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  1. The Guardian / February 28, 2017 Public information film unseen for years shows Shell had clear grasp of global warming 26 years ago but has not acted accordingly since, say critics The oil giant Shell issued a stark warning of the catastrophic risks of climate change more than a quarter of century ago in a prescient 1991 film that has been rediscovered. However, since then the company has invested heavily in highly polluting oil reserves and helped lobby against climate action, leading to accusations that Shell knew the grave risks of global warming but did not act accordingly. Shell’s 28-minute film, called Climate of Concern, was made for public viewing, particularly in schools and universities. It warned of extreme weather, floods, famines and climate refugees as fossil fuel burning warmed the world. The serious warning was “endorsed by a uniquely broad consensus of scientists in their report to the United Nations at the end of 1990”, the film noted. “If the weather machine were to be wound up to such new levels of energy, no country would remain unaffected,” it says. “Global warming is not yet certain, but many think that to wait for final proof would be irresponsible. Action now is seen as the only safe insurance.” A separate 1986 report, marked “confidential” and also seen by the Guardian, notes the large uncertainties in climate science at the time but nonetheless states: “The changes may be the greatest in recorded history.” The predictions in the 1991 film for temperature and sea level rises and their impacts were remarkably accurate, according to scientists, and Shell was one of the first major oil companies to accept the reality and dangers of climate change. But, despite this early and clear-eyed view of the risks of global warming, Shell invested many billions of dollars in highly polluting tar sand operations and on exploration in the Arctic. It also cited fracking as a “future opportunity” in 2016, despite its own 1998 data showing exploitation of unconventional oil and gas was incompatible with climate goals. The film was obtained by the Correspondent, a Dutch online journalism platform, and shared with the Guardian, and lauds commercial-scale solar and wind power that already existed in 1991. Shell has recently lobbied successfully to undermine European renewable energy targets and is estimated to have spent $22m in 2015 lobbying against climate policies. The company’s investments in low-carbon energy have been minimal compared to its fossil fuel investments. Shell has also been a member of industry lobby groups that have fought climate action, including the so-called Global Climate Coalition until 1998; the far-right American Legislative Exchange Council (Alec) until 2015; and remains a member of the Business Roundtable and the American Petroleum Institute today. Another oil giant, Exxon Mobil, is under investigation by the US Securities and Exchange Commission and state attorney generals for allegedly misleading investors about the risks climate change posed to its business. The company said they are confident they are compliant. In early 2016, a group of congressmen asked the Department of Justice to also “investigate whether Shell’s actions around climate change violated federal law”. “They knew. Shell told the public the truth about climate change in 1991 and they clearly never got round to telling their own board of directors,” said Tom Burke at the green thinktank E3G, who was a member of Shell’s external review committee from 2012-14 and has also advised BP and the mining giant Rio Tinto. “Shell’s behaviour now is risky for the climate but it is also risky for their shareholders. It is very difficult to explain why they are continuing to explore and develop high-cost reserves.” Bill McKibben, a leading US environmentalist, said: “The fact that Shell understood all this in 1991, and that a quarter-century later it was trying to open up the Arctic to oil-drilling, tells you all you’ll ever need to know about the corporate ethic of the fossil fuel industry. Shell made a big difference in the world – a difference for the worse.” Prof Tom Wigley, the climate scientist who was head of the Climate Research Unit at the University of East Anglia when it helped Shell with the 1991 film, said: “It’s one of the best little films that I have seen on climate change ever. One could show this today and almost all would still be relevant.” He said Shell’s actions since 1991 had “absolutely not” been consistent with the film’s warning. A Shell spokeswoman said: “Our position on climate change is well known; recognising the climate challenge and the role energy has in enabling a decent quality of life. Shell continues to call for effective policy to support lower carbon business and consumer choices and opportunities such as government lead carbon pricing/trading schemes. “Today, Shell applies a $40 per tonne of CO2 internal project screening value to project decision-making and has developed leadership positions in natural gas and sugarcane ethanol; the lowest carbon hydrocarbon and biofuel respectively,” she said. Patricia Espinosa, the UN’s climate change chief, said change by the big oil companies was vital to tackling global warming. “They are a big part of the global economy, so if we do not get them on board, we will not be able to achieve this transformation of the economy we need,” she said. The investments the oil majors are making in clean energy are, Espinosa said, “very small, the activities in which they are engaging are still small and do not have the impact that we really need.” Espinosa, who visited Shell’s headquarters in the Hague in December, said: “They are clear that this [climate change] agenda has to do with the future of their company and that business as usual, not doing anything, will lead to crisis and losses in their business.” .
  2. Scania Group Press Release / February 27, 2017 Scania today at Mobile World Congress launches Scania One, which provides a single digital environment to a host of connected services for fleet owners and drivers. With one-quarter million connected Scania vehicles, Scania One provides coherent and simple access to efficiency-enhancing services. Through Scania One, fleet owners and drivers will have access to the most relevant connected services that can simplify and improve their transport assignments. It constitutes an open customer platform for existing and coming Scania services as well as external content in the versatile Android tablet device. “Scania One is our framework for seamlessly and efficiently integrating both current and coming services in a single environment,” says Christian Levin, Executive Vice President, Head of Sales and Marketing, Scania. “I am convinced that these services, taken together, will significantly contribute towards greater efficiency and thereby higher revenues for transport companies.” Scania One is based on communications technology-giant Ericsson’s software. It is designed to meet the varying needs of customers and drivers related to the trucking operation, transport assignment or simply personal preference. Since services may be added at will, Scania One offers an attractive single device choice. From the purpose-built tablet launcher, drivers can access all apps that the transport company subscribes to. Scania One features the Scania Fleet Management, the comprehensive monitoring and analytical system that provides fleet owners with an overview of equipment and drivers. It offers in-depth data on performance trends with regard to crucial factors that directly affect costs, such as fuel consumption and wear. It is also an invaluable tool in fleet planning, providing information on position and needed servicing. The condensed Fleet Performance app provides an abbreviated version of Scania Fleet Management with the most pertinent information. In addition, some of the services Scania One initially features include: Check before drive – provides a digital checklist for guided daily inspections of brand-neutral vehicle and trailer status with time-saving opportunities to continuous record observations as the basis for service planning. Scania Assistance – allows drivers to digitally contact Scania’s assistance service and transmits position for speedy remedial roadside and workshop action. Guide me –guides drivers through an interactive tool with augmented reality functionality in acquainting themselves with basic functions. With the mobile device camera, dashboard symbols can be scanned to provide information in text or video. Scania will continuously add new features while also encouraging developers to add useful services, building a platform for optimised and efficient transport solutions. Scania One is compatible with the cloud-based platform of Volkswagen Truck & Bus, which also serves as the base for RIO, opening opportunities to offer additional services and a wider ecosystem. .
  3. Ted, it seems that handsome blokes like Tim only attract the best looking Sheilas.
  4. Kenworth Truck Company Press Release / February 27, 2017 Kenworth’s T680 and T880 models are now available with Dana Spicer® D-Series lightweight steer axles for use with air disc brakes. The D-Series axles feature a new lightweight beam with a robust axle-to-brake attachment to help maximizes performance. A patented steer arm design further reduces weight, delivering excellent performance within a smaller design envelope. The axles also feature a new integrated air disc brake knuckle. The knuckle’s one-piece, forged design incorporates the tie-rod arm, disc brake mounting feature and spindle, and eliminates the need for a separate torque plate and its associated fasteners. The new axle weighs approximately 35 pounds less than the previous lightweight beam axle and torque plate assembly. “Air disc brakes deliver superior performance over traditional drum brakes, improving stopping distance and brake life. The integrated air disc brake knuckle on Dana Spicer D-Series axles is a durable solution that reduces tire wear and maintenance intervals, helping to maximize uptime,” said Kurt Swihart, Kenworth marketing director. Kenworth offers the Spicer D-Series steer axles for applications with gross axle weight ratings from 10,000 to 13,200 pounds. .
  5. Meritor Press Release / February 27, 2017 Meritor EX+L air disc brakes will be available on International LT Series tractors beginning in February. "Demand for air disc brakes is growing among North America fleets that are increasingly concerned about safety and reliability, and our market-leading brake products address these issues," said T.J. Reed, general manager, Front Drivetrain for Meritor. "EX+ will offer Navistar's customers superior performance and easier serviceability." Built with the reliability, durability and performance that customers expect from Meritor, the EX+L delivers exceptional braking power that meets federal FMVSS 121 reduced stopping distance regulations, according to Reed. In-line braking stability offers safer, smoother stops, and high-demand applications benefit from reduced brake fade resistance. EX+ air disc brakes are engineered from the ELSA line, Meritor's popular air disc brake solution in Europe with more than 2 million in service. EX+L brakes are built to maximize productivity by reducing maintenance time and costs. A gear-synchronized twin piston design transfers torque to both brakes simultaneously, resulting in better performance and uniform pad wear. The entire assembly is engineered for faster pad changes and quicker inspection time. A standard mechanical visual wear indicator gives fleets quick-check capability of remaining pad life without taking the vehicle out of service to remove the wheel. In North America, 16 percent of new trucks were built with air disc brakes in 2016, up from less than 5 percent in 2011, according to Meritor. More than 300,000 new air disc brakes were sold in 2016.
  6. The dedicated International A26 engine website - https://www.internationaltrucks.com/engines/international-a26 The A26 Engine Brochure - https://www.internationaltrucks.com/-/media/navistar/trucks/pdf/brochure/a26/a26-brochure.pdf
  7. International Truck Launches 12.4l A26 Engine International Truck Press Release / February 27, 2017 Born from a new way of thinking and designed with uptime in its DNA International Truck today launched the International® A26 engine, a powerful new 12.4-liter engine designed to provide industry-leading uptime to the Class 8 market. Driven by a commitment to deliver customer uptime, the A26 was developed through an initiative called Project Alpha, which brought together a new team of the industry's foremost powertrain engineers. The initiative pursued a fresh approach that emphasized simplicity over complexity and using only proven components to deliver industry-leading uptime. "Project Alpha has fundamentally changed how we design diesel engines," said Bill Kozek, president, Truck and Parts. "The International A26 has been designed to address the rigorous demands of Class 8 truck customers. It's been tested to extremes and meets a demanding B10 design life standard for an unprecedented 1.2 million miles." Built from the proven MAN D26 engine crankcase, the A26 produces up to 475 horsepower and 1,750 lb.-ft. of torque from a design that's 600-700 lbs. lighter than a traditional 15L big bore engine. Its components have been carefully engineered to deliver uncompromising uptime as well as class-leading fuel efficiency, reduced weight and quiet operation. "The A26 was designed from the ground up to deliver industry-leading uptime, durability and reliability," said Darren Gosbee, vice president, Advanced Engineering. "The A26 is as simple as a modern engine can be, and we've built uptime into every part of the development process, from design to calibration to testing." Every component is engineered to maximize uptime. Utilizing a titanium compressor wheel with a simplified single-stage design, the A26 features a variable geometry turbocharger that reduces complexity and enhances reliability. Larger piston pins, connecting rods and bushings help optimize load distribution for enhanced durability, while smaller piston cooling jets increase oil pressure to improve lubrication, increasing oil change service intervals up to 70,000 miles. At 2,299 pounds, the A26 is the lightest engine in its class. The A26 is 55 pounds lighter than the engine it replaces, and also enables an impressive 200 pounds of additional weight reduction in vehicle-mounted components. Its Compacted Graphite Iron (CGI) crankcase has greater strength and fatigue resistance than traditional gray iron. Composite valve covers and shot-peened aluminum flywheel housing help deliver impressive weight savings over traditional solutions. The most efficient engine offered in International's on-highway lineup. Engineered to deliver up to five percent greater fuel economy, the A26 has a simplified air management system, featuring a new Variable Geometry Turbocharger. Fuel injection pressure is maximized by the engine's 2,500 bar (36,300 psi) high pressure common rail fuel system. Coupled with new cylinder head coolant passages that are 50 percent less restrictive to reduce parasitic loss to the water pump, the A26 reduces both fuel consumption and emissions. Quietest engine in our lineup. The A26's uniquely sculpted crankcase, which is isolated with the oil pan through a specially designed rubber gasket, absorbs vibration and reduces harshness for a quieter in-cab experience. The engine's six-blade fan, specially designed gear teeth and sophisticated calibration and programming are specifically built to reduce engine noise. The A26 is backed with the industry's best engine warranty: two years, unlimited miles. The warranty reflects confidence in the engine's reliability and durability, which have been confirmed through extensive validation and testing process, including: Hundreds of thousands of hours of "key life" and dyno testing at extreme engine speeds and loads. Millions of real-world test miles over the harshest North American roads, including high altitudes and temperatures as low as -40° F. Full validation cycles (concept, design, statistical and product validation) over a period of years to identify, correct and retest any issue. The A26 engine is available for order in the International LT Series of long-haul vehicles and RH Series of regional haul vehicles.
  8. The transmission as a power manager Truck News / February 27, 2017 Eaton envisions a future that will see increased electrification of commercial vehicle components and it sees its products as being key in managing those power requirements. Larry Bennett, head of Eaton’s vehicle technical innovation center, says “we see the transmission as being ideally located on the vehicle to help manage electrical power on the vehicle.” For example, Bennett said the starter maybe moved from the engine to the transmission. Electrical power will be generated as the vehicle travels down the road, even with the transmission potentially disengaged to save fuel. “The transmission stops spinning but the rear wheels can continue to drive the alternator to provide the electrical power that’s needed,” Bennett explained during a press briefing at the Technology & Maintenance Council’s spring meeting. Bennett also sees an eventual shift towards 48-volt power. It would be sufficient enough to provide cab heating and cooling without an auxiliary power unit using the batteries on-board the vehicle. To provide propulsion, 300 or more volts would be required. Within the next six to 10 years, predicted Bennett, vehicle manufacturers will be looking to take load off the diesel engine through electrification of certain components. “There is going to be a lot of electrification, with engine accessories taken off the engine,” he said. A broad range of voltages, from 12 to 48, will be required. Anything beyond 48 volts brings safety concerns to the forefront. Looking further out, Bennett said in 10 or more years, trucks will “have to be managed within an ecosystem.” This will require constant vehicle-to-vehicle and vehicle-to-infrastructure communication. “The next 10 years are going to be probably more dynamic than ever before,” Bennett said.
  9. Today’s Trucking / February 27, 2017 Eaton’s Technology Innovation Center has looked into the future and believes it’s electrifying. “I think the next 10 years are going to be very dynamic, probably more dynamic than they have ever been,” says Larry Bennett, who leads the supplier’s advanced research and development arm. He sees the transmission becoming the heart of vehicle hybrid and electrical systems, which will have their own roles increase because of factors such as jurisdictions that want to ban internal combustion engines. The predicted changes are not all about power sources, either. Future vehicles will be increasingly “connected and adaptable”, he said, referring to real-time changes and calibrations in the name of fuel economy, sometimes just a few seconds before they’re needed. Further Vehicle-to-Infrastructure and Vehicle-to-Vehicle communications will make it possible to shift to things like a more fuel-efficient route. Then there is the emergence of autonomous vehicles. “The use of the vehicle and who owns it is going to change rapidly, especially in the cities,” Bennet added, referring to ride-sharing systems. In the next five years, Original Equipment Manufacturers will be searching for the “low-hanging fruit” of available technologies that will help to earn Greenhouse Gas credits, he predicted. In the five years that follow, engine companies will increasingly look at options such as downsizing and also need to find ways to augment power in certain situations, perhaps with hybrids. Advances in the next five years could include electromechanical valvetrain actuators, dual-clutch transmissions, smart-charging batteries, intelligent vehicle control, and over-the air programming. “We can change the calibration on a transmission once it’s pulled in and parked for the night,” he said, offering one example. Look a decade out and the predicted technologies begin to include electric valvetrain actuators, Exhaust Gas Recirculation improvements, electric powertrains, efficient power management, predictive controls, and the systems that enable autonomous vehicles. Picture a purpose-build transmission for electric vehicles. That can offer better gradeability and acceleration with a smaller electric motor, he said. A non-propulsion form of hybrid would be able to allow things like engine-off coasting and hotel modes, he added, predicting the quick adoption of 48-volt systems because of it. “They (manufacturers) want to take it off the engine and not have it spinning and creating parasitic losses.” Looking further to the future, there are questions about which vocations will not be allowed to use internal combustion engines in different cities, he added. “There’s going to be a lot of electrification.” That will ensure machines are only used when needed and eliminate parasitic losses. While vehicles will still rely on 12- and 24-volt power, Eaton expects growing interest in 48-volt systems for non-propulsion needs. Electric propulsion systems, meanwhile, could require north of 300 volts. For the company itself, Eaton sees the transmission as the center of this universe. “We see the transmission as being ideally located on the vehicle to manage the electric power,” Bennett explained. A generator on the transmission, for example, could be used to run air conditioning compressors, offering the cooling without the need for an $8,000 Auxiliary Power Unit, he said. “Now you have hotel mode with the existing system that’s on the vehicle.” New auto docking technologies will shut the system down and apply the brake before a trailer backs into a dock, and then creep into place. Emerging self-coupling features will also make the coupling of tractors and trailers less of a violent, damaging event. The company already has the components to develop power management systems and power distribution modules. Lessons have already been learned that make it possible to better manage batteries, extending their lifespans, minimizing sizes and reducing costs, he added. “Managing the electrical power. That’s where we believe our core competencies are.”
  10. Heavy Duty Trucking / February 27, 2017 International Truck said it will launch the International A26 engine, a new 12.4-liter diesel designed for the Class 8 market, on Feb. 27 at the Technology & Maintenance Council’s Annual Meeting in Nashville, Tenn. The company said the A26 was developed through an initiative called Project Alpha that brought together a team of trucking industry powertrain engineers. Together, initiative members focused on emphasizing simplicity over complexity and using only proven components. The truck and engie maker listed these as key features of the A26: Components engineered to maximize uptime Light weight of 2,299 pounds The most efficient engine in International’s on-highway lineup The quietest engine in International’s lineup Hundreds of thousands of hours of testing Millions of real-world test miles More details on the new engine will be available after International’s official announcement, schedule for this evening at the TMC meeting. .
  11. Fleet Owner / February 27, 2017 Dana has launched production its new SPL 350 Lite driveshaft and is introducing a new axle ratio for the Spicer AdvanTEK 40 tandem axle. The SPL 350 Lite driveshaft is optimized for high-efficiency on-highway and heavy-haul vehicles with engine downspeeding configurations. It is up to 35 pounds lighter than existing products, making it the lightest weight driveshaft in its class. The SPL 350 Lite offers improved performance, enhanced vehicle dynamics, and easier maintenance while delivering the durability and reliability required to support torque-management needs resulting from fast axle ratios that enable engine downspeeding. Designed with 11 fewer components to reduce weight and enable faster, easier installation by OEMs, this driveshaft offers extended component life, as well as improved performance and vehicle dynamics with reduced noise, vibration, and harshness levels. It shares service components with the existing SPL 350 driveshaft, simplifying maintenance and inventory for truck owners and service facilities. Dana offers the SPL 350 Lite driveshaft with a choice of service-free or standard re-lube designs. Dana is the only supplier in the industry to offer universal joint kits that are 100 percent interchangeable, allowing truck owners to change between service-free and re-lube configurations. Similarly, the new axle ratio for the Spicer AdvanTEK 40 tandem axle designed to support engine downspeeding for linehaul trucks. This 2.47:1 ratio allows truck buyers to fine-tune their driveline specifications for an optimized balance of productivity and fuel efficiency. Dana offers seven available ratios to support engine downspeeding, ranging from 2.26:1 to 2.93:1. This new ratio from Dana is ideally suited for direct-drive versions of the SmartAdvantage Powertrain, a joint collaboration between Eaton and Cummins. The configuration is recommended for regional-haul applications that travel a composite of interstate highways, secondary roads, and urban operations. For guidance in selecting the optimal configuration, truck owners can visit smartadvantagepowertrain.com.
  12. Engine driven accessories bring modest fuel savings Jim Mele, Fleet Owner / February 27, 2017 Switching from belt- or gear-driven engine accessories to variably driven ones has the potential to reduce heavy-truck fuel consumption by 3% to 5%, according to the latest Confidence Report released by the North American Council for Freight Efficiency (NACFE) and the Carbon War Room. However at this stage of development, “variable engine driven accessories present relatively small opportunities for gains in fuel efficiency, but they may provide better payback with further development,” said Michael Roeth, NACFE executive director and IdeaXchange columnist for Fleet Owner. Introduced at the annual Technology and Maintenance Council meeting, the report was the 15th report issued by the two groups as part of their efforts to double freight efficiency by providing objective evaluations of technology and operating strategies. The newest report examined eight technologies that are all currently in development including 2-speed cooling fans, variable speed water pumps, clutched air compressors, high-efficiency alternators, smart air dryers, dual displacement power steering pumps, electrically driven A/C compressors and other electrically driven accessories. The research team interviewed component manufacturers, truck and engine builders, teams involved in the various Super Truck projects, the Dept. of Energy and fleets “in an effort to provide a foundational understanding” of the eight new accessory technologies, some of which might become part of efforts to meet upcoming greenhouse gas emissions standards for heavy trucks. At the current state of development, the conclusion is that “the fuel economy gains are pretty modest and could even decline” as fleets move to reduce operating engine speeds with downspeeding powertrains,” Roeth said. Fleets are concerned about reliability of new accessory system that add complexity, and the payback on investment in those systems from fuel savings “is insufficient for high levels of adoption at present,” he noted. Despite that conclusion, the report urges fleets to continue reviewing variable engine-driven accessories and for manufacturers to continue development work. Current work on high voltage and waste-heat recovery systems could potentially lead to improved payback, and greenhouse gas benefits might also drive future adoption, Roeth said.
  13. Heavy Duty Trucking / February 27, 2017 The Technology and Maintenance Council and The North American Council for Freight Efficiency (NACFE) go together like peas and carrots, as a certain cinematic shrimp entrepreneur likes to say. So it's no surprise that NACFE operational leader Mike Roeth chose the TMC meeting here to release the organization's findings and a Confidence Report on the fuel efficiency of Variable Engine-Driven Accessories that many OEMs are evaluating today as possible fuel economy enhancement systems on future powertrains. These technologies include waste heat recovery systems and high voltage electrical systems, which OEMs and component suppliers are currently evaluating and have been testing on various OEM SuperTruck incarnations. NACFE Confidence Reports are painstakingly researched by truck industry technology leaders and examine existing or emerging technology to give North American fleets baseline information on how a technology works,and what kind of fuel economy benefit or ROI they can expect to see whne using it in real-world operations. The Variable Engine-Driven Confidence Report is NACFE's second look at an emerging trucking technology, coming on the heels of its Two-Truck Platooning report last year. Because the technology is so new, and very much in early stages of development, Roeth said initial findings were modest in terms of eventual deployment and the potential for fuel savings and ROI. But, he stressed, much work was being done to improve these systems and advised fleets to continue to review advances in this area of powertrain development as further advances possible. That said, the NAFCE's current report found the following on Variable Engine-Driven Accessories: Fuel economy gains are modest Fleets are concerned about complexity and reliability Payback is currently insufficient for high levels of adoption High voltage and waste heat recovery systems offer the best potential now for improved ROI Additionally, Roeth said NACFE is recommending the following policies as development of Variable Engine-Driven Accessories continues: Fleets should continue to review and study these systems Manufacturers should continue to develop these systems Fleets should monitor the improvements driven by Greenhouse Gas Regulations High voltage systems will enable payback -- but accessories will not be the driver for higher voltage systems The entire NACFE Variable Engine-Driven Accessory Confidence Report can be dowloaded here.