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Transport Topics / October 28, 2014 Cummins Inc. reported higher third-quarter income on a strong North American market, and the company boosted its revenue outlook for the full year. The engine maker’s net income rose to $423 million, or $2.32 a share, from $355 million, or $1.90, a year ago. Revenue for the quarter ended Sept. 28 rose 15% to $4.89 billion. Engine sales rose 13% to $2.8 billion, and that segment’s earnings before interest and taxes increased to $330 million from $272 million a year ago. Columbus, Indiana-based Cummins said it expects its full-year revenue to rise between 10% and 12%, up from its previous 8%-to-11% forecast, due to stronger demand in North America. Its power generation unit’s results improved in the quarter, but global demand for power generation equipment remains weak, Cummins said, adding that it is planning to reduce costs in that sector that “could range from $15 million to $40 million” in the fourth quarter.

Heavy Duty Trucking / October 28, 2014 Volvo Trucks North America is recalling 3,175 model year 2014-2015 VAH, VNL and VNM trucks. According to a National Highway Traffic Safety Administration (NHTSA) bulletin, bolts holding the disc brake caliper to the backing plate may not have been tightened to the specified torque. This could cause the disc brake caliper to detach from the backing plate. If that happens, it can affect the brakes to that particular wheel, causing the vehicle to "pull" to the left or right, increasing the risk of a crash. Volvo will notify owners, and dealers will inspect and tighten the bolts to specification, as necessary, free of charge. The recall began October 10. Owners may contact Volvo customer service at 1-800-528-6586. Volvo's number for this recall is RVXX1403. Meantime, a second Volvo Trucks recall involves a far fewer number of trucks. Nearly 50 model year 2015 VNL and VNX trucks equipped with a Volvo D16 engine may suffer from the engine control unit having an incorrect parameter setting in the software, which could lead to the engine stalling and increase the risk of a crash, according to the NHTSA. Volvo will notify owners, and dealers will update the engine control unit software, free of charge. The recall is expected to begin in November. Volvo's number for this recall is RVXX1404.

Press Release / October 27, 2014 MAN Latin America has begun delivering the first Allison transmission-equipped Volkswagen refuse chassis to customers in Chile. The trucks are fitted with 18-yard Heil PT-1000 rear-loading refuse bodies. VW Constellation model 17.280 4x2 “Compactor” vocational chassis feature Euro-5 emissions 6.9-liter 275 horsepower MAN D08 engines paired with six-speed Allison 3000 series transmissions. "Our waste collection customers in Chile are seeking a truck with high levels of performance and fuel economy combined with extreme durability and operator comfort. Tests carried out in the country, in real world operating conditions, allow the us to offer such trucks," says Ricardo Albuquerque, Executive Manager of international sales at MAN Latin America. Compactor Brochure: http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=6&ved=0CDoQFjAF&url=http%3A%2F%2Fwww.man-la.com%2Fdownload.php%3Fi%3Dimages%2Fstories%2Fprodutos%2Fcaminhao%2Fpdf%2F2783%2F148_vocacionais_compactor_low.pdf&ei=AgpPVNeCCsjLoASOgIGYBg&usg=AFQjCNHKtd2iXYxbPCi5NIF24stbI5OUqQ&bvm=bv.77880786,d.cGU&cad=rjt .

Icarros Trucks Brazil / October 23, 2014 DAF is celebrating the company’s first year of truck production in Brazil. The Brazilian factory is the company’s first outside of Europe. In addition to actively expanding its Brazilian sales and after-sales support network, the Brazilian unit of the Dutch truckmaker is performing local testing of both an upcoming variant of the fleet-focused CF heavy truck range and the all-new XF105, both of which will enter production in Brazil in 2015. "This has been a year of great learning experience for DAF and our entire team. We invested $320 million which resulted in one of DAF’s most modern production facilities which has the ability to assemble 10 thousand trucks a year in two shifts. We have set up dealerships throughout the country, invested in after-sales and started tests of the upcoming new truck model releases. And most rewarding, our customers have approved and recognized all the qualities of our product, "said Marco Davila, President of the DAF Brazil. DAF’s Brazilian assembly plant is located on a 2.3 million square meter site, the largest area of any Paccar production facility. The current factory is 270 thousand suare meters in size, ready for future expansions and programmed according to the upcoming releases and sales volume growth. “All production processes are in accordance with the PPS (PACCAR Production System) system. That, combined with a production team trained at the DAF Academy , ensures the high product quality levels that DAF trucks are known for. In a year of activity, we have achieved one of the lowest rates of non-conformities of the group, the result of a highly trained and integrated into the culture of DAF and, consequently, of PACCAR," adds Davila. .

Truck News / October 26, 2014 It performs beautifully, but it’s heavier and more expensive than an AMT. Will the fuel savings deliver a payback? Four thousand, seven hundred and fifty bucks. That’s what it cost to replace a manual transmission in a five-ton straight truck. Wendell Erb, CEO of Erb Group of Companies, signs off on every expense over $4,000 and he saw enough of these invoices cross his desk to burn that number painfully and permanently into his memory. It was enough to make him decide in 2008 to begin spec’ing Allison automatics in the company’s straight trucks and Erb hasn’t had to replace one yet. With that in mind, it’s little wonder Erb has gradually been automating its heavy-duty fleet as well. And it’s no surprise that Erb is one of the first Canadian fleets to take delivery of Allison’s new TC10 TS automatic transmission. TC is for torque converter, 10 represents the number of forward speeds available and TS stands for tractor series. This is Allison’s first shot at the Class 8 tractor market and it seems a logical next step. Allison transmissions are prevalent in the medium-duty and vocational segments and even some of the most demanding heavy equipment applications. The ongoing trend towards automation in the on-highway market isn’t going to disappear, but that’s not to say this will be an easy market to conquer. Automated manual transmissions (AMTs) have been vastly improved in recent years and some OEMs will be reticent to make available a new threat to their own such products. Allison’s TC10 is initially available for order exclusively in International ProStar and TranStar tractors with the MaxxForce 13 engine. It can handle 600 hp and 1,700 lb.-ft. of torque and has a current GCW limitation of 80,000 lbs. SPECULATION ALERT: Allison will be shopping its TC10 to other truck makers but for now all we can do is speculate on potential matches. I see little reason why Cummins wouldn’t mate it to its ISX15, to provide the market with another alternative to currently available automated powertrains. Kenworth and Peterbilt trucks with Paccar and Cummins engines would seem another logical pairing. I’d be surprised if Daimler and Volvo let it near their vehicles; they’re too heavily invested in their own well-integrated, high-performance automated manuals. For now, there are about 30 ProStar tractors with International engines and Allison TC10 transmissions on the road in Canada. Erb took delivery of five such trucks and when I visited last Thursday for a test drive, they made available the last of these trucks to be deployed into service. This ProStar was fitted with a moose bumper, revealing it will be sent on deliveries to northern Ontario and points west. The others had already scattered in all directions; some California-bound and others headed to Texas. They’ve been given to drivers who were due a new truck and who could be counted on to provide reliable feedback on their performance. Jim Pinder, corporate fleet director at Erb Group and Wendell Erb, CEO, are excited about the potential fuel savings, which Allison says conservatively should amount to 3-5% over currently available automated manual transmissions and much more than that in regional-haul applications with lots of stops and starts. Along for the ride with me were: Altruck International’s Joe Mitchell; John Kay, area sales manager with Allison, to provide an overview of the product; and Tom Boehler, Erb’s safety manager, who came along to serve as the local navigator and to ensure I took good care of their truck. I’m no cowboy driver, but even if I were, there’s little I could do to hurt the TC10. It has layers of protection mechanisms in place to prevent drivers from inflicting damage. Simply put, if you try to do something that would hurt the transmission or other downstream components, the TC10 will override your bad decision. Allison is prolific for the robustness of its transmissions and this is a big reason why. However, while the TC10 is idiotproof, maybe even bulletproof, it still allows the driver to select his or her own gears when it makes sense to do so. On my drive, I didn’t encounter any scenarios where it made sense to try to outsmart the transmission and I suspect that in everyday driving conditions, few such scenarios exist. It has a built-in inclinometer and grade sensor, so it’s pretty savvy at choosing the right gear, even on hills. There are two numbers displayed on the shift pad. The one on the right indicates your current gear and the one next to it displays the number of gears that are available at that moment. This should deter drivers from trying to choose an inappropriate gear in the first place. Seeing the two numbers displayed so closely together takes some getting used to and can hold the eye for an extra split second when glancing down to see which gear you’re in. I’m not sure the second number really needs to be there, but you quickly get used to it. Up and down arrows on the keypad of the version I drove allow you to perform manual shifts. A Mode button provides an extra rpm boost for several seconds, which is nice when you want to complete a pass, maintain your speed on a steep hill or more quickly reach highway speeds from a stop. This feature can be a little addictive and I found plenty of opportunities to use it on my drive. It’s a nice performance feature but not conducive to maximizing fuel economy so it’s best used only when really needed. I suspect the novelty wears off and drivers will be more disciplined with its use than I was. Another nice feature is the ability to check transmission fluid levels from inside the cab. Just press the button and within a moment, the LED indicator will tell you whether or not more oil is required. I did this with the engine running and even then, received reassurance that the oil level was good. The TC10 was designed to outperform today’s automated manual transmissions, and it will have to, given its higher price point, if it’s to gain widespread market acceptance. Kay claims the TC10 will get greater fuel economy and improved reliability over your typical AMT. Performance-wise, the TC10 excelled. Kay says it takes about 18 fewer seconds to go from a stop to 55 mph in a TC10-equipped truck than in one with an automated manual. We were pulling a full load with a gross weight of nearly 80,000 lbs and got up to highway speeds incredibly quickly, often launching from third gear. On the 401 I cruised comfortably at 100 km/h at about 1,150 rpm, which provided a smooth, quiet and relaxed ride. The TC10 is comprised of a five-speed main box with a two-speed range pack, giving it 10 forward speeds. The torque converter replaces the clutch and flywheel in an AMT design. Two reverse speeds give drivers more flexibility when backing up to a dock. While automated manual transmissions suffer a torque interruption every time they shift gears, the torque converter-style automatic provides seamless powershifting for greater efficiency. This is what allows the driver to get up to speed more quickly. Kay admits there’ll be little fuel economy gain provided by the TC10 over an AMT in a low-rpm powertrain when cruising down the highway in top gear, however he said it will deliver fuel economy savings in regional haul applications where increased shifting is required. The TC10 appears to be a robust, well-engineered piece of hardware, but where it really shines is in its software calibrations. The transmission comes standard with Allison’s fifth-generation electronic controls and its FuelSense Max calibrations for maximum fuel economy. These programming features allow the transmission to adapt its performance based on variables such as terrain, load and even driver behaviour. What this means is that even the most lead-footed fuel lush in the fleet will be able to do little to harm the fleet’s fuel economy, even on a bad day. Even if he has an axe to grind with the boss. The transmission won’t let him. You can bury the throttle while accelerating but the FuelSense’s acceleration rate management feature will provide only the acceleration that’s needed to get the load up to speed in an efficient manner. Every driver with a TC10-equipped truck should be a fuel-efficient driver – the transmission will assure it. Unlike other torque converter-style automatics, the TC10 comes to full neutral while stopped, eliminating the load on the engine and providing further fuel savings. The output drive is locked internally within the TC10 to prevent rollback on grades, but this feature is not connected to the vehicle’s ABS, which Kay says is an advantage since brake issues on the vehicle will not interfere with its hill-holding capability. Drivers will notice the TC10 wants to creep forward the moment you release the brake. It’s not a problem, but something you need to be aware of if you’re accustomed to driving an AMT, which won’t begin moving forward until the throttle is engaged. AMTs are better than they’ve ever been, but Boehler told me they still have their quirks, which he hopes will be eliminated with the TC10. For example, in slippery conditions when approaching a stop, trucks with AMTs have been known to experience wheel slip when the torque is lost during a shift. This causes the speedometer to spike then drop suddenly and is recorded by the Qualcomm as a hard-braking incident. This has led to some interesting discussions with drivers. “This (TC10) has constant torque so you don’t get that slip during the shift,” Boehler explained. The TC10 is backed by a five-year, 750,000-mile warranty and there are few concerns about reliability. However, if there’s a knock against it, it would be that it’s heavier and costlier than today’s AMTs. Kay has an answer to both those complaints. The cost premium, which is ultimately determined by the OEM, will be quickly recovered if the fuel savings of 5% or more are realized, Kay says. For forward-thinking fleets like Erb, who have an eye towards total cost of ownership, the acquisition cost of the TC10 becomes more palatable when fuel savings are achieved over the component’s life-cycle, Pinder confirmed. As for weight, Kay acknowledges that at 1,074 lbs, the TC10 could be about 250 lbs heavier than today’s AMTs. However, by spec’ing the MaxxForce 13 over Erb’s other favourite engine, the ISX15, there is a weight saving of about 600 lbs, more than offsetting the weight penalty the transmission incurs. One other limitation within the Canadian market is that the TC10 is currently approved for gross combination weights of up to 80,000 lbs. This suits most of Erb’s routes just fine, but some Canadian customers will want to hold out for a GVWR of 110,000 lbs. Kay says “As with most new Class 8 tractor transmissions the TC10 is initially being offered at the US standard 80K but in time may be approved for higher payloads.” Erb will be keeping a close eye on the fuel performance of the TC10. Pinder said he tracks fuel mileage using fuel tax data, to negate the varying degrees of “optimism” reflected in ECM readings. The transmission performs beautifully and will no doubt be a hit with drivers. If it provides a fuel economy advantage over existing products and can deliver a speedy payback, it could become a serious player in the Class 8 on-highway tractor market. The Spec’s: Tractor: International ProStar+ 122 6×4 Engine: International MaxxForce 13 EPA10 w/SCR, 450 hp/1,700 lb.-ft. Cab: Conventional w/ 73-inch hi-rise sleeper and 42-inch bunk Transmission: Automatic Allison TC10 w/ fifth-generation controls; 10-speed with overdrive, incl. oil level sensor Drive axles: Meritor MT-40-14X-4CFR single reduction tandem axle, 40,000-lb capacity Steer axle: Meritor MFS-13-143A wide track I-beam type, 13,200-lb capacity Wheelbase: 221-inch Front suspension: Spring parabolic, taper-leaf, 14,000-lb capacity with shock absorbers Rear suspension: International ride-optimized air-ride tandem suspension w/ 52-inch axle spacing and 40,000-lb capacity Safety: Bendix ABS w/ electronic stability program; headlights turn on automatically when wipers activated; hood-mounted convex mirrors .

Bloomberg / August 24, 2014 Daimler and Volvo are among truckmakers poised to get a European Union antitrust complaint for suspected collusion, according to three people with knowledge of the probe. Volkswagen AG’s MAN and Scania AB, CNH Industrial's Iveco, and Volvo’s Renault Trucks are also involved in the case, said two of the people who asked not to be named because details are confidential. The six manufacturers were raided by the EU in 2011. The EU’s statement of objections, which lists suspected antitrust violations, may be sent as soon as next month, two of the people said. Paccar's DAF Trucks is also part of the case, one person said. The auto industry is the focus of investigations by competition authorities across the world. The EU is probing “an abundance of cartels” among parts suppliers, an official said last year. Fines can be as much as 10 percent of annual revenue for secret deals with rivals to set prices or rig markets. Manufacturers of ball bearings to car and truckmakers were jointly fined 953 million euros ($1.2 billion) in March. “The investigation is ongoing and we are awaiting its result,” Kina Wileke, a Volvo spokeswoman, said in an e-mailed response to questions on the truck case. CNH Industrial declined to comment, as did Antoine Colombani, a spokesman for the commission in Brussels. “We’re aware of the investigation,” said Silke Mockert, a Daimler spokeswoman on the phone. “We don’t comment on ongoing proceedings.” Scania is included in the EU investigation and has been fully cooperating with authorities, spokesman Hans-Aake Danielsson said in an e-mail. Manuel Hiermeyer, a spokesman for MAN, declined to comment because the probe is ongoing. DAF didn’t respond to a call and and an e-mail. Hyundai Motor Co. and Korean units of Scania, Volvo, Daimler, MAN and Tata Daewoo Commercial Vehicle Co. were fined by South Korean regulators last year for fixing prices of trucks and tractors sold in the country. The U.K. dropped a civil probe into a truck-manufacturing cartel in 2012, saying the EU was “particularly well placed” to handle the investigation on a wider level. British authorities ended a criminal probe into the trucks industry in 2011 that led to the arrest of a Daimler executive, citing lack of evidence.

Automotive News / October 24, 2014 Ford Motor Co.’s third-quarter pretax operating profit tumbled 54 percent from a year earlier to $1.18 billion, hurt by lower sales volume and higher warranty costs. Net income was $835 million, down 34 percent, Ford said in a statement today. The company took a $160 million charge for special separation actions related to its European restructuring plan. In the year-earlier quarter, special pretax charges of $498 million dragged down net. Ford was profitable in its North America and Asia Pacific regions, but lost money in Europe, South America and Middle East & Africa. Revenues fell 3 percent to $34.9 billion. “During the third quarter, we continued to introduce an unprecedented number of new vehicles and invest heavily in the new products and technologies that will deliver strong profitable growth beginning next year,” CEO Mark Fields said in a statement. 'Challenges' In summing up the quarter, CFO Bob Shanks acknowledged, “We did have some challenges. But everything was in line with what we expected at the end of September” when Fields laid out his projections for investors. At that investor conference, Fields cut Ford’s profit outlook for 2014, delivering a jolt to investors who had become accustomed to his predecessor, Alan Mulally, regularly beating Wall Street projections. Fields warned that profits this year would come in at least $1 billion, and as much as $2 billion, below prior guidance. Ford tied the warning to several factors including economic weakness in Russia and South America on top of $1 billion in unplanned warranty expenses. Ford reiterated today that it expects its 2014 pretax profits to be about $6 billion, excluding special items, and that its North American operating margin will be at the lower end of its 8 percent to 9 percent guidance range, while the automaker’s results in Europe, Asia Pacific and Ford Credit will improve from 2013 levels. Volume hurts N.A. In the third quarter, Ford’s North American region posted a pretax profit of $1.41 billion, down 39 percent, hurt by higher warranty costs and lower volume. Revenues fell 6 percent to $19.9 billion, as wholesale volume slid 8 percent to 665,000 units. The volume drop was due to mainly to product launches, including five weeks of downtime in the quarter at the Dearborn Truck Plant near Detroit for the launch of the redesigned F-150 pickup, and supplier parts shortages. In Europe, Ford’s pretax loss widened to $439 million from $182 million a year earlier. Ford said the wider loss was more than explained by Russia, currency losses on its balance sheet, lower component pricing and the non-recurrence of year-earlier special gains. European revenues rose 7 percent to $6.9 billion. In July, Ford posted its first quarterly profit in the region in three years. Asia Pacific drops In the Asia Pacific region, pretax profit fell 62 percent to $44 million, as revenues rose 4 percent to $2.6 billion on a more favorable mix of sales. The revenue figure excludes Ford’s joint ventures in China. Finance chief Shanks said the profit decline was due to the costs of opening five new factories in the region in the next nine months plus the cost of launching the Lincoln brand in China. He said Lincoln recorded its first sale in China today. Eight Lincoln dealerships will be open by the end of 2014. In South America, Ford swung to a pretax loss of $170 million from a pretax profit of $160 million a year earlier, as revenues slid 17 percent to $2.3 billion. Ford cited lower volume and currency losses for the red ink. “Ford is working to manage the effects of slowing GDP growth, declining industry volumes in its larger markets, weaker currencies and high inflation, as well as policy uncertainty in some countries,” the automaker said. In the Middle East & Africa region, pretax losses narrowed to $15 million from $25 million a year earlier, as revenues rose 5 percent to $1.1 billion. Ford Motor Credit’s pretax profit rose 17 percent to $498 million, on higher volume. The company said Ford Credit saw increases in nearly all financing products, including consumer and non-consumer products globally and leasing in North America. Negative cash flow Ford’s automotive operating-related cash flow was a negative $700 million for the third quarter, the first time since the first quarter of 2010 it has been negative, Shanks said. That was due to unfavorable changes in working capital, including the effects of the downtime at the Dearborn Truck Plant. Ford said it expects working-capital changes in the fourth quarter to be positive. Ford said supplier parts shortages also contributed to the negative cash flow. There were shortages at four North American plants, which Shanks declined to name. “We’re not going to identify the suppliers and models,” Shanks said. “There were four different issues. We are not going to make it up fully in the fourth quarter.” Ford ended the quarter with automotive gross cash of $22.8 billion, exceeding debt by $7.9 billion. Three months ago, Ford’s gross cash total of $25.8 billion was $10.4 billion more than debt.

Interestingly, the Ford Otosan Cargo and the CL-9000 both share the same height of 125.8 inches. Transcontinental Mark 2 - 127.6" (unladen) CL-9000 - 125.8" Ford Otosan Cargo 1846T - 125.8" Transcontinental Mark 2- 124.3" (laden) (cab heights excluding air fairings) What was the height of the H-Model? .

Transport Brazil / October 23, 2014 Spearheaded by Vice President of sales and Marketing Roberto Leoncini, Mercedes-Benz is reformulating its commercial truck strategy in Brazil to win back the niche agribusiness transport in soybean producing regions that used to be the truckmaker’s domain. Mr. Leoncini, formerly with Scania, is working to reposition the brand and regain markets. The first part of Leoncini’s strategy is for Mercedes-Benz to reconquer the agribusiness market with the new Axor Econfort, a tractor offering high performance, superior reliability and comfort. In addition to new sales strategies and rebuilding customer relationships, Mercedes is offering the Axor and Actros with drum brakes to better withstand the severe dust operating conditions in agricultural operations. “Although disc brakes are superior for on-road operations, the dust ends up hurting the performance and useful life of the brakes. We listened to the transporters and now we're giving them what they asked for – drum brakes and additional cab comfort features,” said Leoncini. The powertrain offerings of the Mercedes-Benz Actros and Axor in Brazil were designed for pulling three-axle semi-trailers with gross vehicle weights ranging from 48.5 to 53 metric tons (106,924lb to 116,845lb), B-Double trailer configurations (a.k.a. Interlinks) with a GCWR of 57 metric tons (125,663lb) and road-trains up to 74 metric tons (163,142lb). Slightly smaller than the flagship Actros, the Axor Econfort (Economy + Comfort) is now available with a shorter 3,100 mm wheelbase, 6x2 configuration and 360, 410 and 440 horsepower ratings. .

http://www.bigmacktrucks.com/index.php?/topic/34624-mack-scania-cooperation/

Press Release / October 24, 2014 Jacobs Vehicle Systems, manufacturers of the Jake Brake, recently participated in the IAA Show in Hannover, Germany. We had the pleasure of speaking with engineers from around the world who stopped by to discuss the issues they are facing and to learn how our technologies, especially VVA and HPD, could help resolve them. As a partner to the world’s leading OEM’s, including Daimler, Volvo, and DAF, and with product releases in China, Latin America, Europe and North America, Jacobs is working on some of the industry’s most pressing challenges such as emission compliance, engine downsizing, and retarding performance. At the same time, our engineers are exploring, and discussing with new and existing customers, technology solutions that will solve for whatever the industry may face next. If you would like to hear more about what our technologies have to offer or more details about how they work, your regional Jacobs’ representative is available to talk at your convenience. Let’s talk soon! *One other note, we are releasing a series of Technology Briefs over the coming months that will provide an in-depth look at what we are working on. Be sure to download them as they become available. http://www.jacobsvehiclesystems.com/news-events/iaa-international-motor-show-2014/ .

A very happy Bill Ford at the Ford Otosan plant. Bill has long felt a personal connection with Koc Group owing to the long time friendship forged by Henry Ford. .

I had felt that I responded to your misconception in a friendly and polite manner (below), making you aware of the actual fact. I had no idea you felt admonished, nor was that my intention. I apologize for somehow giving you that impression. I humbly suggest that terms such as "Ruskys", which in the U.S. has a history of being used in a derogitory fashion, are best avoided on the forum out of respect for others. Truck (and car) sales marketing in this day and age does indeed involve a great deal of colorful creativity. Not so fast my friend. GAZ didn't copy anyone. In 2006, GAZ purchased the assets of troubled LDV, a UK-based van manufacturer. This gave GAZ the modern LDV Maxus van. That's the cab on their new medium truck. LDV made a good van, but wasn't large or diversified enough to survive. The GAZ Gazelle (LDV Maxus), Ford Transit, Mercedes-Benz Sprint, Fiat Ducato and particularly the Volkswagen Crafter all have unique styling themes. Come to the IAA commercial truck show and see them in person (Sept 25 - Oct 2). http://www.bigmacktrucks.com/index.php?/topic/37160-russian-vehicle-maker-gaz-launches-new-gazon-next-medium-truck/

Truck News / October 22, 2014 Downspeeding is great for fuel economy, but it can wreak havoc on an underspec’d driveline. The trend toward downsped powertrains is unlikely to abate, since a 1% fuel economy gain can be achieved for every 100 rpm slower the engine runs. Several powertrain offerings have come out in recent years that downspeed 200 rpm, providing a 2% fuel savings, which can amount to about $2,200 per truck annually based on US fuel pricing. But those savings can quickly vanish if your truck is stuck on the side of the road with a mangled driveline. This is a legitimate concern, according to Mike Schwanzl, senior manager, field sales with Dana. Schwanzle outlined these issues to Truck News during a one-on-one briefing at the American Trucking Associations Management Conference & Exhibition earlier this month. Downsped powertrains “need faster axle ratios to deliver the same horsepower to the drivline,” Schwanzl explained. “This brings with it the challenges of more torque in the drivetrain. As axle ratios go down numerically, the driveline torque increases.” Dana claims a downsped engine at cruise speed increases torque in the driveline by 57%. Fortifying the driveline is the only way to protect it against the resulting long-term torque stresses. Dana has introduced the new Spicer Advantek 40 tandem axle specifically to address this new challenge. It features the industry’s fastest axle ratios of 2.26:1, to handle the higher axle input torques resulting from lower engine rpms at cruise speeds. The Advantek 40 is a more robust tandem axle than previous designs, which also weighs about 20 lbs lighter. It is coupled with the SPL 350 driveshaft and SPL inter-axle shaft to collectively provide a “fortified” driveline capable of handling the increased torque generated by downsped powertrains, Schwanzl explained. While the Advantek reduces weight by 20 lbs, the SPL 350 driveshaft actually adds 50, for a net loss of 30 lbs. However, Schwanzl pointed out the SPL 350 and SPL 250 have 40% greater torque carrying capability and twice the bearing life over competitive designs. He also noted a lighter-weight steer axle is in the works to gain back some of the weight added by the SPL 350’s heavier-duty u-joint. Dana claims these are the only driveshafts and inter-axle driveshafts in the market today that can provide a million mile life expectancy in a downsped powertrain environment. However, beefing up the driveline isn’t the only thing a fleet can do to reduce the risk of damage. Schwazl suggested fleets also torque-limit the engine through a software recalibration. This will minimize the risk of overloading the driveline in lower gears. “We advocate a combined approach,” he said. With fleets and OEMs pursuing even greater fuel economy, Schwazl said the trend towards slower-running engines and the higher torque loads they create is here to stay. “We are hearing the OEMs want to move down towards 900 rpm cruise speeds, so torques will continue to rise,” he said. “We need to anticipate that and engineer solutions now to accommodate more torque in the driveline.” In the meantime, since the concept of downspeeding is still relatively new, fleets need to ensure they’re spe’ing their drivelines appropriately. Schwazl said Dana saw a spike in equipment failures over the winter – especially in low-speed maneuvers – because customers paired downsped powertrains with traditional drivelines. Some fleets now stuck with an incompatible system have gone so far as to retrofit their driveline components. “We have retrofitted a couple of fleets but that’s expensive to do – it’s really not practical,” Schwazl said. Dana has published a white paper that explores this issue in more detail. It can be found here.

Heavy Duty Trucking / October 22, 2014 Goodyear says it will be testing its "Air Maintenance Technology" (AMT) for commercial vehicles -- which keeps tires inflated without any external pumps or electronics -- on trucking fleets over the next year and a half. Goodyear has been developing and testing the technology since 2011. It automatically keeps tires inflated to a specified cold inflation pressure with internal pumps and sensors. The AMT system is designed to work under many operating conditions and through multiple retreads. “This is an important milestone in the development of AMT for the commercial trucking marketplace,” said Joseph Zekoski, chief technical officer. “The tires equipped with AMT have performed well in testing and we are pleased that so many of our fleet customers were eager to collaborate with us.” The system uses a peristaltic pump technology to automatically maintain tire pressures specified by the fleet. All components of the AMT system are contained within the tire. Properly inflated tires result in lower emissions, longer tire life, improved safety and better performance. The Department of Energy’s Office of Vehicle Technology gave a $1.5 million grand to assist in the research and development of AMT. Representatives from the DOE met with Goodyear’s AMT teams in September to review the progress on the project. “This phase of testing will go a long way in helping us determine when we can make this technology available in the commercial tire marketplace,” said Zekoski.

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

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

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

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

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

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

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

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

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