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  2. Kenworth Truck Co. / September 6, 2017 ELIZABETHTOWN, Pa. - White Oak Mills, a full-service Pennsylvania-based feed manufacturer, recently took delivery of a Kenworth T880S 7-axle straight truck, becoming Kenworth’s first customer to operate a T880S in this configuration. To recognize this Kenworth “first,” selling dealer Kenworth of Pennsylvania – Carlisle held a special ceremony for White Oak Mills. According to Josh Long, White Oak Mills transportation manager, the 7-axle configuration with 26-foot Walinga feed body allows the company to increase the amount of animal feed it hauls into Maryland and New Jersey – going from 11.25 tons per truckload to 22.75 tons. In addition, the company can carry three more tons of feed per load within its home state of Pennsylvania. “This is huge for our company, especially in neighboring states where our load was restricted due to state laws,” said Long. “If you’re registered outside of Maryland and New Jersey, a tri-axle truck is considered a tandem axle, so we were not as efficient in how much feed we could deliver. However, with the 7-axle configuration that conforms to federal bridge laws, our out-of-state sales will be more efficient.” White Oak Mills operates a fleet of 21 Class 8s – the new 7-axle T880S; 8 tri-axle straight trucks with 26-foot feed bodies; and 12 tractors hauling 40-foot feed trailers. The company delivers feed within a 150-mile radius of its plant, primarily for swine, dairy and poultry operations. “We purchased five T880 models earlier – drivers absolutely loved the ride and their productivity,” said Long. “When we worked with our Kenworth dealer and found new specs were available with the new T880S, we jumped at the opportunity. The key was a shorter hood (114-inch), the set-forward front axle, along with the PACCAR MX-13 engine (rated at 510 hp /1,850 lb-ft of torque) with an 18-speed transmission. It allowed us an overall length of 40 feet, with 45-inch spacing between the pusher axles and 54-inch space for the tag axle.” According to Long, the truck can deliver full loads of feed via a top mounted auger system that sends feed to storage bins. In addition, the truck is equipped with a vacuum for grain recovery. “Oftentimes, we will have a customer who wants to move excess feed to another bin or farm,” explained Long. ”With this unit, we can vacuum up the feed, then transport and offload. It’s our do-all truck and will keep busy.” Long said as demand increases and the T800S seven-axle proves itself, more will be purchased. “We feel we’re getting a double bang for the buck with Kenworth,” he said. “When we first got the T880s we were looking for reliability and productivity. We work 24 hours a day, six days a week, delivering feed and have a heavy-haul permit to load to 95,000 GVWR in our state. We found the trucks to be true workhorses with a very sharp turning radius – which we need since we’re delivering off-road and often in tight quarters. “I’ve driven the T880 myself and found it to be very comfortable – I spent many years as a driver for White Oak Mills and still maintain my CDL. Since we don’t do slip seating here, each driver is assigned a truck. So, they all take special pride in what they drive,” said Long. “Since we got the T880s, everyone wants to drive one. There is so much more room – the cab and windows are bigger than our previous trucks. We’ve got drivers who are over 6-feet tall, and they just love the space. It’s a beautiful truck – and now with the 7-axle configuration, more productive than ever.” .
  3. Kenworth Truck Co. / August 24, 2017 KIRKLAND, Wash., August 24, 2017 - The Kenworth T370 is now available with factory-installed 18,000 lb. and 20,000 lb. front drive axles. The new offering is targeted for heavy utility services, construction, municipalities, fire and rescue, and other specialty applications. The Kenworth T370 offers the Fabco FSD-18A and FSD-20A front drive axles paired with an all-new Fabco TC-548 transfer case for exceptional durability. The two front drive axles are available with the PACCAR PX-9 engine rated up to 350 hp and 1,150 lb-ft of torque. Both models require taperleaf front springs, and are available with air or mechanical rear suspensions. Kenworth has designed the front drive axle configurations with the lowest possible cab and frame heights. This allows easier body access and permits body builder boom installations to remain under most height requirements in U.S. states and Canadian provinces. In addition, the transfer case occupies frame space inside the rails from 36 to 52 inches behind back of cab, which provides clear space behind cab for body builder outrigger equipment. The transfer case includes an air activated front axle engagement switch and dash mounted indicator light, as well as a switch to control the high and low ranges in the transfer case. The T370 is available with a gross vehicle weight rating (GVWR) of up to 66,000 lbs., and can be specified with manual, automated or automatic transmissions. The Kenworth T370 is already available in 4x4 and 6x6 configurations with axle ratings from 10,000 lbs. to 16,000 lbs. “The addition of the heavier 18,000 lb. and 20,000 lb. front drive axles expands the T370’s already excellent reputation for being a vocational workhorse,” said Kurt Swihart, Kenworth marketing director. “The PACCAR PX-9 offers excellent power in a smaller package to move more weight. When combined with the higher-capacity front axles, customers can benefit from more of the payload’s weight shifted to the front axle, while still taking advantage of the T370’s short, 109-inch BBC (bumper-to-back-of-cab) measurement.” .
  4. Kenworth Truck Co. / August 17, 2017 Aggregate Hauler Finds MPG Improvement; More Payload with T880s ARDMORE, Okla. - Wayne Brown started in the construction industry 43 years ago. His first job was as a truck driver for his family-owned aggregate hauler and he enjoyed his time behind the wheel. “I drove the traditional high hood,” he recalled. “I was always very fond of the look.” So, it wasn’t surprising that when Brown bought his own rock/aggregate hauling operation in 2010 from his uncle, he went with the big hood, to join others in the fleet. According to Brown, the company operated 24 trucks when he purchased the Oklahoma City-based company. “Now we’re up to 80 trucks,” he said. “And we’ve made the transition from the high-hood to the Kenworth T880 with the PACCAR MX-13 engine. That decision is really paying us back. We’re getting up to 1.5 mpg improved fuel economy* and the trucks weigh in at nearly 900 pounds lighter. When you run fully loaded with between four to 10 runs per day to a rock crusher, that extra payload really adds up.” Brown Transportation purchased its Kenworth T880s from MHC Kenworth – Ardmore. Brown Transportation’s operation is a little unusual in the aggregate business. “We’re very diverse, which helps us weather any changes in the business climate,” he said. “We have 11 pneumatic trailers and provide sand for the oil industry in fracking operations. But that business can go up and down – it’s soft right now. So, we switch over to highway construction, delivering aggregate and rock in our belly and end-dump trailers. And since we’re a large aggregate hauler in our region, we can handle jobs others can’t. It’s not uncommon for us to get a call requesting a large delivery – due to our size, we can put more trucks on the job and complete a project in one day, versus three for our competitors.” Another competitive advantage for the company is its decision to spec the Kenworth T880s with the 52-inch mid-roof sleeper. “On our 43 T880s, we’re running the 52-inch mid-roof sleeper,” Brown said. “While our headquarters are in Ardmore, we have our trucks domiciled in Krum, Texas, and in Davis, (Oklahoma), and Oklahoma City. On a Monday, the trucks might have a job 100 or more miles away, so they’ll work that site all week – making runs to a crusher or pit nearby. It doesn’t make sense to deadhead back to our facility every day. So, that’s why the need for a sleeper. And this size gives our drivers the comfort they need, plus it’s tall enough so they can stand inside the sleeper.” Brown Transportation’s T880 52-inch mid-roof sleepers feature a liftable lower bunk with a comfortable 32-inch by 80-inch pocket coil mattress and storage underneath. There also is upper storage on the sleeper's back wall, including a place for drivers to hang their clothes and jackets. On average, Brown’s T880s average around 100,000 miles per year. “With the fuel savings we’re seeing with the T880, it means each truck is saving us close to $10,000 in fuel per year,” he said. “That factors into our total cost of ownership. We also look at cost of operation – and the T880s have been very reliable. Since we pay our drivers a percentage of the load, they have as much riding on the deliveries as we do. We expect our Kenworths to perform and we haven’t been disappointed.” One spec change the company recently made was the move to the Eaton UltraShift® transmission and disc brakes. “Our more senior drivers were used to driving 13 and 18 speeds and voiced concern when they heard we were switching to an automated manual,” said Brown. “But, now, you couldn’t get them out of the truck – they’d never go back to a manual. They’re no longer using their left foot and right hand all day long shifting. They’re less fatigued at the end of the day.” Helping even further, said Brown, is the quietness of the T880. “That PACCAR MX-13 engine (rated at 455 hp) is so quiet,” he said. “There is a big difference compared to the other engine we were running.” Brown also said the trucks bring a sense of pride to his drivers. “We make sure the trucks are washed – even the engines – every two weeks. One of my pet peeves is I like to have a nice looking fleet, so every other Monday, our drivers climb into a truck that looks brand new. I like it and they like it. And they in turn take better care of the trucks. We really have a special relationship with our drivers. We’re family-owned here too – my son Chad is vice president of operations, and his wife, Sara, is our CFO. We’re small enough where we know everyone and have a true family culture. That, along with our equipment, helps keep our driver turnover significantly lower than others in our industry.” .
  5. Cummins Unveils Class 7 All-Electric Daycab Tractor

    5 Cool Things About Our Electric Powertrain Concept Truck Cummins Inc. IT’S ALL ELECTRIC! The demonstrator truck uses a 140 KWh battery pack instead of a 12-liter engine. The weight of the electric powertrain is roughly equal to that of the removed engine, aftertreatment, transmission and fuel tank. The tractor day cab when paired with a trailer has a gross vehicle weight rating limit of 75,000 pounds. The concept truck has a range of about 100 miles on a single charge for city driving that’s extendable to 300 miles with additional battery packs. The powertrain and truck will enable Cummins to learn more about the potential electrification holds for larger vehicles. IT HAS PLENTY OF OTHER ENERGY-SAVING FEATURES A regenerative braking system and the potential for solar panels on the trailer roof can send energy to the battery pack. Air drag is reduced by replacing side mirrors with an in-dash camera system. The truck achieves a significant air drag reduction via its highly streamlined design as well as a better sealed truck body and underbody – with no front radiator intrusion. ITS ENVIRONMENTAL IMPACT Like Cummins’ diesel, natural gas and alternate fuel products, the concept powertrain and truck are designed to limit the vehicle’s impact on the environment. Electric cars and trucks produce zero emissions, which is important at a time when climate change is such a big concern. If the charging power is generated from 100 percent renewable sources, then the truck can be described as fully carbon neutral. IT’S ALL ABOUT OPTIONS Cummins wants to be the global leader in powertrains, offering customers a variety of power solutions to meet their particular needs. Diesel engines aren’t going away. The company expects diesel to be a popular option with customers for years to come. Cummins has and will continue to produce the cleanest diesel engines in the world, reaching near zero emissions levels. IT HAS CUMMINS’ SIZE AND EXPERIENCE BEHIND IT Cummins has been meeting the power needs of its customers for nearly 100 years, whether by diesel, natural gas, electrification or something else. The company’s technical staff of 10,000 people around the world has the high tech tools to study everything from a variety of bio fuels to waste heat recovery and even solid oxide fuel cell technology to power the next generation of Cummins’ engines and related products. .
  6. Cummins readies next-gen, future commercial power

    Unveiling the Next Generation of Energy-Diverse Products and Technology Solutions Cummins Inc. Clean-diesel, near-zero natural gas and electric power solutions: What do these things have in common? They’re the latest in a series of next-generation, energy-diverse products and technology solutions being developed by Cummins. During an event held Tuesday, Aug. 29, 2017 at the Cummins Technical Center in Columbus, Indiana, employees, company executives, global media and elected officials watched as Cummins unveiled its latest power solutions and energy-diverse products, demonstrating that the company is prepared to win with new and future technologies. “Cummins has always been an innovator,” stated Congressman Luke Messer. “Today serves as the latest example of how this thriving Indiana business is developing cutting-edge technologies that will shape the manufacturing industry for decades to come. It was an honor to join Cummins today and support the thousands of Hoosiers that work for this great Indiana company.” From Natural Gas to Clean Diesel to Electrified Powertrain Solutions The company displayed the latest in near-zero natural gas engine technology, as well as super-efficient diesel engines (the X12 and X15), and shared plans to introduce a revolutionary heavy-duty diesel engine in 2022. To round out the company’s expert capabilities in powertrain design, Cummins also revealed, for the first time ever, a fully electric class 7 demonstration Urban Hauler Tractor (pictured below in a rendering). These products and technologies add to Cummins’ unmatched portfolio of solutions and offer customers the latest in environmentally-friendly, cost-effective and powerful products to help them succeed in every market and every application. With these new innovations, Cummins will continue to provide connected customer support, including cloud-based solutions and big data analysis, in order to maximize up-time, safety and business optimization, increasing customers’ bottom line. “These new technological innovations build on our 100-year legacy of bringing the best solutions to our customers, driving their success and meeting the evolving demands of their industries and markets,” said Jennifer Rumsey, Chief Technical Officer, Cummins Inc. “We will harness our global technical footprint to continue to develop a wide variety of power technologies to bring our customers the choice and solutions that enable their success and contribute to a sustainable future.” During the event, which included tours of the Cummins technical center, Cummins leaders and scientists showcased the company’s continued innovation and work in analysis-led design capability, virtual reality, alternative fuels and digital capabilities, all of which are positioning the company to win in current and future technologies and in new markets. “As a global power leader for the commercial and industrial customers we serve, with an unmatched service and support network, we are better positioned than any other company to win in new and emerging technologies and in new markets,” said Rich Freeland, Cummins President and Chief Operating Officer. “We will leverage our deep industry and customer knowledge and our scale advantage to win. Over the past century, our ability to innovate and adapt has fueled our success and we are confident we are on the right path to do it again.” Cummins leadership believes that energy diversity is critical to its future success. For more information on these power sources and technologies of the future, check out the stories below. 5 Cool Things About Our Electric Powertrain Concept Truck 7 Ways Cummins Goes High Tech to Power Its Customers Cummins Positioned for Growth and Leadership in New and Emerging Tech Virtual Reality Helps Cummins See the Big Picture
  7. Like to see a gasoline option in the Chevy 6500XD cabover.
  8. PACCAR unveils automated transmission

    PACCAR Introduces 12-Speed Automated Transmission Kenworth Truck Co. / August 23, 2017 BELLEVUE, Wash. - PACCAR is introducing the new PACCAR Automated Transmission, the lightest heavy-duty transmission for on-highway commercial vehicles. The PACCAR transmission is designed to complement the superior performance of PACCAR MX engines and PACCAR axles. Kenworth and Peterbilt will begin offering the PACCAR Automated Transmission to North American customers in October 2017. “The PACCAR Automated Transmission is engineered to work seamlessly with PACCAR MX engines and PACCAR axles and provide industry-leading performance,” said Landon Sproull, PACCAR vice president. “Together, PACCAR Powertrain components deliver superior fuel economy, uptime, and driver satisfaction —top priorities for our customers.” The PACCAR Automated Transmission is designed for line-haul applications up to 110,000 lbs. Gross Vehicle Weight. It is available for engine ratings up to 510 HP and 1,850 lb.-ft. of torque and features tightly integrated electronic communications with the PACCAR MX engine. The PACCAR Automated Transmission offers the best overall gear ratio coverage available providing excellent low-speed maneuverability and the transmission is up to 105 lbs. lighter than comparable transmissions, savings that customers can use to haul more payload. The 750,000-mile oil change interval is the longest available for line-haul applications, which reduces maintenance costs and increases uptime. The transmission includes a differentiated fluid pressure detection system that protects the gears and shafts from low fluid conditions and allows PACCAR to offer industry-leading warranty coverage. Other features include a maintenance-free clutch and an internally routed electrical system to maximize durability. PACCAR’s new column-mounted shifter puts gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance. . .
  9. Ford Market News

    Ford schedules downtime at 5 N.A. assembly plants amid slowing sales Automotive News / September 19, 2017 DETROIT -- Ford Motor Co. will temporarily shut down production lines at five assembly plants in North America before the end of the year to fix recalled commercial vans and reduce output of slow-selling cars. Both of Ford's Mexico plants are affected. Cuautitlan Assembly Plant, which makes the Fiesta sedan, will be down for three weeks. Hermosillo Assembly Plant, which makes the Ford Fusion and Lincoln MKZ sedans, will be down for two weeks. In the U.S., Flat Rock Assembly Plant, which builds the Ford Mustang sports car and Lincoln Continental sedan, will be down for two weeks. Kansas City Assembly Plant's Transit line will be down for two weeks. Michigan Assembly Plant, which makes the Focus sedan and C-Max hatchback, will be down for one week. "We are continuing to match production with customer demand, as we always do, and we are on track for our dealer inventories to remain at planned levels by year-end," a Ford spokeswoman said in an emailed statement. In the case of the three U.S. plants, UAW workers will be placed on temporary layoff and will receive about 80 percent of their regular take-home pay. Collectively, the five plants employ more than 20,000 people, according to Ford's website. Ford did not provide any specific dates for the downtime, although the first week off for Kansas City workers will be Sept. 25 to Oct. 1, according to UAW Local 249, which represents them. The F-150 line at the plant is unaffected. The Transit is the best-selling large van in the country, but Ford in June said it was recalling 402,462 vans -- costing the company $142 million -- because of a faulty driveshaft flexible coupling. The defect could lead to the separation of the driveshaft, which could result in a loss of power, unintended vehicle movement and damage to brake and fuel lines. The Transit is still outpacing competition that includes the Chevrolet Express, GMC Savana, Ram Promaster, Mercedes-Benz Sprinter and Nissan NV. But sales fell 15 percent last month and are down 21 percent to 80,292 units through the first eight months of the year, according to the Automotive News Data Center. Retail sales are up, but fleet sales have fallen. In all other cases, the plants to be idled produce slow-selling cars. Ford CFO Bob Shanks early this year told analysts "don't be surprised" if Ford trims vehicle inventory to avoid a glut of unsold vehicles on dealer lots. Ford had an 81-day supply of vehicles as of Sept. 1, up from 77 a month earlier. Ford Motor’s total sales are down 4 percent through the first eight months of the year, slightly outpacing the industry’s overall sales decline of 2.7 percent. The Ford brand’s car sales are down 20 percent, while overall U.S. car sales have fallen 12 percent. Ford's truck sales are up 2 percent while total U.S. truck sales have risen 3.6 percent. Ford Motor has also lost one tenth of one percentage point of market share so far this year, to 15.1 percent.
  10. Dodge Market News

    Fiat Chrysler recalls 494,000 Dodge pickups for fire risk Automotive News / September 19, 2017 WASHINGTON -- Fiat Chrysler Automobiles said Tuesday it will recall 494,000 medium and heavy-duty Ram pickups worldwide because of a water pump that could overheat and potentially cause a fire. The recall includes 2013-2017 model year Ram 2500 and 3500 pickups with Cummins 6.7-liter diesel engines, including 443,000 vehicles in the United States. Fiat Chrysler said it is not aware of any injuries related to the issue, but has reports of a small number of fire-related incidents. The company will inspect and potentially replace the water pump.
  11. Nikola Motors news

    Nikola and Bosch partner on hydrogen-electric Class-8 long-haul truck; dual-motor commercial-vehicle eAxle Green Car Congress / September 19, 2017 Nikola Motor Company is partnering with Bosch on the development of its hydrogen-fuel-cell range-extended electric Class 8 long-haul truck, unveiled as a prototype in December 2016. (Earlier post.) By 2021, Nikola intends to bring to market the Nikola One and Two, a class 8 hydrogen-electric truck lineup that will deliver more than 1,000 horsepower and 2,000 lb-ft (2,712 N·m) of torque—nearly double the horsepower of any semi-truck on the road—all with zero tailpipe emissions, as previously announced by Nikola. At the heart of the Nikola truck lineup is a new commercial vehicle powertrain achieved thanks to a development partnership between Nikola and Bosch. The organizations re-imagined the powertrain from the ground up. Bosch’s eAxle expertise (earlier post) has enabled Nikola to move quickly on an aggressive path to bring its electric truck to market. The eAxle developed by Bosch is a scalable, modular platform with the motor, power electronics and transmission in one compact unit. This makes it suitable for vehicles of all kinds, from small passenger cars to light trucks. Nikola and Bosch will use this know-how to commercialize the world’s first true dual-motor commercial-vehicle eAxle for a long-haul truck. The eAxle will use proven commercial vehicle electric machine technology and SMG (separate motor generator) motors from Bosch, and will realize what the partners call “unprecedented” targets for e-machine efficiency. The eAxles will be paired with a custom-designed fuel cell system—also being developed jointly between Nikola and Bosch—designed to deliver benchmark vehicle range. The overall vehicle controls will also be jointly developed based upon Bosch’s vehicle control software and hardware. The Nikola Bosch zero local emission powertrain is designed to achieve segment-leading performance at a competitive total cost of ownership to traditional powertrains. Bosch and Nikola will also jointly develop the overall powertrain system for the Nikola lineup, which will include the safety concept and vehicle electrical architecture.
  12. Global Ford Ranger

  13. 2017 Ford F-150 to get Range Rover 3.0L V-6 diesel

    The Land Rover Discovery shown has the same Ford 3.0 V6 diesel as the upcoming US market F-150. .
  14. Today
  15. Class 8 production to top 300,000 units in 2018

    Class 8 truck market to jump, stabilize in coming years James Jaillet, Commercial Carrier Journal (CCJ) / September 13, 2017 Despite their recent 18-month slump, Class 8 truck orders are forecasted by research firm FTR to jump to 247,000 this year and upwards of 300,000 in 2018 — a healthy rebound from lackluster orders seen in late 2015 and through all of 2016. Eric Starks, CEO and Chairman of FTR, offered his company’s forecast in a session Wednesday at the annual FTR Conference in Indianapolis. In addition to climbing orders this year and next, Starks predicts truck orders to remain stable over the next few years, projecting them to hover around 280,000 in 2019, 2020 and 2021. Numbers have trended above expectations this year, says Starks, and the prime order season — usually seen in October through December — still remains. FTR bases its forecast on a wide range of metrics, including consumer spending, freight movement, manufacturing output, business spending, inventory levels, housing starts and more. Though some continue to lag, such as inventory-to-sales ratios and business spending, other factors point to modest and continued growth. Consumer spending, for instance, has steadily climbed since the 2008-2009 recession. Manufacturing output has seen consistent growth in the last six months and spot market metrics reveal an ever-tightening environment. FTR also recently developed a new Class 8 order predictor, based on spot market data from Truckstop.com, and it has become a fairly reliable tool in predicting Class 8 truck orders, Starks said. “The estimator predicts big growth over the next few months,” he says.
  16. Nikola Motors news

    Nikola Developing Electric Truck Powertrain with Bosch Heavy Duty Trucking (HDT) / September 19, 2017 Nikola Motor Company and Bosch have teamed up to develop an electric powertrain designed for Nikola’s long-haul electric heavy-duty trucks. The development partnership will bring to market a fuel cell and commercial vehicle eAxle for Nikola’s Class 8 hydrogen-electric truck, slated for production by 2021. Nikola plans to launch the Nikola One and Two, daycab and sleeper versions of its electric truck, that promise 1,000 horsepower and 2,000 lb.-ft. of torque. The eAxle developed by Bosch is a scalable, modular platform, with the motor, power electronics and transmission in a single unit. It is designed to be suitable for vehicles of all kinds. Nikola and Bosch will use this technology to create a dual-motor commercial vehicle eAxle designed for a long-haul truck. Trevor Milton, CEO and founder of the Nikola Motor Company, recently told HDT that after the December 2016 unveiling of the Nikola truck, his design team went back and literally redesigned the truck from the wheels up. “We made a lot of improvement in that redesign and we’re in the final steps of that process now,” Milton says. “We’ll have trucks on the road in fleet tests in the third quarter of 2018.” The eAxles will be paired with a custom-designed fuel cell system – also being developed jointly by Nikola and Bosch – designed to deliver the desired vehicle range. The overall vehicle controls will also be jointly developed based upon Bosch's vehicle control software and hardware. Bosch and Nikola will also jointly develop the overall powertrain system for the Nikola lineup, which will include the safety concept and vehicle electrical architecture. "We have been aggressively pursuing our goal of bringing the most advanced semi-truck ever built to market," said Trevor Milton, Nikola Founder and CEO. "The powertrain requires an innovative and flexible partner able to adapt quickly to the speed of our team. Bosch has empowered us to come to market quickly with automotive-grade hardware and software so our vision can become a reality." "Breakthrough mobility technology requires visionary targets, speed to-market and disciplined structure to ensure long-term success," said Markus Heyn, member of the Bosch board of management responsible for the commercial vehicle organization . "Together with Nikola we are pushing ourselves to realize new levels of technological achievement and market penetration." .
  17. Heavy Duty Trucking (HDT) / September 18, 2017 Belgium-based Wabco Holdings Inc. is expanding its operations in North America by taking full ownership of the Meritor Wabco joint venture. Wabco announced Monday that it has signed an agreement to Meritor’s stake in the joint venture business for $250 million. The transaction is expected to close on October 1. Meritor Wabco, employing about 200 people, is headquartered in Troy, Michigan, and had sales of $300 million in fiscal year 2016. It currently sells and distributes a range of Wabco’s safety and efficiency technologies for commercial vehicles in North America. The agreement to take full control of the joint-venture business will enable Wabco to offer, all under the Wabco brand, its consolidated portfolio of products and systems, including wheel-end solutions, air disc brakes, autonomous braking, electronic stability and active steering control systems, alongside advanced driver assistance systems (ADAS) and a full range of aerodynamic, air management and transmission automation control products in North America. “The acquisition of the remaining stake in Meritor Wabco furthers our commitment to expand our presence in North America,” said Jacques Esculier, Wabco chairman and CEO. Meritor intends to use the proceeds from the transaction toward its M2019 strategic priorities, which include paying down debt, funding strategic investments and repurchasing additional shares. "The decision to sell our interest in the JV enables us to focus on strategic priorities that involve growing our on- and off-highway, specialty, components and aftermarket businesses, among other things," said Jay Craig, Meritor CEO and president. Wabco says this consolidation of its business organization and broader access to market in North America will strengthen its relationships with commercial vehicle manufacturers and fleets through more simplified and direct channels. Wabco will take over the former joint venture’s application engineering and supply chain operations, including the distribution center and customer service hub in Hebron, Kentucky. In addition, Wabco will continue to have exclusive access to a winter test track in Sault St. Marie, Michigan, and joint access to a year-round test track in East Liberty, Ohio. Since 1990, the Meritor Wabco North American joint venture (originally Rockwell Wabco) has focused on the development and delivery of integrated safety technology and efficiency components, including braking systems and controls, active safety systems, and suspension and control systems, for commercial vehicles in North America. Following the closing, Meritor will continue to provide sales, service and training to Meritor Wabco customers through its DriveForce team for up to two years, and call center services for customer support and the processing of warranty claims for a period of approximately one year. In addition, Meritor will remain the exclusive distributor of a certain range of Wabco's aftermarket products in the United States and Canada, and the non-exclusive distributor in Mexico. Both parties have the option to terminate the distribution arrangements at certain points during the first three and half years, for an exercise price between $225 million and $265 million based on the earnings of the business. .
  18. Fuso launches zero-emissions light truck in New York Truck News / September 14, 2017 NEW YORK, N.Y. – Daimler Trucks’ Mitsubishi Fuso Truck and Bus Corp. celebrated the launch of the Fuso eCanter in New York City today, the world’s first series-produced all-electric light-duty truck. U.S., European and Japanese customers will receive their eCanter starting this year, with 500 expected to receive the vehicle in the next two years. “In times, when everybody is talking about electric trucks, we are the first to actually commercialize a series produced all-electric truck,” said Marc Llistosella, president and CEO of Mitsubishi Fuso Truck and Bus and head of Daimler Trucks Asia. “Having a long history in alternative drivetrains, we are proud to step into this new era. Our Fuso eCanter comes with years of customer testing, and the assurance of parts, services, and warranty through our global Fuso dealership network.” The first eCanter trucks were provided were provided to UPS and four New York City-based non-profit – Wildlife Conservation Society, New York Botanical Garden, Habitat for Humanity New York City, and Big Reuse Brooklyn. “At UPS, we constantly evaluate and deploy advanced technologies that enable sustainable, innovative solutions for our fleet,” said Carlton Rose, president of global fleet maintenance and engineering for UPS. “Electric trucks make our fleet both cleaner and quieter, adding to our already more than 8,500 alternative drivetrain vehicles in service today. We have a long-standing global relationship with Daimler, and we welcome the opportunity to trial the Fuso eCanter as UPS continues to realize the benefits of electric trucks.” .
  19. Fleet Owner / September 15, 2017 Construction clanking, sirens from emergency vehicles, and other typical city traffic noise served as the backdrop for Thursday’s global launch of Mitsubishi Fuso’s medium-duty electric delivery truck here in New York City’s East Village. The truck, called the eCanter, was unveiled by Mitsubishi Fuso Truck and Bus Corporation (MFTBC), part of Daimler Trucks, and has been touted as a zero-emission, zero-noise truck that will help transform urban areas, like New York City, “into cleaner and quieter places for everyday deliveries.” The truck, driven through the city by Fuso president and CEO Jecka Glasman, made its entrance at the corner of Lafayette and Great Jones, where Fuso converted an old gas station into its temporary “Energy Station of the Future.” Introducing the truck, Marc Llistosella, president and CEO of MFTBC and head of Daimler Trucks Asia, said some of the main trends he’s seen that will have major impacts on the trucking and bus industries are urbanization, emissions reduction, and energy efficiency. “We have been seeing more and more renewable, clean energy,” Llistosella explained. “There were a lot of hesitations and resistance, but now I would say [electrification] is coming.” Llistosella noted that 54% of the world’s population lives in cities, which has become a main driver for electrification and the need for clean trucks and buses. “Cities have a voice,” he noted. “It’s clear they want less pollution, less emissions and much less noise. We see a lot of tendencies and strong statements – from cities like Paris – that from 2040 on, they will no longer allow combustion-engine vehicles and trucks allowed into the cities. We will see changes driven by the cities.” One diesel-engine truck produces roughly 16 tons of CO2 in New York City, Llistosella explained. Assuming there are 10,000 trucks driving around Manhattan a year, they would emit 160,000 tons of CO2 a year, plus NOx emissions, and noise, he added. To offset that pollution, New York would need a forest the size of 36 Central Parks. New York City has put in place a plan to reduce emissions by 80% by 2050. Glasman added Fuso believes this truck is a “game-changer” for the city. “It will allow us cleaner, quieter, more efficient delivery systems to the people who live in New York,” she stated. “We expect to have 50 trucks that will be operating here in the U.S. by the end of the year.” The eCanter will be delivered to customers starting this year in the U.S., Europe and Japan. MFTBC noted it is planning to deliver 500 units of this generation to customers within the next two years. Larger scale production is intended to start in 2019. The eCanter has a range of more than 60 miles and a load capacity up to three and a half tons – depending on body and usage. The vehicle’s electric powertrain contains six high voltage lithium ion battery packs with 420 V and 13.8 kWh each. According to the company, when comparing the eCanter to a conventional diesel truck, it offers savings up to $2,000 per 10,000 miles on operating costs. At its global launch, Fuso also announced that UPS is the company’s first U.S. commercial partner for the eCanter. UPS said it will place in service trucks to build on UPS’s Rolling Laboratory fleet of more than 8,500 alternative fuel and advanced technology vehicles. “At UPS, we constantly evaluate and deploy advanced technologies that enable sustainable, innovative solutions for our fleet,” said Carlton Rose, president, global fleet maintenance & engineering, UPS. “Electric trucks make our fleet both cleaner and quieter. We have a long-standing global relationship with Daimler, and we welcome the opportunity to trial the Fuso eCanter as UPS continues to realize the benefits of electric trucks.” In coordination with the office of New York Attorney General Eric Schneiderman, Fuso also will supply a fleet of eCanter trucks to nonprofits, including Wildlife Conservation Society, New York Botanical Garden, Habitat for Humanity New York City, and Big Reuse Brooklyn. .
  20. Fleet Owner / September 15, 2017 North American Class 8 truck production will hit 300,000 units in 2018, a level seen only once in the past 10 years, according to the transportation equipment experts at FTR. In other forecasts presented at 2017 FTR Transportation Conference here this week, commercial vehicle trailer production will see a modest increase, paced by an improving flatbed market, while medium-duty truck production will mirror the U.S. economy, with slow but steady growth. Indeed, as goes the economy, so goes trucking. In the freight market, spot trends indicate that more loads are being posted with fewer trucks competing for them, resulting in a 19% rate increase over last year, explained FTR Chairman and CEO Eric Starks. “We are seeing noticeable rate pressure out there. We have not seen it moving into the contract rates, but I believe that we will see that very shortly,” Starks said—and that means carriers are in a better position to pay for things like drivers, and new equipment. In the FTR analysis of manufacturer backlogs, virtually all production slots are filled for the third quarter this year. “We have not seen that in long time. This suggests people are pushing for deliveries in the short term,” Starks said. “That is a very welcome sign.” FTR puts third-quarter Class 8 production at 70,000 units before taking a seasonal dip to 65,000 units in the fourth quarter. For 2018, production climbs back to 70,000 units in the first quarter, then finishes the year with totals of 78,000 in Q2, 77,000 in Q3, and 75,000 in Q4. “If you look at these numbers, we are not at levels we saw in 2014—but we are still at healthy, healthy levels going forward,” Starks said. But those FTR numbers might be optimistic, or at least premature, counters Jeff Kauffman, managing director at Aegis Capital Corp. Invited to present an “alternative” equipment forecast, he contends that improving market conditions won’t provide truckers the margins they need to make capital investments until mid-2018, pushing sales into 2019. “Most fleets have had the [equipment] numbers where they wanted them to be before this year, so there’s no catch-up on the heavy-duty side. We’re not looking at an aged truck fleet,” Kauffman said, explaining that his math puts 2018 Class 8 production at 265,000 units. “We’ve got ELDs coming, people are going to be hurting for drivers. Rates are going to go up, but we’re going to have to go out and hire drivers before we can buy trucks. I just don’t see 300,000 next year—maybe in 2019, after carriers have had a year of P&L under their belt, a year to figure out ELDs, after a year with better margins to put new drivers in training schools. Then I can see that happening.” Trailers As for commercial trailer production, FTR CV equipment expert Don Ake noted that he had substantially underestimated the U.S. dry van market in the 2017 forecast, expecting production to be 150,000 units, but which he now estimates to be 177,000 units for 2017—an 18% difference, but virtually the same level as 2015 and 2016. Ake attributes this consistency in the dry van segment to a lingering replacement cycle, as well as a limited pre-buy ahead of new trailer requirements under the new federal greenhouse gas emissions standards (GHG2), expected to add about $2,300 to cost of a new van trailer. Additionally, Ake suggested that the expected impact of the looming ELD mandate prompted fleets already using e-logs to add trailers this year, earlier than anticipated by “conventional thinking” which had pushed that demand into 2018, after the rule goes into effect. And while the replacement and pre-buy impacts come out of next year’s forecast, those losses should be offset by the demand associated with an improving freight market and tight truck capacity. As a result, he projects dry van production to remain flat, coming at 178,000 units in 2018. In contrast to the dry van market’s consistency over the past several years, the refrigerated market has seen new federal food safety rules and a “cultural shift” in consumer goods that ship as temperature-sensitive freight, prompting record reefer production in 2015 and 2016, before slipping this year after meeting that surge in demand. “The backlog on refrigerated vans is not looking very good right now,” Ake said, and he forecasts 2018 refrigerated van production to continue to slip, down 3% to 42,400 trailers. “I don’t think we’re going to need as many new reefers as we have in the last few years.” Flatbed, in contrast, is making a “stronger and faster comeback” than expected, based economy-driven demand for the segment, Ake explained, putting “upside pressure” on the forecast. “Dealers are back in the game, finally,” Ake said. “They’re ordering trailers, they’re stocking trailers, they’re selling trailers. They’re positive for the first time in a couple of years.” Ake expects a 5% jump in 2018, to 23,200 flatbed units. He also anticipates “a decent recovery” in the dump trailers (up 5%) and the liquid tank trailer forecast, based on improvement in the energy and chemical sectors, is “looking better, because they were so low,” resulting in 16% improvement. Medium-duty FTR COO Jonathon Starks points to a small increase in demand driven by the economy and a “normalized” replacement cycle as the basis for FTR’s forecast of a 1.4% increase in medium-duty commercial vehicle production (212,300 units, up from 209,300) —but that’s a 7.3% improvement from 2016 (197,800). “We had pretty strong numbers in the first half of this year, with some seasonal weakness built into the second half, so the full year numbers are stronger—and that sets us up for 2018,” Jonathon Starks said. “This isn’t significant growth, but it’s a very solid, stable, slow-growth environment. There’s some positive potential building for 2018, 2019, but it’s not transformational amounts; it’s incremental amounts.” .
  21. Mack Updates Interiors on Pinnacle, Granite Heavy Duty Trucking (HDT) / September 11, 2017 Mack Trucks has updated its Granite and Pinnacle models with new, more driver-focused interiors aimed at attracting and retaining drivers, the company announced during the Mack Global Dealer Summit in Allentown, Penn. A new gauge cluster and dash layout is designed to improve visibility and readability and puts frequently used controls at the driver’s fingertips. Switches are repositioned higher on the dash, while the Mack mDrive automated manual transmission shift pad is now within easier reach as well. The dash panel has room for up to 18 switches, which feature laser etched labeling that won’t rub off, even after repeated use over the life of the truck. Along with interior changes, Mack has introduced LED headlights and a new grille for its Pinnacle model that echoes the design of its recently launched Anthem on-highway model. Mack also announced that the axle-back Pinnacle was being phased out in 2018 and would not receive the interior upgrade. The axle-forward Pinnacle, formerly known as the CH, will now be called the Pinnacle and is not being phased out. “The new interiors for the Mack Pinnacle and Granite speak to the design team’s focus on driver comfort,” said Jonathan Randall, senior vice president of sales for Mack Trucks North America. “Everything from the dash to the racecar-like feel of the steering wheel was carefully designed to make things better for drivers and owner-operators, and consequently, for fleets looking to retain them.” HVAC controls now include automatic temperature control that maintains the temperature set by the driver. A new lower center console includes cup holders and storage bins and can be easily removed for cleaning. Multiple 12-volt and USB charging ports are available throughout the dash. A new non-slip pad on top of the dash features two USB charging ports. The racecar-inspired flat-bottom steering wheel – a trucking industry first – improves driver comfort and makes entering and exiting the vehicle easier. The new steering wheel also gives the driver a better view of the dash and can be equipped with illuminated cruise control, Bluetooth and audio system buttons. Updates to Mack’s Co-Pilot display, located behind the steering wheel, include a new 5-inch, full-color screen for better visibility and more intuitive navigation through its many functions. Co-Pilot provides drivers a way to monitor vehicle information, including engine and oil temperatures, trip odometers, aftertreatment status, tire pressures and more. The Pre-Trip Assistant guides drivers through inspection points and includes a single person exterior light inspection mode. Controls for the Co-Pilot functions are located on the updated right-hand steering column stalk. “We’ve incorporated more ergonomics and comfort features to make the driving environment more automotive,” said Stu Russoli, Mack highway product manager. “These enhancements make a real difference to the driver who’s behind the wheel all day, every day.” .
  22. Fleet Owner / September 14, 2017 ALLENTOWN, PA. Building on the launch this week of its Anthem highway tractor, Mack Trucks introduced new interiors for its Pinnacle axle-forward and Granite models designed to support customers in attracting and retaining drivers as well as improving productivity and profitability. Mack unveiled the updated models at its Global Dealer Summit here in Allentown. Along with the interior changes, Mack showed off LED headlights and a new grille for the Pinnacle that echoes the design of the Anthem; the redesigned interiors also share features with that of the Anthem truck. "The new interiors for the Mack Pinnacle and Granite speak to the design team's focus on driver comfort," said Jonathan Randall, senior vice president of sales for Mack Trucks North America. "Everything from the dash to the racecar-like feel of the steering wheel was carefully designed to make things better for drivers and owner-operators, and consequently, for fleets looking to retain them." Mack said it captured feedback from thousands of drivers in designing the new interiors and driver environment. A new gauge cluster and dash layout aims to improve visibility and readability and puts frequently used controls at the driver's fingertips. Switches are repositioned higher on the dash, while the Mack mDRIVE automated manual transmission shift pad is now within easier reach. The dash panel has room for up to 18 switches, which feature laser-etched labeling so it won't rub off like painted surfaces. HVAC controls now include automatic temperature control that maintains a temperature set by the driver. A lower center console includes cup holders and storage bins, and multiple 12-volt and USB charging ports are available throughout the dash. A new non-slip pad on top of the dash features two USB charging ports; drivers can place smartphones there for easy access or navigation use. The flat-bottom steering wheel is designed to make entering and exiting the vehicle or heading from the cab into the sleeper berth easier. The steering wheel also allows a better view of the dash and can be equipped with illuminated cruise control, Bluetooth and audio system buttons. Updates to Mack's Co-Pilot display located behind the steering wheel include a new 5-in. color screen for better visibility, and a new infotainment screen option features a 7-in. touchscreen display and is available in Pinnacle and Granite models. It provides access to Apple Car Play, satellite radio, weather band radio and TomTom truck navigation. .
  23. Mack Anthem: First drive and a look inside the cab Aaron Marsh, Fleet Owner / September 18, 2017 When you get inside and saddle up in Mack Trucks' new Anthem highway tractor, the word that may come to mind is "friendly." And then you'll notice how smooth it pulls. The Anthem's redesigned driver environment, which crosses over into the Pinnacle axle-forward and Granite models as well, puts controls within easy reach and provides more information at a glance to the operator. It does its intended job adeptly and it's an obvious refresh, actually making the Pinnacle and Granite feel like all-new trucks. Mack's mDRIVE HD automated manual transmission — which the company said has made big strides in the market since its introduction in 2015 to achieve an 88% penetration rate — offers simple, push-button operation. Available in 12-, 13-, and 14-speed versions with one or two low-ratio creeper gears, the mDRIVE gives the Anthem and other Mack models carlike drivability. Similarly capable are Mack's MP8 13L and MP7 11L diesel engines, which were included in Anthem models available for media test drives at Mack's Customer Center in Allentown, PA last week. With trailers loaded near weight limits in tow, it was easy almost to forget those trailers were there in drives around the test track (which we didn't do, of course). Speed around the test track is limited to 40 mph. Here are some photos and some more detail on the tractor's design from that first drive in Allentown. Photo gallery - http://fleetowner.com/trucks/mack-anthem-first-drive-and-look-inside-cab#slide-0-field_images-226491
  24. Heavy Duty Trucking (HDT) / September 19, 2017 “We have helped build America,” proclaimed Mack president Denny Slagle, referring to the company’s 117-year heritage. “We have arrived at an important milestone. This launch should be seen as a new day, a new start, a game changer for our beloved Mack brand.” “The Anthem has been part of our product strategy for the past several years,” said Roy Horton, Mack’s director - product strategy. And it’s a key rollout for the manufacturer, which despite double-digit market shares in segments like vocational, refuse, and regional trucking, accounts for about 2% of on-highway truck sales. The Anthem comes as a day cab, and with a 48-inch or 70-inch sleeper. Unlike the increasingly rounded shapes that have emerged in other designs, the Anthem’s profile features prominent edges and flat lines. But Mack stresses that the Anthem’s fuel economy is still 1.5% better than current Pinnacle axle-back tractors, and 3% better for those who spec’ the 70-inch stand-up sleeper. That’s on top of fuel economy gains realized with the company’s GHG17 engines. ,
  25. Reviewing the 2018 Kenworth T680

    Heavy Duty Trucking (HDT) / September 14, 2017 A good night's sleep is pretty important to an over the road driver. So Kenworth has designed a sleeper with lots of room and some special amenities. The 76-inch Driver's Studio sleeper package is a secure and relaxing place to spend your off-duty hours. Join Jim Park inside Kenworth's Premium Driver’s Studio sleeper to see what all the buzz is about. .
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    • Kenworth Truck Co.  /  September 6, 2017 ELIZABETHTOWN, Pa. - White Oak Mills, a full-service Pennsylvania-based feed manufacturer, recently took delivery of a Kenworth T880S 7-axle straight truck, becoming Kenworth’s first customer to operate a T880S in this configuration. To recognize this Kenworth “first,” selling dealer Kenworth of Pennsylvania – Carlisle held a special ceremony for White Oak Mills. According to Josh Long, White Oak Mills transportation manager, the 7-axle configuration with 26-foot Walinga feed body allows the company to increase the amount of animal feed it hauls into Maryland and New Jersey – going from 11.25 tons per truckload to 22.75 tons. In addition, the company can carry three more tons of feed per load within its home state of Pennsylvania. “This is huge for our company, especially in neighboring states where our load was restricted due to state laws,” said Long. “If you’re registered outside of Maryland and New Jersey, a tri-axle truck is considered a tandem axle, so we were not as efficient in how much feed we could deliver. However, with the 7-axle configuration that conforms to federal bridge laws, our out-of-state sales will be more efficient.”  White Oak Mills operates a fleet of 21 Class 8s – the new 7-axle T880S; 8 tri-axle straight trucks with 26-foot feed bodies; and 12 tractors hauling 40-foot feed trailers. The company delivers feed within a 150-mile radius of its plant, primarily for swine, dairy and poultry operations. “We purchased five T880 models earlier – drivers absolutely loved the ride and their productivity,” said Long. “When we worked with our Kenworth dealer and found new specs were available with the new T880S, we jumped at the opportunity. The key was a shorter hood (114-inch), the set-forward front axle, along with the PACCAR MX-13 engine (rated at 510 hp /1,850 lb-ft of torque) with an 18-speed transmission. It allowed us an overall length of 40 feet, with 45-inch spacing between the pusher axles and 54-inch space for the tag axle.” According to Long, the truck can deliver full loads of feed via a top mounted auger system that sends feed to storage bins. In addition, the truck is equipped with a vacuum for grain recovery. “Oftentimes, we will have a customer who wants to move excess feed to another bin or farm,” explained Long. ”With this unit, we can vacuum up the feed, then transport and offload. It’s our do-all truck and will keep busy.” Long said as demand increases and the T800S seven-axle proves itself, more will be purchased. “We feel we’re getting a double bang for the buck with Kenworth,” he said. “When we first got the T880s we were looking for reliability and productivity. We work 24 hours a day, six days a week, delivering feed and have a heavy-haul permit to load to 95,000 GVWR in our state. We found the trucks to be true workhorses with a very sharp turning radius – which we need since we’re delivering off-road and often in tight quarters. “I’ve driven the T880 myself and found it to be very comfortable – I spent many years as a driver for White Oak Mills and still maintain my CDL. Since we don’t do slip seating here, each driver is assigned a truck. So, they all take special pride in what they drive,” said Long. “Since we got the T880s, everyone wants to drive one. There is so much more room – the cab and windows are bigger than our previous trucks. We’ve got drivers who are over 6-feet tall, and they just love the space. It’s a beautiful truck – and now with the 7-axle configuration, more productive than ever.” .
    • Kenworth Truck Co.  /  August 24, 2017 KIRKLAND, Wash., August 24, 2017 - The Kenworth T370 is now available with factory-installed 18,000 lb. and 20,000 lb. front drive axles. The new offering is targeted for heavy utility services, construction, municipalities, fire and rescue, and other specialty applications. The Kenworth T370 offers the Fabco FSD-18A and FSD-20A front drive axles paired with an all-new Fabco TC-548 transfer case for exceptional durability. The two front drive axles are available with the PACCAR PX-9 engine rated up to 350 hp and 1,150 lb-ft of torque. Both models require taperleaf front springs, and are available with air or mechanical rear suspensions. Kenworth has designed the front drive axle configurations with the lowest possible cab and frame heights.  This allows easier body access and permits body builder boom installations to remain under most height requirements in U.S. states and Canadian provinces. In addition, the transfer case occupies frame space inside the rails from 36 to 52 inches behind back of cab, which provides clear space behind cab for body builder outrigger equipment. The transfer case includes an air activated front axle engagement switch and dash mounted indicator light, as well as a switch to control the high and low ranges in the transfer case. The T370 is available with a gross vehicle weight rating (GVWR) of up to 66,000 lbs., and can be specified with manual, automated or automatic transmissions. The Kenworth T370 is already available in 4x4 and 6x6 configurations with axle ratings from 10,000 lbs. to 16,000 lbs. “The addition of the heavier 18,000 lb. and 20,000 lb. front drive axles expands the T370’s already excellent reputation for being a vocational workhorse,” said Kurt Swihart, Kenworth marketing director. “The PACCAR PX-9 offers excellent power in a smaller package to move more weight. When combined with the higher-capacity front axles, customers can benefit from more of the payload’s weight shifted to the front axle, while still taking advantage of the T370’s short, 109-inch BBC (bumper-to-back-of-cab) measurement.” .
    • Kenworth Truck Co.  /  August 17, 2017 Aggregate Hauler Finds MPG Improvement; More Payload with T880s ARDMORE, Okla. - Wayne Brown started in the construction industry 43 years ago. His first job was as a truck driver for his family-owned aggregate hauler and he enjoyed his time behind the wheel. “I drove the traditional high hood,” he recalled. “I was always very fond of the look.” So, it wasn’t surprising that when Brown bought his own rock/aggregate hauling operation in 2010 from his uncle, he went with the big hood, to join others in the fleet. According to Brown, the company operated 24 trucks when he purchased the Oklahoma City-based company. “Now we’re up to 80 trucks,” he said. “And we’ve made the transition from the high-hood to the Kenworth T880 with the PACCAR MX-13 engine. That decision is really paying us back.  We’re getting up to 1.5 mpg improved fuel economy* and the trucks weigh in at nearly 900 pounds lighter. When you run fully loaded with between four to 10 runs per day to a rock crusher, that extra payload really adds up.” Brown Transportation purchased its Kenworth T880s from MHC Kenworth – Ardmore. Brown Transportation’s operation is a little unusual in the aggregate business. “We’re very diverse, which helps us weather any changes in the business climate,” he said. “We have 11 pneumatic trailers and provide sand for the oil industry in fracking operations. But that business can go up and down – it’s soft right now. So, we switch over to highway construction, delivering aggregate and rock in our belly and end-dump trailers. And since we’re a large aggregate hauler in our region, we can handle jobs others can’t.  It’s not uncommon for us to get a call requesting a large delivery – due to our size, we can put more trucks on the job and complete a project in one day, versus three for our competitors.” Another competitive advantage for the company is its decision to spec the Kenworth T880s with the 52-inch mid-roof sleeper. “On our 43 T880s, we’re running the 52-inch mid-roof sleeper,” Brown said. “While our headquarters are in Ardmore, we have our trucks domiciled in Krum, Texas, and in Davis, (Oklahoma), and Oklahoma City.  On a Monday, the trucks might have a job 100 or more miles away, so they’ll work that site all week – making runs to a crusher or pit nearby. It doesn’t make sense to deadhead back to our facility every day. So, that’s why the need for a sleeper. And this size gives our drivers the comfort they need, plus it’s tall enough so they can stand inside the sleeper.” Brown Transportation’s T880 52-inch mid-roof sleepers feature a liftable lower bunk with a comfortable 32-inch by 80-inch pocket coil mattress and storage underneath. There also is upper storage on the sleeper's back wall, including a place for drivers to hang their clothes and jackets. On average, Brown’s T880s average around 100,000 miles per year. “With the fuel savings we’re seeing with the T880, it means each truck is saving us close to $10,000 in fuel per year,” he said.  “That factors into our total cost of ownership. We also look at cost of operation – and the T880s have been very reliable. Since we pay our drivers a percentage of the load, they have as much riding on the deliveries as we do. We expect our Kenworths to perform and we haven’t been disappointed.” One spec change the company recently made was the move to the Eaton UltraShift® transmission and disc brakes. “Our more senior drivers were used to driving 13 and 18 speeds and voiced concern when they heard we were switching to an automated manual,” said Brown. “But, now, you couldn’t get them out of the truck – they’d never go back to a manual. They’re no longer using their left foot and right hand all day long shifting. They’re less fatigued at the end of the day.” Helping even further, said Brown, is the quietness of the T880. “That PACCAR MX-13 engine (rated at 455 hp) is so quiet,” he said. “There is a big difference compared to the other engine we were running.” Brown also said the trucks bring a sense of pride to his drivers. “We make sure the trucks are washed – even the engines – every two weeks. One of my pet peeves is I like to have a nice looking fleet, so every other Monday, our drivers climb into a truck that looks brand new. I like it and they like it. And they in turn take better care of the trucks. We really have a special relationship with our drivers. We’re family-owned here too – my son Chad is vice president of operations, and his wife, Sara, is our CFO. We’re small enough where we know everyone and have a true family culture. That, along with our equipment, helps keep our driver turnover significantly lower than others in our industry.” .
    • 5 Cool Things About Our Electric Powertrain Concept Truck Cummins Inc. IT’S ALL ELECTRIC! The demonstrator truck uses a 140 KWh battery pack instead of a 12-liter engine. The weight of the electric powertrain is roughly equal to that of the removed engine, aftertreatment, transmission and fuel tank. The tractor day cab when paired with a trailer has a gross vehicle weight rating limit of 75,000 pounds. The concept truck has a range of about 100 miles on a single charge for city driving that’s extendable to 300 miles with additional battery packs. The powertrain and truck will enable Cummins to learn more about the potential electrification holds for larger vehicles. IT HAS PLENTY OF OTHER ENERGY-SAVING FEATURES A regenerative braking system and the potential for solar panels on the trailer roof can send energy to the battery pack. Air drag is reduced by replacing side mirrors with an in-dash camera system. The truck achieves a significant air drag reduction via its highly streamlined design as well as a better sealed truck body and underbody – with no front radiator intrusion. ITS ENVIRONMENTAL IMPACT  Like Cummins’ diesel, natural gas and alternate fuel products, the concept powertrain and truck are designed to limit the vehicle’s impact on the environment. Electric cars and trucks produce zero emissions, which is important at a time when climate change is such a big concern. If the charging power is generated from 100 percent renewable sources, then the truck can be described as fully carbon neutral. IT’S ALL ABOUT OPTIONS Cummins wants to be the global leader in powertrains, offering customers a variety of power solutions to meet their particular needs. Diesel engines aren’t going away. The company expects diesel to be a popular option with customers for years to come. Cummins has and will continue to produce the cleanest diesel engines in the world, reaching near zero emissions levels. IT HAS CUMMINS’ SIZE AND EXPERIENCE BEHIND IT Cummins has been meeting the power needs of its customers for nearly 100 years, whether by diesel, natural gas, electrification or something else. The company’s technical staff of 10,000 people around the world has the high tech tools to study everything from a variety of bio fuels to waste heat recovery and even solid oxide fuel cell technology to power the next generation of Cummins’ engines and related products. .
    • Unveiling the Next Generation of Energy-Diverse Products and Technology Solutions Cummins Inc. Clean-diesel, near-zero natural gas and electric power solutions: What do these things have in common? They’re the latest in a series of next-generation, energy-diverse products and technology solutions being developed by Cummins. During an event held Tuesday, Aug. 29, 2017 at the Cummins Technical Center in Columbus, Indiana, employees, company executives, global media and elected officials watched as Cummins unveiled its latest power solutions and energy-diverse products, demonstrating that the company is prepared to win with new and future technologies. “Cummins has always been an innovator,” stated Congressman Luke Messer. “Today serves as the latest example of how this thriving Indiana business is developing cutting-edge technologies that will shape the manufacturing industry for decades to come. It was an honor to join Cummins today and support the thousands of Hoosiers that work for this great Indiana company.” From Natural Gas to Clean Diesel to Electrified Powertrain Solutions The company displayed the latest in near-zero natural gas engine technology, as well as super-efficient diesel engines (the X12 and X15), and shared plans to introduce a revolutionary heavy-duty diesel engine in 2022. To round out the company’s expert capabilities in powertrain design, Cummins also revealed, for the first time ever, a fully electric class 7 demonstration Urban Hauler Tractor (pictured below in a rendering). These products and technologies add to Cummins’ unmatched portfolio of solutions and offer customers the latest in environmentally-friendly, cost-effective and powerful products to help them succeed in every market and every application. With these new innovations, Cummins will continue to provide connected customer support, including cloud-based solutions and big data analysis, in order to maximize up-time, safety and business optimization, increasing customers’ bottom line. “These new technological innovations build on our 100-year legacy of bringing the best solutions to our customers, driving their success and meeting the evolving demands of their industries and markets,” said Jennifer Rumsey, Chief Technical Officer, Cummins Inc. “We will harness our global technical footprint to continue to develop a wide variety of power technologies to bring our customers the choice and solutions that enable their success and contribute to a sustainable future.” During the event, which included tours of the Cummins technical center, Cummins leaders and scientists showcased the company’s continued innovation and work in analysis-led design capability, virtual reality, alternative fuels and digital capabilities, all of which are positioning the company to win in current and future technologies and in new markets. “As a global power leader for the commercial and industrial customers we serve, with an unmatched service and support network, we are better positioned than any other company to win in new and emerging technologies and in new markets,” said Rich Freeland, Cummins President and Chief Operating Officer. “We will leverage our deep industry and customer knowledge and our scale advantage to win. Over the past century, our ability to innovate and adapt has fueled our success and we are confident we are on the right path to do it again.” Cummins leadership believes that energy diversity is critical to its future success. For more information on these power sources and technologies of the future, check out the stories below. 5 Cool Things About Our Electric Powertrain Concept Truck 7 Ways Cummins Goes High Tech to Power Its Customers Cummins Positioned for Growth and Leadership in New and Emerging Tech Virtual Reality Helps Cummins See the Big Picture
    • Like to see a gasoline option in the Chevy 6500XD cabover.
    • PACCAR Introduces 12-Speed Automated Transmission Kenworth Truck Co.  /  August 23, 2017 BELLEVUE, Wash. - PACCAR is introducing the new PACCAR Automated Transmission, the lightest heavy-duty transmission for on-highway commercial vehicles. The PACCAR transmission is designed to complement the superior performance of PACCAR MX engines and PACCAR axles. Kenworth and Peterbilt will begin offering the PACCAR Automated Transmission to North American customers in October 2017. “The PACCAR Automated Transmission is engineered to work seamlessly with PACCAR MX engines and PACCAR axles and provide industry-leading performance,” said Landon Sproull, PACCAR vice president. “Together, PACCAR Powertrain components deliver superior fuel economy, uptime, and driver satisfaction —top priorities for our customers.” The PACCAR Automated Transmission is designed for line-haul applications up to 110,000 lbs. Gross Vehicle Weight. It is available for engine ratings up to 510 HP and 1,850 lb.-ft. of torque and features tightly integrated electronic communications with the PACCAR MX engine. The PACCAR Automated Transmission offers the best overall gear ratio coverage available providing excellent low-speed maneuverability and the transmission is up to 105 lbs. lighter than comparable transmissions, savings that customers can use to haul more payload. The 750,000-mile oil change interval is the longest available for line-haul applications, which reduces maintenance costs and increases uptime. The transmission includes a differentiated fluid pressure detection system that protects the gears and shafts from low fluid conditions and allows PACCAR to offer industry-leading warranty coverage. Other features include a maintenance-free clutch and an internally routed electrical system to maximize durability. PACCAR’s new column-mounted shifter puts gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance. . .  
    • Ford schedules downtime at 5 N.A. assembly plants amid slowing sales Automotive News  /  September 19, 2017 DETROIT -- Ford Motor Co. will temporarily shut down production lines at five assembly plants in North America before the end of the year to fix recalled commercial vans and reduce output of slow-selling cars. Both of Ford's Mexico plants are affected. Cuautitlan Assembly Plant, which makes the Fiesta sedan, will be down for three weeks. Hermosillo Assembly Plant, which makes the Ford Fusion and Lincoln MKZ sedans, will be down for two weeks. In the U.S., Flat Rock Assembly Plant, which builds the Ford Mustang sports car and Lincoln Continental sedan, will be down for two weeks. Kansas City Assembly Plant's Transit line will be down for two weeks. Michigan Assembly Plant, which makes the Focus sedan and C-Max hatchback, will be down for one week. "We are continuing to match production with customer demand, as we always do, and we are on track for our dealer inventories to remain at planned levels by year-end," a Ford spokeswoman said in an emailed statement. In the case of the three U.S. plants, UAW workers will be placed on temporary layoff and will receive about 80 percent of their regular take-home pay. Collectively, the five plants employ more than 20,000 people, according to Ford's website. Ford did not provide any specific dates for the downtime, although the first week off for Kansas City workers will be Sept. 25 to Oct. 1, according to UAW Local 249, which represents them. The F-150 line at the plant is unaffected. The Transit is the best-selling large van in the country, but Ford in June said it was recalling 402,462 vans -- costing the company $142 million -- because of a faulty driveshaft flexible coupling. The defect could lead to the separation of the driveshaft, which could result in a loss of power, unintended vehicle movement and damage to brake and fuel lines. The Transit is still outpacing competition that includes the Chevrolet Express, GMC Savana, Ram Promaster, Mercedes-Benz Sprinter and Nissan NV. But sales fell 15 percent last month and are down 21 percent to 80,292 units through the first eight months of the year, according to the Automotive News Data Center. Retail sales are up, but fleet sales have fallen. In all other cases, the plants to be idled produce slow-selling cars. Ford CFO Bob Shanks early this year told analysts "don't be surprised" if Ford trims vehicle inventory to avoid a glut of unsold vehicles on dealer lots. Ford had an 81-day supply of vehicles as of Sept. 1, up from 77 a month earlier. Ford Motor’s total sales are down 4 percent through the first eight months of the year, slightly outpacing the industry’s overall sales decline of 2.7 percent. The Ford brand’s car sales are down 20 percent, while overall U.S. car sales have fallen 12 percent.  Ford's truck sales are up 2 percent while total U.S. truck sales have risen 3.6 percent.  Ford Motor has also lost one tenth of one percentage point of market share so far this year, to 15.1 percent.
    • Fiat Chrysler recalls 494,000 Dodge pickups for fire risk Automotive News  /  September 19, 2017 WASHINGTON -- Fiat Chrysler Automobiles said Tuesday it will recall 494,000 medium and heavy-duty Ram pickups worldwide because of a water pump that could overheat and potentially cause a fire. The recall includes 2013-2017 model year Ram 2500 and 3500 pickups with Cummins 6.7-liter diesel engines, including 443,000 vehicles in the United States. Fiat Chrysler said it is not aware of any injuries related to the issue, but has reports of a small number of fire-related incidents. The company will inspect and potentially replace the water pump.
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