural machinery, while the 12.9-liter Cursor 13 is used in Iveco trucks. Fiat needs the money, so it's a win-win both ways. As for the U.S. market, Ford certainly has a better chance of re-entering the U.S. heavy truck market than Iveco does under the Dodge brand with their conventional Powerstar series (though it's an impressive truck). However, unless Ford buys International (to immediately obtain a heavy truck network), I don't feel the U.S. market is robust enough to support an additional heavy truck maker. The high point of the U.S. heavy truck market has passed. High volumes and profitability are a thing of the past.

Diesel News Australia / July 21, 2014 At the IAA International Truck Show in Hannover, Germany this September, German truck technology manufacturer, Eberspaecher, will be displaying a new diesel fuelled fuel cell system to provide power on board trucks. The new system uses diesel fuel to power a fuel cell, which in turn generates electricity which can be used to power ancillary equipment. The power supplied can be used to run air conditioning systems, fridges and any other equipment which requires electricity when the truck is stationary. The system also has the potential to provide even more power solutions, reducing the load on the generator attached to the engine. This will have the result of reducing parasitic power loss from the engine, increasing overall fuel efficiency. “Not only does our system solve the energy problem during stationary periods, rather, we’re pursuing a new, holistic approach to on-board power supply in the truck that, beside the environmental balance, also decisively enhances operating efficiency”, explains Dr. Klaus Beetz, COO Eberspaecher Climate Control Systems. The innovative fuel cell auxiliary power unit (APU) generates electrical power from the diesel in the truck tank quietly, in an energy-saving way and is virtually emissions-free. Eberspacher claim nitrogen oxide, carbon monoxide and soot particulate emissions are 90 per cent less compared with a diesel-engined auxiliary power unit (APU). .

Heavy Duty Trucking / July 21, 2014 Volvo Group, the parent of Volvo Trucks North America, has been ordered to pay penalties and interest of approximately $74.1 million to the U.S. Environmental Protection Agency regarding emission compliance of the company’s marine diesel engines. The U.S. Court of Appeals for the District of Columbia Circuit affirmed a District Court’s ruling that model year 2005 Volvo Penta engines violated the provisions of a consent decree. Volvo says the engines in question are not on-highway engines and should not be covered by the decree. This is expected to have a negative impact on the group’s operating income of approximately $64 million in the third quarter, according to the company. In 2012 the District Court issued a judgment ordering the Volvo Group to pay penalties and interest for engines which Volvo claims were not part of the decree. Volvo filed an appeal on several grounds. The company said it is reviewing the ruling in detail, and will consider whether to appeal. In 1998, the EPA signed consent decrees with a number of manufacturers of heavy diesel engines for sale in the United States, including Volvo Truck. “The Volvo consent decree covered engines in highway vehicles but also covered certain engines in construction equipment,” said Kina Wileke, senior vice president, media relations, Volvo Group. “Volvo Penta was not made a party to the consent decree and Volvo did not consider Penta engines subject to the consent decree. Most of Volvo Penta’s engines manufactured during the relevant period were marine engines, which are not within the class of engines covered in the consent decree.” In addition, Wileka said Volvo Penta’s engines within the relevant size classifications are used primarily for industrial applications, for example stationary diesel generators, rather than in mobile sources as contemplated by the decree.