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GM postpones launch of new 3.0-liter Duramax diesel to 2020 MY Michael Wayland, Automotive News / May 21, 2019 General Motors is postponing the launch of a new inline-six turbodiesel engine in the Chevrolet Silverado 1500 and GMC Sierra 1500 until the 2020 model year. The EPA's emissions certification process for the engine is taking longer than anticipated, creating a "slight delay," according to a memo GM sent to dealers Tuesday. The full-size diesel pickups were expected to go on sale for the 2019 model year in early 2019, months after gasoline versions started arriving at dealerships last fall. GM said 2020 diesel pickup production will begin "soon" but the delay means dealer orders for the models will be canceled and must be resubmitted. Dealers and customers impacted by the cancellation will be offered a replacement 2020 vehicle. Notification and timing of the replacement orders will be provided later. A company spokesman said dealer orders for the 2020 diesel models will open "soon." He refused to say how many orders were placed for the 2019 model year. The U.S. government has taken a stricter stance on emissions certification — particularly diesel engines — since Volkswagen Group's sweeping emissions violations emerged in September 2015. Other automakers, including Fiat Chrysler Automobiles and BMW Group, have also been forced to delay launches because of the prolonged certification process. The 3.0-liter Duramax engine is GM's first turbodiesel in a 1500 series GM pickup since 1997. In March, GM said the engine — paired with a 10-speed automatic transmission — would achieve segment-leading power of 277 hp and 460 pound-feet of torque. GM has not released towing capacity, payload and fuel economy ratings for the Duramax diesel model, which will be priced starting at $2,495 over a 5.3-liter V-8 model and $3,890 over a 2.7-liter turbo model. The new diesel engine is being produced at a GM powertrain plant in Flint, Mich. According to the memo, the Silverado, like its Sierra sibling, will receive updates such as adaptive cruise control and expanded availability of the 10-speed transmission for the 2020 model year.

Reuters / May 21, 2019 Volkswagen AG truck brand Scania said on Tuesday it will invest 1.4 billion reais (US$344.14 million) to modernize its Brazilian factory in Sao Bernardo do Campo, an industrial city near Sao Paulo. The investment in the historic center of Brazil’s auto industry follows Ford Motor Co’s decision to exit the heavy truck business in South America and shut down its plant in the same city, which could benefit the remaining players in the sector. During the first four months of 2019, sales of Scania heavy trucks increased 31% compared to the same period a year ago, according to data compiled by local automakers association Anfavea. The investment comes at a time when the state of Sao Paulo, which long dominated the Brazilian auto industry, has seen auto companies set up factories elsewhere, lured by tax incentives. Earlier this year, General Motors threatened big cuts in its Sao Paulo factories. That prompted state governor Joao Doria to negotiate aggressively, ending in the launch of a new incentive package for auto makers in the state. GM then decided to invest $2.7 billion to take advantage of the tax program. The new Scania investment will start in 2021 and end in 2024, following its 2016 to 2020 investments, which total 2.6 billion reais, the company said in a joint statement with the Sao Paulo state government. Scania’s latest financial commitment is aimed at overhauling its assembly line, as well as introducing a new generation of trucks in Latin America.

Transport Engineer / May 13, 2019 Waste management and recycling business Biffa has taken delivery of 43 Mercedes-Benz Econic trucks, adding to the 51 already acquired in 2017/18. Supplied by dealer Euro Commercials, 38 of the vehicles are 6x2 Econic 2630L variants with rear-steer axles and Dennis Eagle compactor bodies. Of the remainder, three are 18-tonne Econic 1827L skiploaders and two are 32-tonne 3235L ENA hookloaders, with bodywork by Boughton Engineering. These are Biffa’s first Econic-based skipoaders and hookloaders, and they are on trial in London, where the Econic holds a five-star rating under the Direct Vision standard thanks to its low seating position, panoramic windscreen and fully glazed side door. All new additions are equipped with 7.7-litre, six-cylinder engines, with the RCVs producing 295bhp, while the skiploaders have 269bhp versions and the hookloaders 350bhp. The RCVs have fully automatic six-speed Allison gearboxes ideal for stop-start collection; the skiploaders and hookloaders have 12-speed Mercedes PowerShift 3 transmissions. Colin Bagnall, Biffa fleet project engineer, says: “The Econic is our preferred low-entry RCV chassis… We used to buy 6x4 variants, however to reflect the fact that a much higher proportion of the trade waste we collect is now recycled at our own transfer facilities, rather than being sent to landfill, we switched about three years ago from double-drive to 6x2 rear-steer chassis.” Biffa undertakes the majority of vehicle inspections and maintenance in its own workshops. “Mercedes-Benz Trucks has a strong dealer network, though, and we also rely on its members to undertake warranty work and, from time to time, other assignments,” adds Bagnall. .

Commercial Motor / May 20, 2019 .

Peterbilt Motors Co. Press Release / May 17, 2019 Building upon Peterbilt's tradition of Class, the Blackout Exterior Package will have everyone doing a double take of your Model 579 UltraLoft. The Blackout Exterior Package includes an exclusive black effect exterior paint, Dura-Black aluminum wheels and a black finish crown. .

Functional and cheap, but low build quality and a droopy face only a mother could love.

Freightliner Trucks Press Release / May 21, 2019 .

Well, it only took the Germans more than a year (13 months) from the Econic's official introduction to "finally" get around to trying to sell this cheapened/decontented version for North America (In Europe it's is a solid truck, second only to Dennis Eagle).

. . .

Cummins Press Release / May 17, 2019 The new GILLIG Battery Electric Bus, powered by Cummins, is now available! If you’re attending APTA (American Public Transportation Association) in Louisville, find out more and see the electric bus firsthand. Press event with GILLIG and Cummins leaders at 11:30 AM on Monday, May 20. #Cummins #GILLIG .

You're right Paul, most don't.

The United States Postal Service cooperating with a Chinese Communist Party-led autonomous truck company........what could go wrong?

Postal service to test automated delivery between 2 major hubs Pete Bigelow, Automotive News / May 21, 2019 Through snow, rain or heat. Via human postal employees, and now automated machines. The U.S. Postal Service, starting Tuesday, is partnering with [Chinese] autonomous truck company TuSimple on a two-week pilot project that will automate trips between distribution hubs in Dallas and Phoenix. Three of TuSimple's big rigs will make five round trips over two weeks, hauling trailers filled with mail and examining the potential of automated hauling mainly along Interstate 10, a linchpin of freight movement in the United States. The trucks are on I-10 for much of the route, but they also contain portions of I-20 and I-30 in Texas. Long-haul routes on interstates through regulatory-friendly states and weather-friendly conditions are expected to be some of the first practical uses of automated systems, so the small-scale pilot project could portend more widespread deployments down the road. "This is our first real run that kind of stretches our legs," said Robert Brown, director of public affairs at TuSimple. "It's a sweet spot for autonomy." Though the two-person crews will adhere to hours-of-service limits during the project, switching drivers at various points during the 22-hour journey, the trucks will complete the 1,065-mile journey without much of a reprieve. That will allow the Postal Service and TuSimple to better understand operations on lengthy routes that cross jurisdictional boundaries at various times of day. Human safety drivers remain a vital component of the testing. Further afield, TuSimple expects to launch fully self-driving operations, without safety drivers, in late 2020 or 2021. The company has more than 50 trucks in its fleet. With its U.S. headquarters in San Diego, the company has set up a testing base in Tucson, Ariz., from which it has contracted with multiple companies to carry goods within the state. The Postal Service is its first public customer. If the trial goes smoothly, Brown expressed hope the Postal Service might agree to a long-term contract. "We left it at, 'Let's see how this pilot goes,' " he said. "Going from there, ... there's room and potential to continue this relationship. For the Postal Service, automation is a good business model. They have tight delivery windows with next-day and two-day shipping. Once you can remove hourly service constraints, that's when it gets incredibly interesting." Interstates in general, and I-10 in particular, are expected to be early hot spots for automated trucking. In 2016, officials from the departments of transportation in Arizona, New Mexico, Texas and California formed the Interstate 10 Corridor Coalition to explore the possibilities of coordinating rules and regulations for connected and automated vehicles over multiple jurisdictions. "It's a major freight thoroughfare, because of its proximity to Los Angeles and Long Beach, and those are the biggest freight-handling ports in the country," said Greg Winfree, executive director of the Texas A&M Transportation Institute. "I-10 becomes the main east-west way to move that product into the heartland and spread it around." California regulations do not permit testing of automated technology in vehicles that weigh more than 10,000 pounds. For practical purposes, that limits the testing of self-driving trucks on public roads. While the state has more than 60 companies testing self-driving cars, trucking companies must look elsewhere for public-road test grounds, and places such as Florida, Texas and Arizona have proved popular. A Postal Service spokeswoman said the TuSimple pilot project will enhance efforts "to operate a future class of vehicles which will incorporate new technology to accommodate a diverse mail mix, enhance safety, improve service, reduce emissions, and produce operational savings." .

Ford plans 7,000 salaried job cuts by September, saving $600 million a year Michael Martinez, Automotive News / May 20, 2019 DETROIT -- Ford Motor Co. CEO Jim Hackett told employees Monday the automaker is entering the final stretch of job cuts it began last year, and by September it will have shed 7,000 salaried positions globally — roughly 10 percent of its salaried work force — saving the company $600 million annually. The number includes voluntary buyouts, involuntary separations and open positions Ford chose not to fill. Of the 7,000, about 800 involuntary separations will have occurred in the U.S., some 500 of which are scheduled to happen this week. "Ford is a family company and saying goodbye to colleagues is difficult and emotional," Hackett wrote in an email. "We have moved away from past practices in some regions where team members who were separated had to leave immediately with their belongings, instead giving people the choice to stay for a few days to wrap up and say goodbye." The process, which Ford has deemed a "smart redesign," apparently has taken longer than initially expected. Hackett this year said the actions would be wrapped up by midyear. The 7,000 cuts include some salaried positions in South America, where Ford is closing a plant and exiting some vehicle markets. They also include cuts to its European business, announced this year. Ford began the layoff process in November but has declined to provide details until now. Experts questioned the strategy of leaving employees without much information, but Ford insisted that it was doing it in a "thoughtful" way. Hackett said Monday the company was creating a flatter management structure with less bureaucracy, noting more than 80 percent of managers will have six or more direct reports, up from 35 percent before the cuts began. Since Hackett took over as CEO two years ago, he has implemented an $11 billion global redesign to improve what he calls Ford’s “fitness,” which includes the layoffs as well as cuts to unprofitable and low-margin vehicles, including all sedans. In addition, Ford in 2018 announced a five-year cost-cutting goal of $25.5 billion as it works to hit 8 percent profit margins globally by 2020. Hackett has called 2019 a “year of action” after taking longer than some analysts and investors would have liked to implement his plans. The automaker’s stock, after languishing for years, has risen more than 30 percent in 2019, although shares are still trading lower than when Hackett took over for former CEO Mark Fields in May 2017.

Aluminum F-150 proves less costly to repair Michael Martinez, Automotive News / May 20, 2019 Overall collision losses in line with steel pickups Bob Tomes was among the Ford Motor Co. dealers who sank tens of thousands of dollars into new equipment and training to repair the automaker's aluminum F-150 pickup when it debuted in late 2014. Mother Nature showed him that it was the right call. Back-to-back Texas hailstorms in the spring of 2017 filled his eponymous dealership's service bays in McKinney with dented and damaged pickups. But the F-150's modular architecture and extensive training given to his nine certified technicians resulted in speedy repairs that cost as much as $2,000 less than similarly damaged steel-bodied vehicles, Tomes said. "We were called upon to make that investment, and you have to step up," Tomes said. "I think we're very pleased with how it turned out." So is Ford, whose big bet on aluminum for its hugely profitable F-series franchise prompted persistent questions — and relentless attacks from rivals — about whether the pickup would cost more to repair and insure. But insurance data shows that an extraordinary effort to train dealers, educate insurers and design the vehicle to be as repair-friendly as possible helped make it ultimately cheaper to fix and replace than the previous generation, a goal to which Ford engineers aspired from the project's inception. "It was our moonshot," Dave Johnson, Ford's global director of service engineering operations, said. "We wanted them to be insurable on par with a steel F-150." Aluminum is lighter than steel, but it generally costs more and sustains damage more easily. Switching materials helped Ford cut the weight of the F-150 by up to 700 pounds but had the potential to make the company's top-selling and most lucrative vehicle line vulnerable if buyers began to perceive the trucks as weaker or more expensive to own. The Highway Loss Data Institute, an affiliate of the Insurance Institute for Highway Safety, has not studied overall insurance costs, which are determined by factors such as a driver's age, gender and location, but its latest data on collision claim coverage yielded surprising results. Collision claim severity for aluminum F-150s is roughly 7 percent lower than on the steel predecessor, in part because of cheaper repairs. But the frequency of collision claims has risen about 7 percent, resulting in an unchanged overall loss. When the pickup was introduced, insurers predicted that costs would hold steady unless claims data indicated a need for an adjustment. "Given the fact it was aluminum intensive, and prior aluminum vehicles indicated collision claim severities increased, there was concern the same would occur with the F-150," Matt Moore, senior vice president of the Highway Loss Data Institute, told Automotive News. "Simply put, when we look at the overall losses relative to the other pickup trucks, there's not a change, which was not consistent with expectations." State Farm says insurance prices for the aluminum pickup are roughly in line with those of the previous model. Modular architecture Ford officials said that, from the earliest meetings around the F-150's aluminum-heavy redesign, they focused on engineering it to be as repair-friendly as possible with a new, modular architecture. The front apron tubes, for example, were pulled out farther for easier access. Repairing them on the previous-generation F-150 involved a time-consuming teardown of the vehicle's A-pillar and removal of the instrument panel. The Highway Loss Data Institute also cited changes to the front fenders that cut replacement time by six or seven hours. Gerry Bonanni, a Ford senior engineer for paint and body repair, said Ford made those changes based on frustrating experiences with the steel pickup. "The key thing was that we had the involvement from the early engineering meetings," he said. "The designers were able to engineer it around those specific points." Johnson noted that meetings on the modular design started as much as two years before the F-150's debut. "You can't overstate the value of having the truck engineered upfront in a way that it's less susceptible to damage," he said. Cheaper parts Ford also has priced replacement parts for the aluminum pickup lower. The Highway Loss Data Institute found that total parts costs for the 2015-16 aluminum F-150s are 16 percent less than those for the 2014 steel pickups. That includes a 43 percent drop for hoods and taillights and a 37 percent decrease for front bumpers. Rear bumpers and bedside replacement parts cost more, though. Ford officials declined to comment on the parts pricing, although Johnson noted that Ford worked with suppliers for adhesives, cleaners, paint and other materials to help keep costs competitive. The Highway Loss Data Institute noted, for example, that bumpers on the new pickup use chrome and do not require painting as those on the steel versions do, which saves roughly $150. Dealer training The aluminum F-150 rollout also included extensive training and education for dealers and insurers. Ford offered its retail network a voluntary Collision Repair Program to train service shop technicians how to work with the material. Dealers were responsible for buying new equipment that cost between $30,000 and $50,000, although they could get rebates from Ford worth roughly $10,000. Equipment included a rubberized curtain to separate aluminum repairs from work on steel vehicles because aluminum dust can ignite and explode if cross-contaminated with steel dust. "That was critical; we knew we were asking dealers to do something big with us," Johnson said. "We knew we needed to have coverage across the country." As part of that dealer training, Ford brought in insurance adjusters to familiarize them with changes to the vehicle. Bonanni said the company has trained nearly 6,000 adjusters to date. Doug North, president of North Brothers Ford in Westland, Mich., was among the dealers who invested in the new equipment and training. He said it was worth it. "We're glad we did it," he said. "Our F-series sales and local market sales of F series have steadily grown in the last few years. Given the decline in car sales, it also represents a larger percentage of our business. We haven't had any real hiccups."

GM considered selling HQ amid 2018 restructuring Michael Wayland, Automotive News / May 19, 2019 DETROIT — Amid General Motors' restructuring and cost-cutting efforts last year, the automaker also was in talks to sell its glass-towered Renaissance Center headquarters to billionaire businessman Dan Gilbert. Talks between GM and Gilbert in the fall did not advance far, at least in part because the complex built in the 1970s and early 1980s by Ford Motor Co. under then-Chairman Henry Ford II requires substantial upgrades, including a costly overhaul of the heating, ventilation and air-conditioning system. A sale to Gilbert or other buyers could happen down the line. Gilbert's decade of purchases is in stark contrast to the trend at GM, which has heavily invested in the city and region but has looked to sell or potentially shutter some operations, including a Courtyard by Marriott hotel across from its headquarters and its Detroit-Hamtramck Assembly plant. The factory is scheduled to end production by January, pending negotiations with the UAW this year. GM has made substantial renovations to the Renaissance Center, however it canceled plans for a 120,000-square-foot addition in 2017. The company also halted reinvestment last year at its famed design studios in Michigan and another project to update its global propulsion headquarters in an effort to save money. GM's recent cost-cutting measures, including potential closures of five North American factories and the slashing up to 14,000 jobs, are a major part of the company's plans to save $6 billion in annualized spending by 2020. The last time there were reports about GM possibly selling its Motor City headquarters was as the company prepared for bankruptcy in 2009. It did not occur in part because of the negative impact it would have on the city's downtown. GM purchased the 5.5 million-square-foot facility reportedly for more than $70 million in 1996, after Ford sold it in the early 1980s to an investor group. By 2004, GM had completed $500 million in renovations there, according to its website. When built, the modernistic Renaissance Center was known as "a city within a city." It was meant to revive Detroit's downtown and economy following civil unrest in the late 1960s. .

Mack part-no. 9QT516A Give the good folks at Watt's Mack a call at 1-888-304-6225. https://www.wattstruckcenter.com/portal/cab/windshields/

I would have the steering wheel "spokes" painted a flat matte black with a bit of texture.

Both "soft feel" and hard plastic steering wheels can be supplied, but I imagine most people will request the soft feel.

More Details Emerge on New Autocar Conventional Truck Heavy Duty Trucking (HDT) / May 17, 2019 Autocar has announced more details about its first new conventional truck in more than 30 years – including answering HDT's question on whether it will be available beyond the refuse market. Earler this month, Autocar unveiled a new conventional model truck, the Autocar DC-64R – a completely new conventional truck, purpose-built from the ground-up for severe-duty refuse applications, according to the OEM. The company says the truck’s new cab is one of its standout features. Inspired by Autocar’s legendary conventional cabs, the DC cab has a large workspace and ergonomics optimized for productivity in refuse applications, according to Eric Schwartz, managing director of Autocar Trucks. “The DC’s cab maximizes space and productivity for drivers from the biggest guys to petite women,” Schwartz said. “That was a hard balancing act to accomplish, but we focused on it because our customers have diverse work forces today." The company used ergonomic-simulation software to optimize factors such as gauge readability, controls reach, comfort adjustments, and the placement and spacing of steps and grab handles. "We’re proud the new DC cab was designed to accommodate a work crew of three very big people sitting comfortably and safely.” James Johnston, president of Autocar, touted the truck's safety and durability. "Those are always our first objectives. So our new DC cab is built from a combination of engineered steel, judiciously chosen aluminum components, and robust steel corner castings. We also maximized driver visibility, with a steeply raked wraparound windshield for upward and forward visibility and large rear corner windows standard, very rare in Class 8 conventional cabs. The best way to stay safe is to see all around and avoid getting into trouble in the first place.” Schwartz also pointed out that despite a name that harks to the past, the technology in this truck is all right now. “While the new Autocar DC cab was inspired by Autocar’s legendary driver cab from the previous generation of the Autocar DC conventional, our totally upgraded electrical system and Always Up one-touch diagnostics establishes a new state-of-the art platform for the future of vocational trucks,” he said. “The truck actually monitors and diagnoses itself in real-time, not only alerting techs of issues, but even showing a description of what fault has occurred and as well as where and how to fix it. It enables trucks to be rapidly root-caused and placed back into service, making money again for our customers.” The theme of easy tech access for maintenance and repairs is carried throughout the cab’s design, Schwartz noted, with exposed fasteners on all the panels and easy access from within the cab to the HVAC system, cab roof-mounted components, transmission, rear of the engine, fuse boxes, control modules, and even the wiring inside the A-pillars. If service is required, technicians can quickly gain access to the location of the issue and get the truck back into service. Autcar also revealed a new feature on the DC model that extends beyond the cab: a process the company call its Power of One integration. According to Autocar, the DC is the first truck to fully integrate all components, not only inside the cab, across the powertrain and electrical systems, but also including the refuse body as well. Autocar’s Power of One integration treats the total vehicle as one complete tool, not only at the engineering stage, but actually extends to installing body components on the Autocar production line in Birmingham, Alabama. This unique process is said to avoid numerous issues that might otherwise arise, enhancing uptime and ROI for waste haulers. The initial engines are the Cummins L9, with ratings up to 380 hp, and the Cummins X12, rated up to 500 hp and 1,700 lbs-ft of torque. Autocar intends to offer the Cummins ISX12N natural gas engine as well in the future. Although the focus of the DC launch has been refuse applications, Autocar told HDT that the Autocar was designed for multiple vocational applications. Details and developments concerning models for construction will be announced soon, and other applications explored depending on market demand. Autocar says it is taking orders for the DC-64R now for production and delivery later this year. The first buyers of the truck are specifying roll-off and rear-loader refuse applications. .

Trailer-Body Builders / May 17, 2019 Link Mfg, which makes specialty-engineered suspensions, recently delivered the first set of its new Triton Tri-Drive Air Suspensions. The industry’s first “ultra-high-capacity” tri-drive air suspensions are engineered to be used in multi-axle configurations for heavy-haul and off-highway applications, Link said. Designed for traditional production-line installation, Triton’s 105K carrying capacity gives OEMs a path to broadening their product offerings by increasing the load-bearing capabilities of existing vehicle platforms. Triton Tri-Drive Air Suspensions are engineered for application flexibility and can be combined to provide a variety of vehicle carrying capacities, Link said, including 35K single-drive, 70K dual-drive and 105K tri-drive configurations. Regardless of disposition, Triton Air Suspensions are designed to integrate with most major heavy-haul axle makes and models. “Using our new Triton Tri-Drive Air Suspensions, OEMs will now have higher-capacity equipment to offer, giving them access to off-highway mining, quarry and logging markets they may not currently serve,” said Bill Ott, vice president of engineering for Link Manufacturing. “Our line of Air Link Suspensions have been 100% off-highway-rated for 25 years, giving us decades of practical engineering experience in that market space. “The Triton Air Suspension is the byproduct of that experience.” Ott said the Triton’s heavy-duty mounting system was born of the company’s off-highway experience. He claimed that through voice-of-the-customer feedback, many of the problems associated with other tri-drives have been engineered out of the Triton, making its installation fast and simple. The Triton mounting system features extra-wide weight-bearing brackets that provide yaw stability, delivering predictable and well-balanced handling, the company said. Ride quality also is enhanced by Triton’s high-mounted air springs and under-slung spring saddles, which allow +/-4 inches of articulation, minimizing roll. “Link’s experience in designing rugged military suspensions has also contributed to the development of the Triton Tri-Drive Air Suspension,” said Neil Mardell, who manages defense programs and heavy vocational products for Link. “Triton’s ability to articulate, providing maximum traction over the most punishing terrain, is partly the result of its highly advanced, military-grade beam design.” Triton also is equipped with longitudinal and lateral control rods that ensure proper axle tracking and alignment. Trailing beams are interconnected by a torsion bar, further improving ride stability. Unique dual-height control valves help the suspension maintain optimum ride height independent of load levels, and all units are fitted with heavy-duty shock absorbers. Triton Tri-Drive Air Suspensions are engineered to maximize durability, while minimizing maintenance requirements, Link said. Polyurethane bushings help provide longer service life and eliminate lubrication requirements. Polyurethane also is more resilient than natural rubber bushings and resistant to petroleum distillates and other common contaminants. All Triton suspensions are treated with Link’s Link-KOAT migratory self-healing metal treatment. Link-KOAT provides excellent corrosion resistance and rust protection, the company claimed, even when surfaces are exposed to excessive abrasion, harsh chemicals and other severe-duty environmental factors. “For the end user, this suspension will improve the laden and unladen ride quality for the driver and the lifespan of the vehicle it serves,” Mardell said. “With Triton, users will enjoy the load-bearing capacity and roll stability of traditional steel spring suspensions, without the bone-jarring ride.” Added Ott: “Drivers will also be able to traverse uneven off-highway topography much more swiftly, which means more loads hauled in each work cycle.”