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Fleet Owner / March 27, 2014 Hendrickson International showed off two new truck suspensions – a new steer axle as well as a new 6x2 tandem rear axle package – along with a new integrated air slider trailer suspension system at the 2014 Mid America Trucking Show. The new SOFTEK NXT is being touted as a lightweight front steer axle with mono-leaf spring suspension rated from 12,000 to 12,500 lb. capacities that saves up to 118 pounds compared to more traditional designs. Compatible with drum or disc brakes, SOFTEK NXT incorporates a two-piece knuckle assembly featuring premium kingpin bushings and seals for improved bushing life as well as reduced maintenance service time. SOFTEK NXT (http://www.hendrickson-intl.com/CMSPages/GetFile.aspx?guid=b3bf136e-92d3-4cac-8b90-4d481befdc28) will be available for OEM specification in North America by the fourth quarter this year. Next up is the new OPTIMAAX liftable forward 6x2 tandem axle system with automated controls that saves 350 lbs. of weight while reducing tire wear due to liftable axle providing ride and handling during variable load conditions. A proprietary fully automated control module eliminates driver intervention and training and allows the OPTIMAAX suspension to better adapt to the requirements of the load; raising the axle when the additional capacity is not needed and lowering the axle to distribute the load evenly when required. The design can also help boost fuel economy by up to 5% through the elimination of the second drive axle and the lifting of the non-drive axle. Available in 20,000 lb. capacity, OPTIMAAX will be available for OEM specification in North America sometime during the fall of 2014 (http://www.hendrickson-intl.com/CMSPages/GetFile.aspx?guid=69cafa7d-6509-4be4-9d7b-5498692576e3). Finally, Hendrickson is launching a new air slider trailer suspension model called VANTRAAX ULTRAA-K (http://www.hendrickson-intl.com/CMSPages/GetFile.aspx?guid=1bb493a6-af3b-44ed-bee2-c0fcab5a7068) this July. The new design incorporates zero maintenance damping air springs or ZMDs as well as pivoting mud flap brackets to help improve ride quality. Its new slider suspension design is also lighter than conventional models by 100 lbs. and comes with a 10-year structural corrosion warranty.

Transport Topics / March 27, 2014 Western Star Trucks has expanded production of its Model 4700 tractor to Cleveland, North Carolina, although most of the vehicles are still made in Portland, Oregon. The niche line of Daimler Trucks North America made the announcement here March 26, prior to the official opening of the Mid-America Trucking Show. Western Star makes severe-duty and heavy-haul trucks as well as highway tractors. Marketing director Ann Demitruk said production for the 4900 and 6900 models remains wholly in Portland, but the 3-year old 4700 has grown in popularity and needs to branch out. Cleveland is the largest U.S. manufacturing plant for Freightliner Trucks, DTNA’s larger truck brand. Workers at the plant, which opened in 1989, make Cascadias and other Class 8 Freightliners.

Transport Topics / March 27, 2014 The two North American truck makers of Paccar Inc. showed off their improvements in fuel efficiency and driver information technology, and predicted improving Class 8 sales this year. Kenworth Trucks and Peterbilt Motors executives expect 2014 U.S. and Canadian heavy-duty sales of 210,000 to 240,000 vehicles, up from about 212,000 in 2013. Robert Woodall, Peterbilt’s director of sales and marketing, said current conditions point toward the top half of the range, or more than 220,000 units. In separate interviews, Preston Feight, who has the same job with Kenworth, and Woodall said the long-beleaguered construction industry has bounced back, boosting sales of dump trucks and cement mixers. Kenworth had a T680 Advantage package on display and Peterbilt’s effort is called Epiq for its Model 579. Both highway tractors feature optimized aerodynamics and harmonized drivetrains with Eaton Corp. automated manual transmissions designed specifically for the Paccar MX-13 engine. The two OEMs also unveiled driver-coaching systems in the dashboards that evaluate driving performance in real time, letting vehicle operators know about coasting, braking and accelerating, praising skilled operation and suggesting improvement when needed.

Fleet Owner / March 27, 2014 (Former Paccar executive) Bill Kozek, Navistar’s president of North America Truck and Parts, declared right at the start of the International Trucks news conference here at MATS that the OEM is “producing the best products that we have ever offered-- and we are gaining recognition for it from the industry.” Kozek noted that a year ago the OEM was beginning its transition to SCR (selective catalytic reduction) engine technology” and said now that “it is incredibly satisfying to say that the very first of our SCR products [the ProStar powered by the Cummins ISX15] has been named ATD 2014 Truck of the Year.” Pointing out that Navistar initiated its SCR medium-duty transition late last year, which included launching the Cummins ISB 6.7L engine in its DuraStar truck, Kozek reported that the OEM’s proprietary MaxxForce 9- and 10-L engines with SCR will become available for DuraStar and WorkStar medium trucks beginning this summer. In his remarks, Kozek also spotlighted the International OnCommand Connection remote-diagnostics system that was announced by the OEM last fall. In particular, he emphasized that along with “supporting quicker repairs and controlling maintenance and repair costs,” OnCommand Connection is the “first single remote-diagnostics portal to use an open architecture system with fleets’ existing telematics providers.” In reply to a question about International Trucks’ market position, Kozek said that “yes, we have had a reduction in market share, but ultimately it's about getting customers into today's products— it comes down to Sales 101.” In addition, Kozek told FleetOwner that— at least for now— the OEM is sticking with its forecast that 2014 sales for Class 8 trucks will number “in the neighborhood of 220,00 to 230,000 units.”

Fleet Owner / March 26, 2014 Predicting “a fairly robust ramp up” in truck sales this year, Bendix Commercial Vehicle Systems president and CEO Joe McAleese expects Class 8 production in the NAFTA market to grow 15% this year “and another 5 to 15% in 2015.” Medium-duty Class 6 and 7 production should also follow a similar growth path, he said during a press conference at the Mid-America Trucking Show. While general economic conditions indicate “not bad” GDP growth of 2.5 to 3% this year, conditions within the trucking market point to stronger activity, according to McAleese. Fleets are recording good equipment utilization rates and showing discipline in capacity expansion, he said, resulting in improved profitability that will allow them to begin replacing an aging fleet. Strong freight tonnage numbers in February point to further rate stability and growth, he added. “Net Class 8 orders are already strong in the first quarter, and the question now becomes can we produce enough [to reach 15% growth]. I say bring it on,” McAleese concluded. Turning to the high level of regulatory activity experienced over the last few years, McAleese pointed to expected new rules on electronic stability controls and collision mitigation systems as proof that “strong government influence [on truck safety technology] will remain active. That’s just a fact.” The challenge for suppliers like Bendix is “to find the payback in those systems for our customer,” he said. Forecasting that the company will sell 250,000 heavy-duty air disc brakes this year alone and pointing out that it has surpassed the 300,000 unit mark for its electronic stability control system, McAleese said improvements in both safety and total cost of ownership were completely compatible. Responding to a question about the future of autonomous or driverless trucks, Fred Andersky, Bendix director of government affairs, said that technology wouldn’t be the problem. “Google says it will have [autonomous automobiles] ready within the next few years, but I don’t think we’ll see them until 2025 at the earliest,” he said. “There still so much to be addressed outside of the technology, including things like security, privacy concerns, liability, cost and above all public acceptance.” However, developing the technologies to enable driverless cars or trucks will have other, more immediate benefits, according to Andersky. “I’m not going to give up my CDL any time soon, but these technologies will bring significant improvements to active safety systems long before we get to driverless trucks.”

Walmart showcased its futuristic truck today at the Mid-America Trucking Show (MATS) in Louisville, Ky. The Walmart Advanced Vehicle Experience is a tractor-trailer combination that features leading edge aerodynamics, an advanced turbine-powered range extending series hybrid powertrain, electrified auxiliary components, and sophisticated control systems all in one package, developed in support of the company’s industry-leading sustainability program. In 2005, Walmart, one of the nation’s largest private fleet operators, announced its goal to double fleet efficiency by 2015. Walmart trucks log millions of miles every year, so when it comes to sustainability and fleet efficiency, the goal is simple: deliver more merchandise while driving fewer miles on the most efficient equipment. As of last year, the company had achieved an 84 percent improvement in fleet efficiency over its 2005 baseline. “Walmart is continually looking for innovative ways to increase our efficiencies and reduce our fleet’s emissions,” said Tracy Rosser, senior vice president of transportation at Walmart. “The Walmart Advanced Vehicle Experience is a bold step in transportation technologies that, although not on the road in its current form, will serve as a learning platform for the future that will accelerate our progress toward our goals.” Innovation is key to improvement, and the project aims to demonstrate a wide range of cutting edge technologies and designs Walmart is considering in an effort to improve the overall fuel efficiency of its fleet and lower the company’s carbon footprint. Although the prototype currently runs on diesel, its turbine is fuel neutral and can run on compressed or liquid natural gas, biofuels or other fuels. The prototype is the result of collaboration between Walmart and many vendors, including Peterbilt, Roush Engineering, Great Dane Trailers and Capstone Turbine. Almost every component on this vehicle is cutting edge and showcases innovations of the future that will drive increased efficiencies. About the Walmart Advanced Vehicle Experience Tractor: Walmart and Peterbilt have collaborated on aerodynamic, hybrid, electrification and alternative fuel projects in the past, each with incremental gains in fuel efficiency and emission reductions. The Walmart Advanced Vehicle Experience tractor combines many of these projects in a single vehicle. “Peterbilt’s goals of producing the most fuel-efficient, aerodynamic, and lightweight trucks in the industry mirror those of Walmart,” said Landon Sproull, chief engineer at Peterbilt. “Our combined efforts help build a business case for these technologies in the future, as well as support one of our best customers.” Aerodynamics: Designers used extensive computational fluid dynamics (CFD) analysis to optimize the truck’s styling. The truck’s shape represents a 20 percent reduction in aerodynamic drag over Walmart’s current Peterbilt Model 386. By placing the cab over the engine, the truck’s wheelbase is greatly shortened, resulting in reduced weight and better maneuverability. Walmart relied on product development supplier Roush Engineering to carry out the vehicle’s construction with these detailed design specifications. “We work every day with customers from the automotive and aerospace industries, all of whom have a laser focus on maximizing efficiencies through improved aerodynamics,” said Tom Topper, Roush’s executive director of prototype services. “This design is revolutionary and truly world class.” Range Extending Series Hybrid: Range extending hybrids are a synergy between electric trucks and series hybrids, and their design reduces the energy storage size required for trucks to run on batteries alone. With Walmart Distribution Centers now located closer to metropolitan areas, transport vehicles have shorter transit times to their delivery destinations. These shorter trips reduce the vehicles’ average trip speed and create more opportunities to recover energy through regenerative braking. The generator and energy storage on the truck are scalable based on the range desired. Turbine Power: The truck features a microturbine Range Extender generator developed by Capstone Turbine Corporation. The company also engineered the truck’s integrated hybrid drivetrain solution. The use of a hybrid powertrain allows the turbine to remain at optimum operating revolutions per minute (RPM), while the electric motor/energy storage handles acceleration and deceleration. A longer-range version of this powertrain would feature a larger turbine and smaller energy storage system. “We developed this microturbine hybrid electric drive system by assembling the best team of technology leaders in the industry,” said Steve Gillette, director of business development for Capstone. “We look forward to the day when these energy-saving features are standard offers for the market.” Fuel Neutral Capability: Turbines by their nature are fuel neutral and produce very low emissions without the need for aftertreatment. Turbines are also appealing because of their few moving parts, low maintenance requirements and lighter weight. Component Electrification: With automobiles moving to electrified accessories such as power steering and air conditioning, this truck scales those systems up for use on a larger vehicle. These electrified components are used only when needed and at peak efficiency. Charge Mode: When keyed on, the truck automatically detects the state of charge of the batteries and starts charging them, if needed, using the turbine engine. Charge mode can be manually selected if an operator wishes to “top off” the batteries prior to shutting down. Electric Vehicle Mode: For use in urban areas, the truck will run on electric power alone until the battery state of charge hits 50 percent. At that time the turbine will automatically start and begin charging the batteries. Hybrid Electric Mode: For maximum range, this mode runs the turbine continuously, only shutting down if the batteries run out. Trailer: The vehicle’s trailer, manufactured by Great Dane Trailers, offers a host of fuel-saving features. The trailer body is built almost exclusively with carbon fiber, including one-piece carbon fiber panels for the roof and sidewalls, saving nearly 4,000 pounds when compared to traditional designs. The trailer’s convex nose also enhances aerodynamics while maintaining storage space inside the trailer. Other special features of the trailer include special low-amperage LED lighting strips, composite trailer skirts, aerodynamic disc wheel coverings, a Posi-lift suspension, and a one-piece, fiberglass-reinforced floor panel with a 16,000 pound forklift rating. “This road-ready prototype trailer is a bold step in transportation technologies,” said Adam Hill, vice president of product and sales engineering at Great Dane. “We look forward to further collaboration with Walmart to create more fuel-efficient vehicles of this type in the future.” A number of vendor partners were involved in the design and creation of the Walmart Advanced Vehicle Experience. Key partners – in addition to Peterbilt Motors Company, Roush Engineering, Capstone Turbine Corporation and Great Dane Trailers – include Qualnetics Corporation, Allison Transmission, Transpower, New Eagle, Fiber-Tech Industries, Grote Industries, Inc., Laydon Composites Ltd., Isringhauser Seats, Graykon, LLC, Dometic Corp, RealWheels Corp, Corvus Energy, Parker Hannifin, Accuride, Milliken Chemical, SAF-Holland USA, Inc. and Whiting. “The creation of this showcase vehicle was only made possible through strong collaboration with our partners, and we thank each of them for their valuable contribution,” said Rosser. “It’s important that we continue to work collectively on future innovations and challenge ourselves to look boldly at fleet efficiency in new and different ways.” The WAVE's PMAC (permanent magnet AC) traction motor/generator is a 300kW (402hp) GVM Series unit from Parker Hannifin's Electromechanical Automation division. The truck's 45.5 kWh battery pack, consisting of seven AT6500 Series lithium-polymer modules (96V each and total about 650V) from Richmond, BC-based Corvus Energy. TransPower supported development of the truck's battery-electric drive system (http://www.bigmacktrucks.com/index.php?/topic/35887-transpower-unveils-their-latest-generation-electric-heavy-truck/?hl=transpower). Per Allison, to enhance the drivability of this innovative truck, an Allison 4000 RDS (Rugged Duty Series) 6-speed automatic transmission is paired with the truck’s electric motor, employing adaptive controls to deliver the smooth performance drivers expect. For more information and to access related photos and videos, please visit http://corporate.walmart.com/truck.

Heavy Duty Trucking / March 25, 2014 Cummins Tuesday announced a new engine rating and its first telematics program just prior to the Mid-America Trucking Show at the Kentucky Exposition Center in Louisville, March 27-29. During an event for trucking reporters Tuesday, Cummins officials also emphasized their fuel economy improvements, their investment in technology, and discussed what may lie down the road for the world's largest independent diesel engine maker. Cummins announced a new ISX15 560-horsepower rating, suited for customers operating with heavy loads or on routes with steep grades, where pulling power and effective engine braking are critical, with 1,850 pounds-feet of peak torque. In fact, said Jeff Jones, vice president of Cummins' North American Engine Business, "it actually delivers 585 horsepower for those heavy-haul customers pulling steep grades with heavy loads, not just in western Canada but anywhere in North America." It's available immediately, he said, and Cummins expects all truck OEMs to start offering it during the second or third quarter. Cummins also announced Connected Diagnostics, a new telematics application being designed to work seamlessly with leading telematics systems. Cummins Connected Diagnostics will give customers expert recommendations for the best action to take when a driver is alerted to an engine system fault. Connected Diagnostics is the first of several telematics-assisted applications that Cummins is developing. "We heard clearly from customers, no new hardware, and give us more information, not more data," said Lori Cobb, vice president of customer support. We will make that information available to them through their existing telematics providers, and the app will allow for a more efficient service event." Cummins Connected Diagnostics will be available in limited production later in 2014, with full production release planned for 2015. Cummins officials also discussed their fuel economy improvements. Today's new-truck customers, Jones said, will enjoy at least a 7% fuel economy improvement due to Cummins engine advancements alone. On the ISX15, combustion and system optimization led to a 2% improvement in the 2011-2012 time frame. Last year, reduced parasitics and enhanced low-end torque for downspeeding added a 3.5% improvement. And this year, optimized use of SCR and NAAC means another 2%. Although the past decade or so has focused on particulate matter and NOx emissions, said Rich Freeland, president of Cummins' Engine Business, "The next battleground is going to be fuel economy. We start in a good place on fuel economy, and we won't sit still," he said, aiming to bring out more new products to increase fuel economy faster than anyone else. Looking forward, said Jennifer Rumsey, vice president, Heavy Duty, Midrange and Light-Duty Engineering Engine Business, said some of the things Cummins is looking at for the future include additional parasitic reductions (such as variable flow lube pumps and low-viscosity lubricant), improved combustion and air handling (including aftertreatment optimization, piston bowl size and turbocharger efficiency), and waste heat recovery. Although last year's $17.3 billion in sales was "essentially flat," Freeland said, last year it introduced 70 new products, grew its technology spend and continued investing in distribution and customer support, to the tune of $2.8 billion over three years. Today its global engine range runs the gamut from 2.8 liters to more than 95 liters, in both diesel and natural gas. Dave Crompton, vice president of Cummins' Heavy Duty, Midrange and Light Duty Engine Business, said the company's restructuring last year, which focused on industry and market segments rather than by product, has helped the company "create space to continue to invest in technology, capacity and support." In the on-highway business, he noted, Cummins has expanded to light-duty markets, delivered the new 11.9-liter ISX12 G natural gas engine, and announced a new "clean-sheet" 15-liter engine in China that eventually could prove a platform that will expand to the European and even North American markets. On the light-duty side, a new 5-liter V-8 is partially aimed at the pickup truck market, and Nissan will offer the engine in its upcoming, redesigned 2015 Titan. But it also plays well in the lower end of the medium-duty market, such as in walk-in vans, Crompton said. He noted that Cummins is celebrating the 25th anniversary this year of its partnership with Ram, and at its MATS booth, the company has both an original truck with a 5.9-liter I-6 and a special anniversary edition Ram with a current 6.7-liter Turbo Diesel. "The peak torque on that engine from 1985 is less that the idle torque available on the engine in the 25th anniversary truck," he said.

Truck News / March 26, 2014 A new truck purchased today with the Cummins ISX15 engine rated between 400-450 hp will be 7% more fuel-efficient than the same truck ordered four years ago. That was the message from Jeff Jones, vice-president, North American engine business for Cummins, when he spoke to trucking journalists prior to the Mid-America Trucking Show. “If you’ve got a four-year-old truck and you’re contemplating trading it in, the new truck you’re putting into service will be at least 7% more fuel-efficient,” Jones said. “That is a big deal.” The savings have come in the form of: reduced parasitic horsepower losses; improved combustion efficiencies; SCR optimization; and naturally aspirated air compressors, among other advancements. Jones cited industry studies that estimate the cost of running a Class 8 truck in the US grossing 80,000 lbs is about $1.65 per mile. Fuel costs about 60 cents per mile, making it the biggest single expense. “A 7% improvement on what’s more than a third of the operating cost of a vehicle goes straight to the bottom line,” Jones said, adding it could save a fleet about $4,000 per truck each year. “If you think about fleets that operate hundreds or thousands of trucks, the math is pretty easy to justify in terms of the ROI on a new truck,” he added. Jones said customers are beginning to realize this, which is one reason order volumes are picking up across the North American Class 8 truck market. “They know there’ll be a good ROI on new equipment relative to three-, four- and five-year-old trucks being traded in right now,” Jones said. Cummins officials also made the case for 15L power, which bucks an industry trend towards 13L engines. “There’s a tangible advantage to 15-litre big bore power,” Jones said, noting the ISX15 leads the industry in terms of market share and volume. But how can a 15L be more fuel-efficient than a smaller displacement 13L engine? Jones said it’s because: the additional power gives engineers more flexibility when it comes to optimizing performance at low rpms; big bore engines offer higher compression ratios; and because the turbocharging mechanism is simpler in higher displacement engines. The engines are now able to cruise at 1,100-1,300 rpm - unprecedented with 15L power - and when combined with an optimized automated transmission, can equalize fuel efficiency performance across a fleet, Jones said. He said today’s ISX15 can deliver as much as a 0.5 mpg improvement over the same engine offered four years ago. Combined with the Eaton UltraShift transmission via the SmartAdvantage powertrain, another 3-6% fuel savings can be achieved, Jones added.

Fleet Owner / March 26, 2014 As top executives of Cummins see it, the road ahead for the world’s largest independent manufacturer of diesel engines will be paved by its continuing investments in technology to advance product platforms, manufacturing capacity and customer support. Leading off a news conference held here Tuesday evening ahead of the Mid-America Trucking Show, Rich Freeland, president—Engine Business, pointed out that Cummins is now a highly diversified manufacturer in terms of both product categories and the geographic markets in which it participates. While Freeland characterized 2013—during which he said Cummins scored $17.3 billion in sales-- as “virtually flat from the year before, “ he advised that last year the engine segment accounted for just 47% of Cummins sales and the U.S./Canada market was responsible for only 52% of worldwide sales. He added that new products were introduced in 2013 across the company’s global markets. Freeland said Cummins fully grasps that “gaining customers’ business starts with our technology” for engine platforms that cover applications requiring 49 to 4200 hp and that include fueling by natural gas as well as by diesel. He observed that the over 950,000 engines Cummins produced last year (including some 360,000 in North America) are “indicative of our global presence and the [manufacturing] scale we can leverage. “Our strategy is simple,” Freeland continued. “It is to continue to bring out the best technology for customer requirements on a scale that enables cost-effective manufacturing and with a focus on leading [the industry] with fuel economy and unmatched customer support.” Freeland also asserted that “we will be bringing out new products to improve fuel economy faster than anyone.” Dave Crompton, vice president & general manager—Engine Business, related that Cummins launched initiatives last year to better “face the industry as it is-- by market segment rather than [approaching it] by product lines” -- and to “become better students of the markets and our customers within them. In addition, we established a business unit to focus in on our North American business.” As a result of those efforts, he said Cummins now has “a very impressive and diversified product portfolio” and will “invest further—even in this flat market-- in product development and capacity expansion.” Crompton stated that Cummins has forged “a more solid foundation” for its on-highway business and has with its ISV5.0 V8 “expanded the [diesel] lineup into pickup and medium-duty trucks as an alternative to gasoline power. “What we’ve done just over the past 12 months,” he added, “has prepared us for future growth.” More specifically on product, Compton also advised that Cummins has “paused” its program to develop a 15-liter natural-gas engine “as we await stronger market pull [via truck OEMs] for this product. On the other hand, he said the Cummins Westport 12G 12-liter natural-gas engine is “off to a great start” with 3,000 units sold in 2013— and Cummins expects it to “double production this year.”

Truck News / March 26, 2014 Revenue has been relatively flat for Cummins over the past couple years, but the company has continued to invest in research and development, which executives say positions the company well in advance of an expected upturn. Speaking to trucking industry journalists before the Mid-America Trucking Show, Dave Crompton, vice-president of the heavy-duty, mid-range and light-duty engine business for Cummins, said the company has invested more than $2 billion into R&D over the past three years, marking “the greatest spend we’ve ever had. And that’s with fairly flat revenue.” The company has invested heavily in adding engine-building capacity, “to get ahead of the growth curve that’s coming.” Among its R&D achievements, Cummins and Peterbilt have fulfilled their role in the Department of Energy-funded SuperTruck project. The companies together developed a truck that achieved 10.7 mpg, representing a 75% improvement in fuel efficiency, a 43% reduction in greenhouse gas emissions and an 86% improvement in overall freight efficiency, which takes into account a 24-hour duty cycle, including time spent off-duty. Jennifer Rumsey, vice-president of Cummins heavy-duty, mid-range and light-duty engineering, outlined four “mega-trends” that are fuelling future technological developments in the industry. They include: reducing the environmental impact to the climate; more diversification in energy sources (ie. alternative fuels); increasing connectivity (ie. telematics and remote diagnostics); and sustainable growth (how to improve sustainability across the entire supply chain). Jeff Jones, vice-president of Cummins North American engine business, said he believes Cummins is in the strongest position it’s ever been in. Its Class 8 market share sits at about 42%. “That feels pretty good to us in terms of a customer vote of confidence in Cummins as we enter this year where we’re seeing improving business conditions in this market,” he said.

Transport Topics / March 24, 2014 Toyo Tires will debut the SmartWay-verified M177 regional-to-longhaul steer tire, the M170 regional steer tire and the M920 drive traction tire for regional and longhaul applications at the Mid-America Trucking Show this week in Louisville, Ky. The tires feature the company’s e-balance technology and have improved tire life, endurance, and retreadability as well as reduced rolling resistance and irregular wear, according to Toyo. The M177 is a low-rolling-resistance steer tire available in G and H load ratings in four sizes. The M170 is a regional steer tire capable of being used in all wheel positions. The M920 drive traction tire is designed for regional and longhaul applications and features wide, staggered tread blocks for improved traction and performance, the company said in a statement. The company also announced that its M144 tire received SmartWay verification, confirming it meets U.S. Environmental Protection Agency standards for low-rolling resistance. “The M144 is a part of our growing selection of SmartWay-verified tires,” Lowell Slimp, senior product manager for commercial truck tires with Toyo Tire U.S.A. Corp. “We are dedicated to expanding the number of these low-rolling-resistance products, with more announcements planned for later this year.”

Transport Topics / March 26, 2014 Heil Trailer International announced plans to re-enter the market for stainless steel tank trailers as part of an effort to expand and diversify the market for the company’s products. CEO Randall Swift said the company will make the new trailers in Juarez, Mexico, and will use an advanced laser welding process that is superior to existing production designs and represents a major investment by American Industrial Partners, a private equity firm that acquired Heil in 2012. “It’s the beginning of a new chapter,” Swift said. The company currently produces between 3,000 and 5,000 trailers a year. The potential market for stainless steel trailers is about 3,000 trailers a year, he said. Zack Coley, vice president of North America sales and marketing, said Heil stopped making stainless steel tank trailers in 2001 in response to competition from low-cost producers. “It seemed like a good time to start back up,” Coley said, noting there is increased demand now for premium trailers. He said the company is looking at further expanding its product line to include cryogenic trailers and adding a new manufacturing plant overseas. Besides Mexico, the Cleveland, Tenn.-based company builds trailers at three plants in the U.S., along with plants in Argentina and Thailand.

Fleet Owner / March 26, 2014 Hankook Tire has intruduced its newest truck tire, the long/regional haul Smart Flex DL12, at the Mid-America Trucking Show. The drive position TBR tire will be released in the third quarter this year and available in six sizes: 11R22.5 14 and 16 ply, 11R24.5 14 and 16 ply, 295/75R22.5 and 285/75R24.5. Hankook is also showing its recently released e3 Wide DL07 and e3 Wide TL07 Ultra Wide Base drive and trailer position tires on display. The Smart Flex DL12 offers all-weather traction, improved tread wear, handling and stability. It incorporates a 4-channel full depth zig-zag groove tread pattern offering excellent traction and tread life, an optimized carcass structure for better ride and handling, an improved bead profile for superior retreadability and a multiple 3-dimensional kerf design that provides additional traction and helps to prevent irregular wear. “The new Smart Flex DL12 offers fleets nationwide an innovative new drive tire which focuses on traction, handling and durability,” said Brian Sheehey, Hankook Tire America Corp. director of commercial tire sales. “This new tire provides fleets the security and performance benefits they have been asking for in this segment.” Both the e3 Wide DL07 and e3 Wide TL07, first unveiled at the 2013 SEMA show, incorporate Hankook’s spiral-coil technology for improved casing durability, an advanced tread pattern to prevent irregular tread wear and are both approved for Smartway.

Fleet Owner / March 26, 2014 Testing has shown an increase in brake drum life of up 30% in operations using Bendix Spicer Foundation Brake’s Versajust LS Slack Adjuster with the WearMax clutch, the company reported this week at the Mid-America Trucking Show. Bendix Spicer also said that the automatic slack adjuster can extend lining life by up to 16%. The Versajust’s automatic slack adjuster technology and WearMax clutch allows for a gradual, continuous, and more precise adjustment of the running clearance between the brake shoe and drum, the company said. “Versajust’s unique adjustment rate enables a tighter running clearance, which provides the maximum brake chamber reserve stroke and creates a quicker response time for brake application. This makes it a valuable component, especially in today’s environment of Compliance, Safety, Accountability (CSA) scoring and the Reduced Stopping Distance (RSD) mandate,” said Gary Ganaway, director of marketing and global customer solutions at Bendix Spicer Foundation Brake (BSFB). “In addition to bolstering the safety proposition for fleets, Versajust can save fleets money by extending lining and drum life, while lowering the maintenance costs associated with brake adjustments,” Ganaway said. “In contrast to Versajust, most slack adjusters on the market – while attempting to achieve this tight clearance – adjust prematurely as the drum heats and expands during normal braking. When the drum cools down again, that running clearance is reduced – or even eliminated – which can result in a dragging brake, higher brake temperatures, and accelerated wear.” Dragging brakes can reduce fuel economy and increase maintenance costs by creating the need for frequent brake adjustments, Ganaway said. He added that fleets may not be aware that they have an issue with dragging brakes, and may believe they are experiencing typical lining and drum life. However, if they regularly need to back off the slack adjuster during maintenance, or are unable to rotate a tire or remove a drum, it may be an indicator of overadjustment by the slack adjuster.

Transport Topics / March 26, 2014 Cummins officials speaking at the Mid-America Trucking Show emphasized engine-related fuel efficiency gains that can save $4,000 per truck annually and stimulate increased business in the improving 2014 trucking market. “One of the reasons that business is picking up is that customers are confident in the savings,” Jeff Jones, vice president of Cummins’ North American engine business, said during a press event. “Customers will buy a truck with an engine that is at least 7% more fuel efficient than four years ago.” The savings were based on running 100,000 miles with $4-a-gallon diesel in a truck with a 15-liter engine, whose miles per gallon now is 6.96, compared with 6.5 mpg four years ago. Savings resulted from steps such as optimization of combustion and aftertreatment and better low-end torque, Jones said. Other reasons for the expected rise in Class 8 sales in 2014, he told TT, are an improving economy, an aging fleet, more available financing and higher carrier profits. Additional cost savings can be obtained when Cummins engines are paired with Eaton transmissions in the Smart Advantage package. In addition, Cummins introduced a new 560-horsepower rating for the ISX15 with 1,850 pound feet of peak torque that is designed for operations on steep grades and with heavy loads. On the telematics front, Cummins said it is developing an application known as Connected Diagnostics with planned third-quarter availability. The company is working with several telematics providers with the intention of giving drivers or other fleet personnel immediate information when an engine system fault code is displayed.

Fleet Owner / March 26, 2014 Bendix Commercial Vehicle Systems is showing a number of products and announcing several enhancements to existing products at the Mid-America Trucking Show this week. One of the products that has received an update is its Bendix TABS-6 advanced trailer roll stability system. TABS-6 now offers automatic lift axle control to help reduce tire wear and fuel consumption by maintaining proper per-axle weight load. When equipped on a trailer with a lift axle, TABS-6 monitors the load on the air bags and will raise or lower the axle as required, without needing driver input, based on the trailer’s suspension capacity and legal load limits, the company explained. “Bendix TABS-6 advanced is the brains behind the lift axle, looking at the load and determining whether the weight warrants the use of both axles,” said TJ Thomas, Bendix director of marketing and customer solutions, Controls group. “It prevents the error of overloading a single axle and helps operators avoid the additional tire wear and fuel usage – and possibly extra tolls – associated with running a light load on both axles.” The system’s automatic lift axle control is customizable and can be set to lower the axle automatically when the trailer is parked. This means that when the trailer is subsequently loaded, it is ready to handle its weight capacity. Bendix has also expanded its SafetyDirect program to provide a “more effective training and safety tool for drivers and fleet operators.” SafetyDirect is a user-friendly Web portal that provides fleet operators with videos of severe events, along with comprehensive feedback on their fleet and drivers. The system wirelessly and automatically transmits real-time driver performance data and event-based information to the fleet’s back office for analysis by fleet safety personnel. Version 3.2 of SafetyDirect allows for more comprehensive application of the data generated by vehicle safety systems, enabling the creation of training programs that recognize ideal driving habits and target specific driver needs. “Safe drivers practicing safe driving habits, supported by comprehensive driver training, have always been the first line of defense in preventing accidents,” said TJ Thomas, Bendix director of marketing and customer solutions, Controls group. “More than ever, SafetyDirect helps recognize and reinforce drivers’ best practices, enabling fleets to strategically enhance and improve their training programs to maximize highway safety.” Using data from a vehicle’s safety systems, SafetyDirect captures and reports – with video clip included – event-based occurrences in numerous preset categories, including excessive curve speed and excessive braking, and activation of on-board safety systems such as collision mitigation and stability events. The updated SafetyDirect now includes the capability to create a driver’s score card. For example, fleet operators can customize a weighted scoring system that assigns higher values to certain safety system activations, depending on their specific goals and needs. By multiplying those weights with the number of system activations in a given time period, SafetyDirect automatically generates reports that can help a fleet develop more targeted reward and training programs. A severe event captured by SafetyDirect will trigger a notification, which is delivered to designated fleet personnel via smartphone, tablet, or email. These events are captured and stored with time and date indication, driver and vehicle ID, odometer reading, vehicle speed, and GPS location. The system also provides real-time driver performance information such as following distance histograms and event counters for each driver. Kenworth and Peterbilt are both making the SmarTire Tire Pressure Monitoring System (TPMS) by Bendix CVS available as a factory-installed option on Class 8 tractors and trucks. With wheel-end monitoring through SmarTire TPMS, drivers can view real-time tire alerts and pressure or temperature data via an in-vehicle display or integrated OE dashboard to warn a driver of tire-related problems, including alerts for low tire pressure, extreme low tire pressure, and extreme high temperature. The SmarTire TPMS system displays actual tire pressure and temperature for each wheel location, along with a deviation value that shows the amount of over- or underinflation from each tire’s cold inflation pressure (CIP). The company also announced it has surpassed 300,000 Bendix ESP Electronic Stability Program full-stability systems sold. The company introduced Bendix ESP in early 2005. It took six full years for Bendix to reach 100,000 units sold, but only about half that time to triple it, Bendix noted. “More manufacturers and fleets than ever before are looking to the advantages of the Bendix ESP system,” said Scott Burkhart, Bendix vice president and GM, Controls and Modules. “Through demos and trials, they see how well the technology works and come away as believers in what it can bring to their business – in terms of safety, performance, and value. There’s a reason higher-performing full stability continues to outsell roll-only technology in today’s marketplace. It has proven itself both in terms of crash mitigation and ROI.” On dry surfaces, full-stability systems like the Bendix ESP recognize and mitigate conditions that could lead to rollover and loss-of-control situations sooner than roll-only options. Unlike roll-only systems, full-stability technology functions in a wider range of driving and road conditions, including snowy, ice-covered, and slippery surfaces, Bendix said. Full-stability systems also contain additional sensors, enabling the unit to more quickly recognize factors that could lead to truck rollovers or loss of control. Full-stability interventions also differ from those in roll-only systems since they rely on automatic brake interventions involving the steer, drive, and trailer axles.

Fleet Owner / March 26, 2014 A new exterior and interior for the K270/370 cabover medium-duty models due later this summer plus a special fuel economy-focused package for the T680 highway tractor that went into production during the first week of March were the highlights of Kenworth Truck Co.’s press event here at the 2014 Mid America Trucking Show. Kevin Baney, Kenworth’s chief engineer, told Fleet Owner that the revamping of the K270 and K370 models occurred due to the imposition of Euro VI emission standards in Europe, which necessitated wider mounts for a larger cooling system due to offset the extra heat generated by exhaust gas recirculation (EGR) technology needed to reduce emissions. “The chassis itself did not change; not even the width of the cab area changed,” he said. “But it offered us a chance to redesign the exterior look of the truck as well as make the interior more ergonomic from a driver perspective.” Built off European cabover trucks made by DAF – which, like Kenworth, is a subsidiary of Paccar – the K270 and K370 will be produced in Mexico for the North American market starting later this summer. Other new featuresfor Kenworth's revamped medium-duty cabovers include: - A standard air ride driver’s seat and 2-person bench seating with storage underneath for both the K270 and K370 models, along with a new option: single driver and passenger seats with a large console with cup holders in between; - Available wheelbases range from 142 to 242 inches in 12-inch increments, so the K270 and K370 can accommodate bodies from 16 to 28 feet. - Powered by the 6.7-liter PACCAR PX-7 engine, offering from 200 to 250 hp and up to 660 lb.-ft. of torque, both the K270 and K370 can now be equipped with a 6-speed Allison transmission with new push-button control shifter; - New Dana axles as well as new front air disc brakes for improved stopping power and longer brake life; - As part of the braking system, a new “electronic braking module” that will allow for the addition of stability control later this year; - For specialized applications, a new “clear rail” package that relocates the air tanks, DEF tank, battery box, and exhaust after treatment up behind the cab. This new option opens up room for custom bodies, such as street sweepers. - The new T680 “Advantage” fuel efficiency package, which Kenworth first showed off at the 2013 Mid America show as a demonstration model only, went into production during the first week of March and supposedly delivers a 1% fuel economy gain due to its aerodynamic enhancements alone. The factory-installed aerodynamic treatments include longer side extenders for the T680 76-inch sleeper, lower cab fairing extenders, front air dam, aerodynamic mud flaps, rear fairing without steps coupled with an air deflector, exhaust cut out covers, optional wheel covers for drive tires, a weight-saving 6x2 axle configuration and wide-base tires. An “optimized” powertrain combining Paccar’s MX-13 engine integrated with an Eaton Fuller Advantage 10-speed automated transmission then delivers another 2% in fuel savings. New software programing and lubrication strategy for the next generation MX-13 delivers another 1% fuel economy gain, noted Baney, with yet another 1% expected from more efficient drive axles expected to be offered by May this year. “Altogether that adds up to a 5% fuel savings,” he said. To date, Baney noted that over 1,500 orders have been placed for the T680 “Advantage” spec since it became available in early March. Gary Moore, Kenworth’s General Manager, noted that the OEM is projecting total Class 8 industry sales of 210,000 to 240,000 units in 2014 – along with 65,000 to 70,000 medium-duty units – in part due to the better fuel economy newer truck models can offer. “It’s really all about fuel economy now,” he told Fleet Owner. “If you can even delivery 1/10th of a mile per gallon worth of fuel savings, that adds up to a lot of money for a fleet operating a hundred trucks over thousands of miles per week.” Other items Kenworth highlighted at this year’s Mid America show included: - The addition of the Eaton Fuller Advantage 10-speed automated transmission as an option for T680 long-haul or regional applications; - A new factory-installed battery-powered idle management system now available as an option for the T680 76-inch sleeper model; - A T680 natural gas-powered option being readied for the second half of 2014; - That the T680 and new T880 model rolled out in December 2013 now comprise 50% of Kenworth production volume; - That the OEM has built over 1,000 T880 units since its December introduction with another 1,500 on back order; - That sales of Paccar’s MX-13 engine eclipsed 51,000 units in 2013 from just 4,000 units when first introduced back in 2010; - And that the OEM plans to launch what it calls a driver performance assistant or “DPA” in-cab system this July.

Truck News / March 26, 2014 The trucking industry can expect more regulations requiring the adoption of active safety systems, Fred Andersky, who handles government affairs for Bendix, announced at the Mid-America Trucking Show. Andersky gave an update on the National Highway Traffic Safety Administration’s (NHTSA) long-awaited stability system mandate, which has once again been delayed - this time until October 2014. “We do expect a final rule to be published this year, however I think it will be more of a Christmas gift as opposed to a Halloween treat,” he said. Andersky said Bendix expects the rule will call for the use of electronic stability control (ESC) systems, with implementation slated for 2017 model year trucks. Even without a government mandate, Andersky said fleets continue to adopt stability systems on their own. He said Bendix ESP (electronic stability program) is now ordered on 18% of heavy-duty vehicles, up from 17% last year. Overall stability system penetration - including roll-only stability systems and other competitors’ offerings - has grown to cover 34% of new vehicles. “One third of air brake-equipped Class 6-8 trucks came equipped with some kind of stability system,” Andersky noted, adding most of those systems were ESC. Bendix has 300,000 ESP systems on the road today. Looking beyond stability, Andersky said he expects the feds also to mandate forward collision avoidance and mitigation technologies (F-CAM). Current generation systems, with stationary object alert, have the potential to reduce fatal crashes by 31%, injury crashes by 27% and properly damage crashes by 11%. Andersky said next-generation systems, which not only warn drivers of stationary objects in their path but also take steps to avoid hitting them, will be twice as effective at preventing crashes. Andersky expects to see a final rule requiring the use of these systems published by 2017, with implementation in 2019 at the earliest.

Truck News / March 26, 2014 Kenworth T680s ordered after May will deliver 5% better fuel economy than the same model did last year, the company announced at the Mid-America Trucking Show. The company has been enhancing fuel economy through a number of measures, including powertrain optimization; the mating of the Paccar MX engine to the Eaton UltraShift Plus Advantage Series transmission; improved aerodynamics and more efficient drive axles. Most of the enhancements have already entered production, but the drive axles will come on line in May, Kevin Baney, chief engineer for Kenworth announced today. Aerodynamically, new T680 Advantage package includes: under bumper fairing, under chassis fairings, wheel covers, rear chassis fairings, a sleeper extender and upper fairing trim. That combination of specifications alone accounts for a 1% fuel economy improvement, Kenworth claims. Kenworth’s two newest models, its T680 and T880, now account for about 50% of the truck maker’s sales. New to Kenworth this year is a Driver Performance Assistant, brought over from Paccar’s European vehicles, which coaches a driver on coasting and braking behaviour, providing real-time tips so that drivers can improve their performance on the fly. The system measures the rate of deceleration and offers feedback to the driver, providing them with a score for both coasting and braking. The system will be rolled out in the T680 and T880 in July, Baney said. Also new is a factory-installed idle management system, available on the Kenworth T680. The battery-based cab comfort system can provide eight hours of air-conditioning and requires 4.5 hours to recharge. On the medium-duty side, Kenworth said it’s completely redesigning its K270 and K370 cabover vehicles. The new designs will be brought from Europe and will enter production for this market this summer. The trucks have been completely redesigned, inside and out, Kenworth announced. Kenworth is projecting a good year for truck sales. Gary Moore, Kenworth general manager and Paccar vice-president, said with Class 8 retail sales of 212,000 units in the US and Canada, 2013 turned out to be the fifth best year on record. Projecting between 210,000 and 240,000 Class 8 truck sales in the US and Canada this year, Moore said there’s the potential for 2014 to represent the third largest truck market in history. Kenworth is pleased with where it currently sits, with 14.5% of Class 8 market share and 7.9% of the medium-duty market. Moore said the company is also pleased with the growing popularity of its Paccar MX13 engine; there are now 51,000 in service. The T880 vocational truck has proven popular as well, with 1,000 built since its launch last year and another 1,500 on order. “The industry is healthy,” Moore said, noting the used truck market is strong, freight tonnage and fleet profitability are trending in a positive direction, and the average age of the Class 8 fleet sits at 6.5 years.

Fleet Owner / March 26, 2014 Allison Transmission is displaying its TC10 tractor transmission with FuelSense package this week at the Mid-America Trucking Show. In addition, attendees can also participate in a ride-and-drive with the fuel-efficiency package. Engineered for highway, city and suburban driving, the TC10 maximizes fuel efficiency for real-world duty cycles, including cruising and stop-and-go delivery routes. First introduced last year, Allison said the transmission has shown an average 5% fuel economy improvement over manual and automated manual transmissions in fleet testing. The company said the TC10 with FuelSense “delivers a unique package of software and electronic controls that target critical components of a tractor’s duty cycle for maximum fuel savings.” FuelSense features automatically adapt shift schedules and torque, maximizing transmission efficiency based on load, grade and duty cycle, without sacrificing performance. “Fuel costs continue to be a major concern for the trucking industry,” said Lou Gilbert, director of North American marketing and global brand development for Allison Transmission. “The TC10 with FuelSense is an extremely fuel efficient transmission, built with the dependability and durability for which Allison automatics are known.” Allison said vehicles equipped with its transmissions will be shown by several manufacturers at the show, including Freightliner, Western Star, Kenworth, Peterbilt and Navistar (featuring a ProStar with TC10). An Allison 4000 RDS transmission is a major component of the Walmart Advanced Vehicle Experience concept truck that will be shown at the Great Dane Trailers booth (34075). The concept truck is an aerodynamic, high-efficiency prototype developed in partnership with Peterbilt. The series hybrid tractor includes kinetic energy recovery through regenerative braking and range extension provided by an on-board microturbine. To enhance the drivability of this innovative truck, the Allison transmission is paired with the truck’s electric motor, employing adaptive controls to deliver the smooth performance drivers expect.

Fleet Owner / March 26, 2014 Peterbilt brought the celebration of its 75th anniversary to the Mid-America Trucking Show (MATS) here in Louisville, KY today with a line of new spec packages and an anniversary edition of the Model 579 featuring bright work and a paint design reminiscent of its show truck history. Darrin Siver, Peterbilt general manager and PACCAR vice president, introduced the company’s anniversary offerings this morning in a special press conference. “This is a milestone year for the company and we wanted to acknowledge it in a way that has been defining Peterbilt for 75 years – products distinctively styled, technologically advanced and designed to maximize the satisfaction and bottom lines of our customers,” Siver said. “In this tradition, we have taken the most innovative on-highway vehicle in the company’s history and complemented it with components, accents and amenities that celebrate Peterbilt’s past and future.” The anniversary edition sports a long list of special features, such as bright accessories, a two-color paint design similar to the original 1939 Peterbilt (as well as the 50th anniversary edition Peterbilt), and a premium interior with exclusive logos and a unique numbered nameplate. Other exterior features of the special edition model include: a highly polished hood crown that surrounds a new oval grille design; exclusive 75th anniversary emblems on the sleeper, side hood bright air intake bezel and new bright rocker panels; 75th anniversary two-color paint design featuring a new proprietary color called Diamond Red, created in partnership with Axalta Coating Systems and part of their Imron Elite; and rear stainless steel mud flap hangers with anniversary emblem. The interior of the Model 579 75th Anniversary Edition has also been given special treatment, including: Peterbilt’s premium Platinum Titanium interior accentuated with a new charcoal dash top and Blackwood finish trim accents; a sequentially numbered 75th anniversary emblem added to the dash accent trim; custom red stitching lining the steering wheel; exclusive Peterbilt Evolution LX seats in black leather with the 75th emblem stitched into the headrest; bright gauge bezels, chromed interior handle, bright shifter plate with logo, and bright shift lever featuring a Blackwood finish shifter knob (available only with manual transmissions). “Since its introduction, the Model 579 has exceeded the high expectations we initially set for it, as well as those of our customers,” said Peterbilt chief engineer, Landon Sproull. “It has been a major success and proudly stands among Peterbilt’s most iconic trucks introduced throughout our 75 year history. This Class 8 aerodynamic leader exemplifies Peterbilt’s 75-year commitment to innovation, quality, dependability and safety. The 75th Anniversary Edition combines these product hallmarks with a new head-turning design that celebrates Peterbilt past and future.” The truck is available to order now. A 75th anniversary edition of the 579 will be touring North America throughout 2014 pulling a custom-built, double-expandable, 53-foot trailer housing an educational and entertaining exhibit about the company and its long history. The tour will begin on April 1 at JX Peterbilt in Indianapolis, IN and then crisscross the United States and Canada, finishing the tour on November 10 in Lansing, MI, and making more than 75 stops along the way. The company also unveiled a number of new packages designed to maximize fuel efficiency and mentor drivers, including an EPIQ package and a new optimized drivetrain package for the Model 579 plus a new driver coaching system available for Peterbilt Models 579,567 and 587 equipped with PACCAR MX-13 engines. According to Sproull, the EPIQ package can improve fuel efficiency of the Model 579 by up to 10%. “It utilizes an enhanced drivetrain, including Peterbilt’s new combination of the PACCAR MX-13 engine and Fuller Advantage UltraShift transmission, all available aerodynamic options and optimized spec’ing through our proprietary software system used throughout our dealer network,” he said. Specifically, the EPIQ package includes: 18-inch sleeper side extenders with 8-inch rubber flares, full chassis fairings with rubber skirts from the quarter fender to the front of the tandem axle with rubber closeouts under the sides of the cab and sleeper, and roof fairings with an exclusive rear wall closeout. It also includes aerodynamically enhanced components such as a three-piece aero-style bumper; multi-piece aero-style hood; painted outside sun visor; and an aero-style aluminum battery box positioned on the passenger side, under the cab. A new drivetrain pairing, dubbed APEX, is also part of the EPIQ model. It features the PACCAR MX-13 engine driven through a Fuller Advantage Automated Transmission. This new combination features precise communication between the engine and transmission, as well as proprietary control logic to further enhance fuel economy. APEX is more than 80 pounds lighter than previous combinations, according to Sproull, and features a small-step ratio in 9th and 10th gears for a more fuel-efficient operating range while downshifting. To further increase aerodynamic performance, the EPIQ package recommends a single horizontal exhaust configuration or a single right-hand back-of-sleeper exhaust configuration. The package also includes a Tire Pressure Monitoring System (TPMS) designed to provide operators with real-time tire pressure information, plus low rolling resistance tires. Peterbilt and its dealer network use a proprietary spec’ing system to help optimize vehicle performance and exactly match customers’ business and application requirements. This software has been enhanced to complement the Model 579 EPIQ by recommending the most fuel efficient rear axle ratios and engine settings, among other options. The company also chose MATS as the venue for the introduction of new functionality for its Driver Information Center. The new module, which is available for Peterbilt Models 579, 567 and 587 equipped with PACCAR MX-13 engines, monitors numerous vehicle systems and driving habits to provide operator feedback through a scoring system that rewards practices to reduce fuel use and minimize brake wear. The display shows a driver his/her performance scores in categories such as braking and coasting, as well as a total performance scoring percentage. If the system detects driving habits that are detrimental to fuel economy (such as erratic acceleration) or actions that reduce component life (such as excessive hard braking) it is designed to provide coaching tips with suggested corrective actions. For instance, the system may suggest the operator make greater use of engine retarder devices and rely less on the brake pedal to maximize the life of the foundation brakes. Drivers view this information on the 5-inch, color LCD display screen located within the driver instrumentation cluster, to enable them to keep their eyes on the road. In addition to the new functionality, it provides operators with essential data on vehicle and engine functions. According to Sproull, the system performs both while the vehicle is in operation and while parked, the latter to help reduce idling time. Peterbilt’s medium-duty COE lineup also has a new addition—a Model 220 that features numerous interior and exterior enhancements developed to increase driver productivity, safety and durability, such as a new electronic braking system (EBS) to provide quicker responsiveness and an improved braking “feel.” The cab has a completely redesigned interior, engineered to give operators still greater levels of productivity and comfort. “Ergonomics were enhanced with easier-to-read instrumentation, and all switches are grouped by function,” said Sproull. “Everything is within easy reach of the driver and the overall layout provides a logical, easy-to-operate environment.” The exterior features a new galvanized steel bumper, new radiator protection plate and Lexan covering to help protect headlamps. Fog lamps have been integrated into the bumper. The Model 579 and vocational Model 567 were also expanded with the addition of compressed natural gas configurations. Both vehicles will be available with the Cummins-Westport ISX 12 G with ratings from 320 hp @ 1,150 lb.-ft. to 400 hp @ 1,450 lb.-ft. According to Peterbilt, the company leads the industry with 40% of all Class 6-8 natural gas truck sales and has been offering natural gas vehicles for nearly 20 years. Vocational Model 567 also got several new enhancements, including expanded PTO functionality when paired with the PACCAR MX-13 engine. New features include: the capability to activate external notification of impending diesel particulate filter (DPF) regeneration; remote throttle while in PTO mode; and the ability to have DPF regeneration take place during PTO operation. 72- and 80-inch Platinum sleepers in Model 579 and Model 567 trucks appear in a new light, too, with the availability of an ambient lighting package featuring all LED bulbs for longer life and reduced power consumption. LED light also has a softer, more relaxing lamination than incandescent bulbs, Peterbilt noted. All of these introductions come at the start of what the company believes will be a good year ahead. “We are expecting big things for 2014,” observed Robert Woodall, Peterbilt’s director of sales and marketing, as he opened the press conference today. Woodlall listed numerous reasons for optimism. Many fleets have reported record revenue, the average age of vehicles in use remains high and performance is very strong in the parts and service aftermarket, he said. Not a bad marketplace to be in at 75 or any other age.

Transport Topics / March 26, 2014 Kenworth Truck Co. unveiled at the Mid-America Trucking Show (MATS) in Louisville, Kentucky its updated Class 6 cabover models with a series of exterior and interior changes. The Class 6 K270 and Class 7 K370 trucks add Dana axles, front air disc brakes and an electronic braking module that will allow for the eventual addition of stability control systems. An available 6-speed Allison transmission joins the 5-speed transmission that already is available. A new, push-button control shifter also is added. For specialized applications, Kenworth offers a “clear rail” package that relocates the air and diesel exhaust fluid tanks, battery box, and exhaust aftertreatment behind the cab. This option opens up room for custom bodies, such as street sweepers, Kenworth said. Inside, the trucks get a new dash and gauge cluster, a standard air ride driver’s seat and two-person bench seat with storage space underneath. The trucks are powered by the 6.7-liter Paccar PX-7 engine, which has power ratings from 200 to 250 horsepower and up to 660 pound-feet of torque. Available with wheelbases ranging from 142 to 242 inches in 12-inch increments, the trucks can accommodate bodies from 16 to 28 feet long.

Whenever I hear complaints about post-2000 Mack engines up to the point when Volvo began installing their own engines from 2006-2007, I have to put any and all responsibility (blame) on the owner of the Mack brand – Volvo Group. From the moment Volvo acquired Mack in 2000, they became “the captain of the ship”. That’s the way business works. Volvo had their hands into Mack from 1992 and knew the company’s product development pipeline. Through both aboveboard and underhanded due diligence, Volvo had an intimate understanding of the ASET engine product which it later launched into the market. Thus, I feel that Volvo Group is wholly responsible for any shortcomings of the ASET engines launched by its Mack brand in 2002. Let’s back up a moment and remind everyone what was happening in the run-up to EPA2004 (comparable to Euro-4), and how it actually took effect in October 2002. In October 1998, a court settlement was reached between the EPA, Department of Justice, California Air Resources Board and engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Volvo/Mack and Navistar) over the issue of high NOx emissions from heavy-duty diesel engines under certain driving conditions. Since the early 1990’s, the manufacturers utilized engine control software that allowed engines to switch to a more fuel efficient, but higher NOx output, driving mode at highway cruising speeds. The EPA considered this engine control strategy an illegal “emissions defeating device” The court settlement resulted in a consent decree that dictated: 1. Civil penalties for engine manufacturers and requirements to allocate funds for pollution research 2. Upgrading existing engines to lower NOx emissions 3. Supplemental Emission Test (steady-state) with a limit equal to the FTP standard and NTE limits of 1.25 × FTP (with the exception of Navistar) 4. Meeting the 2004 emission standards by October 2002, 15 months ahead of time A positive note was that EPA2004 matched California emissions requirements, so that engine manufacturers no longer had to design and produce two standards of engines for the U.S. domestic market. Volvo produced and sold two types of Mack ASET engines: Mack ASET AC (application – highway) – Cooled (external) EGR Mack ASET AI (application – vocational) – Internal EGREGR (Exhaust Gas Recirculation) lowers nitrogen oxide emissions by cooling and reusing a measured portion of the exhaust gases. Cooled (external) EGR has been a global standard technology since 2002. Scania utilized single-stage water-cooled EGR combined with high pressure injection (Scania HPI) to meet Euro-4 (near EPA2004) emissions on both on-highway and vocational trucks (photo 1). In meeting Euro-5 (near EPA2007), Scania combined extra-high pressure fuel injection (1800-2400 Bar Cummins-Scania XPI) with two-stage water-cooled EGR (photo 2). For Euro-5 (near EPA2007), Scania has always offered customers a choice of EGR or SCR to meet the preferences of individuals and fleets (Give the customer what they want). .

I see the Japanse "Kato" crane in the background. They've been popular in Asia for decades. Kato was founded in 1895. http://www.kato-works.co.jp/eng/

In 2012, Renault sold its remaining stake in Volvo Group (Renault came to own Volvo shares stemming from a failed merger attempt). Thus today, both the Mack and Renault "brands" belong to Volvo Group. Originally launched in 1990, Volvo terminated production of the unusual looking but popular Renault "Magnum" heavy tractor in 2013. Volvo has replaced the Magnum with the new Renault-branded "T" Series, which is the recently launched second generation Volvo FH with different (and very unattractive) front fascia. Unlike the Magnum it replaces which was available with the Mack V-8 for many years, the "T" series is only offered with Volvo D11 and D13 engines (rebadged as DTI 11 and DTI 13) rated from 380hp to 520hp. The Volvo D16 is not available. http://www.renault-trucks.co.uk/t/ FYI: http://corporate.renault-trucks.com/media/document/DP-pdf/dp_magnum_20_ans_en.pdf EE9-500 16.36 500 @ 1,900 2,000 N.m @ 1,300 Europe – Renault Magnum AE500 EE9-520 16.36 520 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE520 EE9-530 16.36 530 @ 1,900 2,250 N.m @ 1,300 Europe – Renault Magnum AE530 EE9-560 16.36 560 @ 1,900 2,450 N.m @ 1,300 Europe – Renault Magnum AE560