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Fleet Owner / January 7, 2015 Figuring out how to find and retain truck drivers is only going to intensify for most carriers this year, according to experts, with many planning bigger wage boosts to aid in that effort. In the latest survey issued by Transport Capital Partners (TCP), over 90% of carriers polled by the firm are expecting to increase driver wages this year – with more than a third expecting those wage increases to be in the range of 6% to 10% or double what was reported to TCP six months ago. "Carriers are seeing potential applicants go to other sectors, like construction, where there is more predictable home time and where extra pay is not limited by federal hours of service (HOS) regulations,” noted Steven Dutro, a TCP partner, in the firm’s report. “The end result is that revenue from rate increases will go into purchasing new equipment, driver wages, rising maintenance costs and regulatory costs – and not as much into the carrier’s pockets in 2015," he said. Yet Eric Starks, president of research firm FTR Transportation Intelligence, that while such pay increase percentages can help alleviate the driver shortage near-term, much higher pay levels may be needed to help foster a longer-term solution to the issue. “We think we’ll need to see really significant pay increases to start attracting real interest from the broader labor force,” he told Fleet Owner. “If we start seeing [driver] pay up around $80,000 per year, then you’ll see far more people willing to make the personal time sacrifices to work that job. At $45,000 to $50,000? Not so much.” Starks is also unsure how “aggressive” the trucking industry as a whole is prepared to be on the pay issue, which is why he thinks more than a few may opt to focus instead on what he called “margin growth” scenarios. “If capacity remains tight, instead of expanding operations, many [fleets] may instead focus on increasing rates and their [profit] margins, then share it with their corps of current drivers,” Starks said. “They won’t grow their fleet but they also won’t have to go whole hog on big pay raises either.” Richard Mikes, a TCP partner, added that carriers as a whole largely remain hesitant to add capacity because of that shortage of experienced drivers, with replacement far outpacing additions on order boards for new tractors. One option he said carriers are contemplating is pushing for a regulatory change to allow younger drivers under the age of 21 to apply for commercial drivers licenses (CDLs). Mikes noted that, according to TCP’s current survey, that “younger driver” concept enjoys large support in the industry, with 84% of carriers in the firm’s poll in favor of it. Support is similar between large and small carriers, despite smaller carriers typically hiring fewer inexperienced drivers, he added. Yet although over 80% of the industry supports hiring younger drivers, the percentage of carriers actually hiring inexperienced drivers is only at 33%, Mikes stressed. “It is likely that the shift to hiring more inexperienced drivers will continue, albeit slowly, [with] 64% of carriers surveyed indicated they would be interested in hiring less experienced drivers,” he added. “Larger companies are twice as likely to hire inexperienced drivers as smaller companies, perhaps because they have the staff and resources to invest in training facilities and co-drivers.”

Transport Topics / January 9, 2015 The United States border is being opened to Mexican carriers that want to run in the U.S., the Department of Transportation has announced. The Jan. 9 announcement said that the DOT will publish a notice in the Federal Register, probably on Jan. 15, saying Mexican carriers are allowed to apply for operating authority here, ending more than 20 years of dispute over the Mexican truck issue. “The policy change is expected to result in the permanent termination of more than $2 billion in annual retaliatory tariffs on U.S. goods and follows a three-year pilot program that tested and validated the safety of Mexican trucking companies to operate long-haul in the U.S,” the DOT announcement said. Transportation Secretary Anthony Foxx said opening the border to “a safe cross-border trucking system with Mexico is a major step forward in strengthening our relationship with the nation’s third largest trading partner, and in meeting our obligations under [the North American Free Trade Agreement]. “Data from the three-year pilot program, and additional analysis on almost 1,000 other Mexican long-haul trucking companies that transport goods into the United States, proved that Mexican carriers demonstrate a level of safety at least as high as their American and Canadian counterparts,” Foxx said. U.S. Trade Representative Michael Froman also welcomed the news, the DOT statement said. The successful conclusion of the pilot program provides the basis for the permanent resolution to this dispute,” said Ambassador Froman. “We have been, and will continue to work with Mexico to ensure that the threat of retaliatory duties will now be brought to a swift conclusion as well,” Froman said. “Formally concluding this process will help us continue our work to expand trade and investment opportunities between our countries.” The pilot program ended in October but a report released by the DOT’s Inspector General last month said that with only 15 carriers in the pilot the IG could not draw conclusions about whether the general population of Mexican trucks would have the same high safety standards as those that participated in the pilot. However, the same day the DOT announced the border was being opened to Mexican trucks, the Federal Motor Carrier Safety Administration said it sent its own report to Congress. The FMCSA report said the pilot results show that Mexican carriers “can and do operate throughout the United States at a safety level equivalent to U.S and Canada domiciled motor carriers and consistent with the high safety standards that FMCSA imposes on all motor carriers authorized to operate in the United States.” The conflicting reports are likely to draw the attention of Congress, which before the pilot was launched, had blocked other attempts to let Mexican trucks run long haul beyond designated commercial zones at the border. Rep. Peter DeFazio (D-Ore.), ranking member on the House Transportation and Infrastructure Committee, said he was “deeply disappointed” when the Obama Administration notified him that it had decided to open the border to the Mexican Carriers. “They are justifying this decision, using data collected from Mexican trucks that they allowed to operate long haul in the U.S. as enterprise carriers, avoiding the more arduous pilot program,” DeFazio said. “These carriers were not subject to the more rigorous safety inspections, electronic monitoring of hours of service compliance, and other measures to which pilot program carriers were subject,” he said. “This Administration appears insistent on creating opportunities for Mexican carriers - which will have major impacts on safety, security, and American jobs.” The dispute over the border opening dates to 1994 when NAFTA took effect. The U.S. was to open its borders to more long-haul Mexican trucks but the opening was delayed by questions from the Teamsters and others about safety standards for Mexican trucks. The DOT noted that in 2001, a NAFTA dispute settlement panel said the U.S. was not in compliance with the cross-border trucking provisions of the agreement. And in 2009 Congress used its appropriations power to halt a demonstration project, at which point Mexico “exercised its option to take retaliatory measures, granted by a NAFTA Arbitration Panel, and impose more than $2 billion in annual tariffs on exports of U.S. agriculture, personal care products and manufacturing goods.” Mexico “suspended” the tariffs after the new pilot program began in 2011. Mexican carriers seeking long-haul operating authority will be required to pass “a Pre-Authorization Safety Audit to confirm they have adequate safety management programs in place, including systems for monitoring hours-of-service and to conduct drug testing” using labs certified by the U.S. Department of Health and Human Services. “Additionally, all drivers must possess a valid U.S. Commercial Driver’s License or a Mexican Licencia Federal de Conductor, and must meet the agency’s English language proficiency requirements,” DOT said.

Press Release / January 7, 2015 After Monday’s intense heat with temperatures rising above 50 degrees, the Dakar teams faced a very challenging stage again on Tuesday from San Juan to Chilecito. But all three Iveco rally trucks made it to the finish, with a positive 3rd place position for Gerard de Rooy. Hans Stacey also finished in the top ten, in 9th place, followed by Pep Vila in 11th. The route to Chilecito was short at 284 kilometres, but featured difficult rocky terrain together with mountains that made it increasingly harder on brakes and tyres. This is reflected in the average speed. On Sunday the average speed was 116 km/h, while it was a mere 82 km/h yesterday. Right from the start Gerard de Rooy was the fastest again, as was the case on Monday. However, strong competition for first place came from Nikolaev (Kamaz). At the finish however, it was Mardeev (Kamaz) who came through with a strong final offensive winning the stage with a 1:51 minute advantage over Karginov. De Rooy crossed the line in third position, 4:30 minutes after Mardeev. Mardeev now leads in the overall ranking with an advantage of some 8 minutes over Loprais (MAN), Karginov (Kamaz) and Nikolaev (Kamaz). Gerard de Rooy and his Iveco Powerstar are 9:52 minutes behind Mardeev followed by teammate Hans Stacey who stands at 12:42 minutes behind. Gerard de Rooy: “It was really hard today, again. The truck suffered some very big bumps and one of the tyres was destroyed due to the rocks. Luckily we had no problems at all with the Iveco Powerstar,” said De Rooy at the finish. “We started with a minor navigation error at some 50 kilometres into the stage. I had a Kamaz truck behind me and just when (my navigator) Jürgen told me to turn, the Patrol emitted a loud noise and I missed the corner. Fortunately we were able to reverse within a few metres and the mistake did not cost us too much time.” Hans Stacey: “We had some delay at the start of the stage because we could not overtake a jeep. When we finally passed it after 70 kilometres we suffered loss of engine power. So our technicians will have to perform repairs throughout the night. The last 200 kilometres of the special proved to be the greatest obstacle to making it to the finish. In the end we are more or less satisfied about the results, but we’ll press down even harder on the pedal tomorrow.” More info available at www.iveco.com/dakar .

Press Release / January 2, 2015 WABCO, a leading global supplier of technologies to improve the safety and efficiency of commercial vehicles, today announced that the company continues to supply its most advanced, high-performance safety technologies to KAMAZ-master, the Russian national off-road truck racing team and defending champion of Dakar, one of the world’s most challenging endurance rallies. KAMAZ-master has won the Dakar Rally an unprecedented twelve times, including most recently in 2014. WABCO has supplied KAMAZ-master since 1997 with pioneering safety technologies and has significantly contributed to the team’s continued success ever since. In 2015, WABCO equips KAMAZ-master team’s heavy duty trucks with industry-leading technologies such as high-performance air compressors, wheel-end solutions, driveline controls and WABCO Tristop® cylinders, one of the industry’s most reliable piston-type spring brake cylinders. Dakar 2015 will launch on January 4 and conclude on January 17 in Argentina’s capital of Buenos Aires. In total, 63 racing trucks representing twelve different commercial vehicle brands will cross the starting line. KAMAZ-master will send four trucks to defend its title. Dakar 2015 covers 9,000 kilometers (5,592 miles) of the most unforgiving terrain through Argentina, Bolivia and Chile. The Dakar puts to the ultimate test racing teams and vehicles alike. This year, drivers will cross the Andes Mountains twice, face the world’s largest salt lake called the “Salar de Uyuni” and venture in the Atacama Desert, commonly known as the driest place on earth. For more information, visit the KAMAZ-master website at http://www.kamazmaster.ru/en or watch the team’s video here on YouTube. .

Trailer/Body Builders / January 7, 2015 Private equity firm The Carlyle Group has acquired AxleTech International, a global engineering and manufacturing company for off-highway and specialty vehicle drivetrain systems and components, from General Dynamics Corporation. Terms of the transaction were not disclosed. Carlyle previously owned the business from 2005 to 2008. Mary Petrovich, CEO of AxleTech from 2002-2011, will rejoin the firm as Executive Chairman. Joe Mejaly, who joined the business in May 2014 as General Manager, will become CEO under Carlyle’s ownership. Carlyle Managing Director Adam Glucksman said, “In partnership with Mary and Joe we will help AxleTech grow its market share through a relentless commitment to innovation, quality and service. We are delighted Mary is rejoining the firm as Executive Chairman. She is a remarkable leader with a track record of value creation for her customers and our investors.” Petrovich said, “AxleTech has a rich 100-year history that offers its customers a broad portfolio of products, extensive market expertise and talented employees. I am eager to work with Joe, who brings a wealth of experience in off- and on-highway products, with strong skills in the aftermarket. Joe will drive the business to ensure satisfied customers with a singular perspective committed to its unique markets and capabilities.” Mejaly said, “AxleTech’s management team and workforce is focused aggressively on being faster to market with the right components and systems, and prioritizing improved interactions with all customers, both current and potential.” http://www.axletech.com/na_en/index.php Note: AxleTech’s roots stem from Rockwell. It all goes back to the year 1899 in St. Louis when Henry Timken and his two sons, H.H. and William, founded the Timken Roller Bearing Axle Company to produce the senior Timken’s newly patented tapered roller bearing. After relocating to Canton, Ohio in 1902, the axle business was split off under son William Timken, relocated to Detroit, and renamed the Timken-Detroit Axle Company in 1909 (the bearing business was renamed the Timken Roller Bearing Company). Now MIT graduate William Rockwell enters the picture. Following the end of World War I, he went to work as manager of the engineering department for the Torbensen Gear & Axle Company (founded by Joe Eaton, brother-in-law Henning Taube and Viggo Torbensen in 1911), where he designed a double-reduction axle. After his design was rejected by senior management, he left Torbensen in 1919 and established the Oshkosh-based Wisconsin Parts Company to produce his self-designed worm-drive and double-reduction axles. In 1929, Timken-Detroit Axle acquired Willard Rockwell’s Wisconsin Parts to form Timken-Detroit Axle & Wisconsin Axle. Willard Rockwell became president of Timken-Detroit Axle in 1933, and in 1953 established the Rockwell Spring and Axle Company by merging Wisconsin Axle, Timken-Detroit Axle, and Standard Steel and Spring (which produced driveline components from 1914). In 1958 was renamed Rockwell-Standard Corporation. The now Pittsburgh-based company then acquired and merged with Los Angeles-based North American Aviation (of P-51 Mustang fame) to form North American Rockwell in September 1967. After acquiring avionics manufacturer Collins Radio in 1973, the company merged with Rockwell Manufacturing (run by Willard Rockwell Jr.) to form Rockwell International. In 1988, Rockwell purchased France’s SOMA Europe Transmissions SA, known for their rugged planetary hub reduction off-road axles, to develop a European market base. Rockwell spun off its automotive unit in 1997 resulting in the establishment of Meritor, which evolved into ArvinMeritor in 2000 (ArvinMeritor became Meritor again in 2011). Private equity firm Wynnchurch Capital and Resilience Capital bought the business unit from a struggling ArvinMeritor in 2002 and named it AxleTech. Carlyle Group bought it (the first time) from Wynnchurch in 2005, and General Dynamics acquired it in December 2008.

NBC Sports / January 5, 2015 Last year’s Dakar Rally quads runner-up, Rafal Sonik, is your new leader in the category after winning in Stage 2 on Monday in Argentina. The Polish racer (pictured, from 2014) followed-up his second-place showing in Sunday’s opening stage with a win over defending Dakar champion Ignacio Casale of Chile by a margin of just over three and a half minutes. From the overall standpoint, that means a lead of two minutes, 26 seconds for Sonik. Stage 2 from Villa Carlos Paz to San Juan, Argentina was the longest of the 2015 Dakar at 518 kilometers. Casale said he had to slow down over the final 100 kilometers of the stage, because he was dealing with dehydration after running out of water. “Today, it was a very difficult stage, the hardest I’ve ridden in my life,” Casale said. “I thought that I was going to drop out. I had a lot of thoughts running around my mind throughout the day…I suffered a lot and didn’t feel great at all. I slowed down my pace over the last 100 km. “In any case, given the length and toughness of the stage, the aim was to make sure I finished…But I couldn’t do anything more. I was in a really complicated situation. I went and sat in the medical tent for 40 minutes to rest and drink…I’ve never experienced anything like that.” As for the trucks, the KamAZ team – winners of a record 12 Dakar Rallies – bounced back from a tough Sunday (none of their entries finished in the Top 5) to get two out of the Top 3 spots on Monday, including P1. Russian pilot Eduard Nikolaev scored a 46-second win over the Iveco team’s Siarhei Viazovich of Belarus. Ayrat Mardeev put his KAMAZ in third position, just three seconds behind Viazovich. Hans Stacey, the Stage 1 winner, initially kept hold of the top overall position in the truck category with a fourth-place run in his Iveco. However, he was penalized one minute and was dropped to sixth in Monday’s stage. That means Nikolaev is now leading the pack with a slim lead of 40 seconds over Stacey. Video: http://motorsportstalk.nbcsports.com/2015/01/05/dakar-rafal-sonik-takes-control-in-quads-kamaz-team-back-on-top-in-trucks/

9News / January 6, 2015 The M2 motorway remains closed city-bound at Baulkham Hills more than 12 hours after a truck smash claimed the life of a 50-year-old driver. The man, from Prestons in southwestern Sydney, was driving a semi-trailer towards the city when he crashed into the back of another truck that was stationary on the side of the road about 2.30am Wednesday, police said. It took emergency services more than two hours to free him from the wreckage. He died at Westmead Hospital. The 30-year-old driver of the stationary truck, who was outside his vehicle when the crash happened, was taken to hospital for precautionary checks. http://www.9news.com.au/national/2015/01/07/05/12/two-trucks-block-sydney-bound-traffic .

Australasian Transport News (ATN) / January 6, 2015 Commercial vehicles have failed for the second year in a row to push sales much into the 30,000 band. Two years after breaking out of the 20,000s, progress beyond 2012’s 30,745 has proved elusive, Truck Industry Council (TIC) figures show. The total for 2014 including vans was 30,630, 15 units down from 2013. Individually, with a couple of notable exceptions either way, growth has been pretty flat for the makes. With the exception of Western Star, the biggest swings were displayed amongst van-makers, where Ford has lost half its sales in five years to hit 512. The biggest winner here has been Renault, up from 127 in 2010 to 960 last year and second place, while market leader Mercedes-Benz has seen relentless growth in the past three years take it into the 2,000s to end the year at 2,190. Amongst the heavy-duty performers, Western Star’s light has dimmed somewhat, recording 658 sales compared with 1,003 in 2012. Against that, Isuzu reached four figures in the sector for the first time this decade last year with 1,116. That year also was the high-water mark for Iveco, which slumped from 926 to 698 in the same period. The paragon of steady growth was Scania, which has lifted heavy truck sales by an average of around 100 units a year to finish last year on 779. Possibly the most volatile numbers belong to Cat, which has recorded sales of 162, 310, 115 and 185 since debuting in 2011.

Fleet Owner / January 6, 2015 Global oil prices fell sharply in the fourth quarter of 2014, according to data tracked by the Energy Information Administration (EIA) as robust global production exceeded demand. That’s also helping U.S. fuel prices remain on a downward slope, the agency noted. The average retail pump price for diesel in the U.S. dropped 7.6 cents this week to $3.137 per gallon, EIA reported – which is 77.3 cents per gallon cheaper compared to the same week in 2014. Diesel prices dropped the most in the Midwest and Rocky Mountains this week, falling 10.4 cents to $3.102 and 10 cents to $3.139, respectively. The Gulf Coast is home to the cheapest diesel in the nation this week at $3.045, down 7.6 cents per gallon compared to last week, the agency noted. The average retail pump price for gasoline in the U.S. declined 8.5 cents to $2.214 per gallon this week, which is $1.118 per gallon cheaper compared to the same week in 2014, EIA said. Gasoline prices dropped the most in the Midwest and the Rocky Mountains, falling 1.4 cents in each region to $1.9754 and $2.582, respectively – with the Midwest’s average price for gasoline the cheapest in the U.S., the agency reported. The Gulf Coast, where prices decreased 8 cents this week to $1.993 per gallon, is the only other region in country where gasoline prices dropped under the $2 per gallon mark, EIA added. Current and future fuel prices declines are pegged to the rapid decrease in global prices that started in the summer last year, the agency pointed out. After reaching monthly peaks of $112 per barrel (bbl) and $105/bbl in June 2014, crude oil benchmarks Brent and West Texas Intermediate (WTI) fell to $62/bbl and $59/bbl in December, respectively. Brent prices fell below the five-year average in early September and slipped well below the five-year range in November and December. WTI prices have been below the five-year average since early October and below the five year-range since early November. Other crude oil trends worth noting: Domestic crude oil production in the U.S. increased 1.2 million barrels per day (bbl/d) in 2014, up 16% from 2013. At 8.6 million bbl/d, U.S. production is at the highest level in nearly 30 years.The Brent-WTI spread averaged less than $6/bbl, significantly lower than the 2011-13 average of nearly $15/bbl.Estimated global liquids production grew by 1.8 million bbl/d to total 92.0 million bbl/d in 2014, mainly reflecting non-OPEC (Organization of the Petroleum Exporting Countries) production increases concentrated in North America.EIA estimates that global unplanned supply disruptions averaged 3.1 million bbl/d in 2014, 0.4 million bbl/d higher than the previous year. OPEC producers had the largest share of outages at 2.5 million bbl/d.EIA estimates that global liquid fuels production exceeded consumption in each of the four quarters of 2014. In the previous five years, production had not exceeded consumption for more than two consecutive quarters.

Penske asks Supreme Court to hear case over state-required driver breaks Commercial Carrier Journal (CCJ) / January 6, 2015 Penske Logistics filed Jan. 6 a petition asking the Supreme Court to hear its appeal of a decision made by a federal appeals’ court earlier this year, in which it was ruled that carriers must grant truck drivers in California paid meal and rest breaks. The Ninth Circuit Court of Appeals ruled in July to overturn a lower court ruling that had exempted carriers from the California law. The Golden State’s law requires employers to grant employees paid 30-minute meal breaks every five hours and paid 10-minute breaks every four hours. The legal question at the heart of the case is whether the Federal Aviation Administration Authorization Act preempts state law. Lower courts had ruled it does, but the Ninth Circuit appellate court, which has a reputation for bucking trend, ruled the California law was unrelated to “prices, rates and services” — three key market elements the 1994 Act intended to protect from interference of state laws, Penske argues. “This case is about federal law preempting state laws that relate to rates, routes, and services offered by trucking companies,” says Penske Senior VP and General Counsel Michael Duff. “We’re asking the Supreme Court to resolve this issue for our company and the trucking industry. The Ninth Circuit’s decision significantly impacts the entire transportation industry as well as the flow of commerce and ultimately impacts consumers.” The American Trucking Association agrees. After the Ninth Circuit’s July ruling, ATA’s Deputy General Counsel Richard Pianka told CCJ that the Ninth Circuit is the mostly likely to have a decision reversed by the Supreme Court. “The odd thing is something like a dozen district courts have looked at this, and almost all said the federal law preempts in this instance, and that’s what everybody was operating under,” Pianka told CCJ in July. The Ninth Circuit’s decision, if left in place, could have ramifications nationally, Pianka said, as other states with similar break requirements could argue their laws also preempt federal law. Three Penske drivers brought the case in 2008, arguing Penske is legally required to ensure drivers could take their breaks. The driver plaintiffs argued Penske had created “an environment that discourages employees from taking their meal and rest breaks,” according to the lawsuit documents. Penske spokesperson Randy Ryerson said the Supreme Court likely will decide within two to three months to hear the case or not.

Heavy Duty Trucking / January 6, 2015 Penske Logistics took its fight against California’s meal and rest break requirement to the U.S. Supreme Court. The company on Tuesday petitioned the court to review a lower court’s finding that California truck drivers are entitled to paid breaks. At issue is a California law requiring a 10-minute rest break for every four hours worked and a 30-minute meal break every five hours when the driver’s work period is longer than five hours. Penske contends that this law is preempted by a 1994 federal law that says states may not govern a carrier’s prices, routes or services. The issue has been in court for years. In 2011 Penske won a District Court challenge but that decision was overturned last year by the Ninth Circuit Court of Appeals. Penske encourages its drivers to take rest and meal breaks, said Senior Vice President and General Counsel Michael Duff in a statement. “This case is about federal law preempting state laws that relate to rates, routes, and services offered by trucking companies. We’re asking the Supreme Court to resolve this issue for our company and the trucking industry. The Ninth Circuit’s decision significantly impacts the entire transportation industry as well as the flow of commerce and ultimately impacts consumers.” The case is titled Dilts et al. v. Penske Logistics LLC and Penske Truck Leasing Co., L.P.

Fleet Owner / January 6, 2015 Regulation of trailers is almost a certainty under Phase II of the Greenhouse Gas (GHG) rule currently being drafted by the Environmental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHTSA), according to Great Dane. The good news is that the regulatory agencies involved are seeking input from engine, tractor and trailer manufacturers on how proposed fuel-efficiency standards might impact their businesses and the implications associated with them. Great Dane, along with others, has been working with the EPA in Ann Arbor, MI for some months to help the agency understand the technical aspects of trailer manufacture and use, Charles Fetz, vice president, design and development for Great Dane told Fleet Owner in a recent interview. “I am pleased with what the EPA has done and with the progress we’ve made as a team,” he said. “The EPA has done a very good job and we [on the industry side] have worked to understand the regulatory process.” Fetz also noted that he is hopeful that regulators will take into account the recommendations of the Ann Arbor team in the drafting of the Notice of Proposed Rulemaking, anticipated by March 2016. In November last year, Great Dane published a whitepaper titled, “What you need to know about proposed Phase II Greenhouse Gas standards in the trucking industry,” authored by Fetz. In the whitepaper, he noted that, “While these proposed rules may open new opportunities for making tractor trailers as efficient as possible—a shared goal by government and the trucking industry—additional performance regulations have the potential to open a whole host of complexities and potential issues that the government regulators need help in identifying and understanding.” Many of the concerns Fetz identifies center around “the difficulty of creating a regulation for an industry where a high degree of customer-specified customization and critical variations in product configurations and specifications are the norm.:” This list includes issues such as: Whether the regulations will limit the ability to manufacture trailers according to customer demands, resulting in operational constraints for fleets and problems for shippers.The potential for these pending regulations to create business fluctuations in the tractor-trailer market, “creating a peak demand and then an artificial fall-off of demand in subsequent years."The difficulty in establishing a regulation for trailers specifically because of the vast number of factors that affect fuel efficiency, such as tire selection, weight and aerodynamic device compatibility, which are largely beyond the control of OEMs and may be potentially adverse to carriers.Fetz told Fleet Owner that he expects the Phase II GHG regulation to begin with van trailers, noting that “there will be exemptions.” Ideas of averaging, of banking and trading credits, are being discussed, he noted—the idea being that OEMs could “borrow” credits received from the manufacture of their most-efficient trailers to allow them to make other trailers that customers need but that are not as efficient under the terms of the regulation. In conjunction with the publication of the whitepaper, Great Dane also invited other OEMs and carriers to “share their critical information with us” through a brief survey, which can be completed anonymously or for attribution. The information gathered will be tabulated and masked and shred in discussions with EPA and NHTSA to “help provide the most complete picture possible to help shape this regulation and advise the agencies on factors relevant to the regulations’ potential impact on our industry.” When it comes to offering advice, Fetz noted that he is confident “trailers will be regulated,” and advised other trailer makers “to make recommendations to tractor OEMs” on what could/should be regulated and what is just not practicable, including trying to restrict tractor-trailer pairings.

Trailer/Body Builders / January 6, 2015 Hendrickson has completed the purchase of the Frauenthal Group’s heavy-duty leaf spring and stabilizer segment, along with a number of their subsidiaries in Europe. “This acquisition of this business will enable us to broaden our footprint in Europe to better support our global spring customer base,” stated Gary Gerstenslager, president and chief executive officer Hendrickson. TBC Netherlands, a Hendrickson affiliate, will absorb operations in Austria, France and Romania. The light springs operations based in Portugal will remain with Frauenthal. http://www.bigmacktrucks.com/index.php?/topic/37792-hendrickson-exits-spanish-joint-venture/?hl=hendrickson

Prime Mover / January 5, 2015 Diesel and gas engine distributor MTU Detroit Diesel Australia (MTU-DDA), a division of Penske Automotive Group, will be rebranded as Penske Power Systems as of 1 April 2015. Under the Penske Power Systems name, the company will continue to provide customer support as well as full parts and after-sales service through a network of branches, field locations and dealers.

Press Release / January 5, 2015 A new edition of the Dakar is already underway and the Iveco trucks have started full speed. Hans Stacey, at the wheel of a Powerstar, won the first stage connecting the cities of Buenos Aires and Villa Carlos Paz in Argentina. Also with Iveco, Gerard De Rooy finished in 9th place and Pep Vila in 12th. The new edition of the Dakar, the world’s most challenging off-road rally, has taken off. Iveco triumphed in the first stage, set on a connection between the two cities of Buenos Aires and Villa Carlos Paz in Argentina, with Hans Stacey and his Iveco Powerstar taking first place. Gerard de Rooy, leader of Team Petronas De Rooy Iveco, finished the race in 9th place and Pep Vila in 12th position. The first timed 175 kilometers of the 2015 Dakar are now of the past. This stage was called Buenos Aires - Villa Carlos Paz, given the location of the bivouacs, but the actual competition route between Baradero and San Nicolás was very fast and went smoothly. It was somewhat tricky for the drivers who paved the way. Hans Stacey was the fifth out the start and was able to take advantage of the speed of his Iveco Powerstar to win the first special stage of the Dakar. The day's main fight for the lead took place between Hans Stacey with his Iveco and Marcel Van Vliet, driving an MAN. After taking turns in the lead a couple of times as they passed the various waypoints, Hans Stacey's Iveco Powerstar came in first place and became the first partial winner of the 2015 edition. He finished with a 35 second lead on Van Vilet. "I am very happy. I had hoped to win this stage. I was taking advantage of Ales Loprais's tailwind, but we ended up doing a good job. For the past two years, I've been having trouble, but this time everything is going smoothly and I feel confident. I feel like everything's just right, everything's organized. I think I can win. We will try to keep it up," said Hans Stacey, upon arriving at the finish line as the winner of the first stage. Gerard de Rooy, the 2012 Iveco winner and runner-up in 2014, came in a little later. The Dutch team leader lost time after waypoint 2, with an average special stage. He still finished just 1m57s behind his teammate, a negligible difference given the upcoming stages. Pep Vila, with an Iveco Trakker Evolution II, closed the day in 12th place at 3m21s. The Spaniard had a strong performance during this first stage of the 2015 Dakar and he is ready to join the Top 10 during the next special stage on Monday, connecting the towns of Villa Carlos Paz and San Juan, still in Argentina. More info available at www.iveco.com/dakar .

Transport Topics / January 5, 2015 Volvo AB said January 5 it completed its 45% acquisition of Chinese automotive manufacturer Dongfeng Commercial Vehicles Co. for about $885 million. Volvo signed an agreement in January 2013 with Dongfeng Motor Group Co. to acquire the stake of that company’s commercial-vehicle unit, which includes most of Dongfeng’s operations in heavy-duty and medium-duty commercial trucks. Volvo said the deal, which was since approved by Chinese authorities, “will significantly strengthen its position in medium-duty trucks” and make it one of the world’s largest manufacturers of medium- and heavy-duty trucks. “This strategic alliance is a real milestone and entails a fundamental change in the Volvo Group’s opportunities in the Chinese truck market, which is the largest in the world,” Volvo Group CEO Olof Persson said. “It will provide us with the opportunity to become involved in growing [Dongfeng’s] international business in a manner that will benefit us and our Chinese partner,” he said in a statement. The Chinese market for heavy-duty trucks totaled about 774,000 vehicles in 2013, while the corresponding figure for the medium-duty truck market was 286,000 vehicles, Volvo said. Dongfeng had “a leading position in both the heavy-duty and medium-duty segments” that year, with sales of 120,600 heavy-duty trucks and 51,000 medium-duty trucks, with market shares of 15.6% and 17.8%, respectively, Volvo said. Its pro-forma 2013 sales were about $5.6 billion, with pro-forma operating income of about $150 million. In the first three quarters of 2014, Dongfeng’s sales were about $4.2 billion, with an operating profit of about $18 million, and it sold 85,000 heavy-duty and 31,000 medium-duty trucks. Volvo, which makes Volvo and Mack brand trucks in the United States, said it expects its ownership in Dongfeng will be consolidated this month and to be reported as part of its trucks segment.

Press Release / January 4, 2015 The 2014 tablet edition of Legend, Scania’s award-winning V8 magazine, is now in the App Store and will be on Google Play in the next few weeks. The tablet version is packed with videos, images and links to a broad range of V8 material. https://itunes.apple.com/nz/app/scania-legend/id803899130?mt=8 The overall theme for the 2014 edition of Legend is operating economy. Readers will also be invited to take a closer look at the technical details of Scania’s legendary V8 engine. Additionally, the magazine focuses on the growing trend towards heavier vehicle combinations in various markets. Legend for tablets contains even more content than the printed version, including videos, direct links to V8 material on Scania’s digital channels, and a far wider range of images. The first issue of Legend was published in 2009 to celebrate the 40th anniversary of the Scania V8. The 2013 edition of Legend – the first for tablet – highlighted Scania Streamline and featured a video showing an R 730 V8 Streamline truck coming to life in Zwolle, in the Netherlands. The 2013 issue of Legend won gold at the Swedish Design Awards (Designpriset) in the Editorial Web category. .

Ford tried to come into the JLTV competition late with a lower price. In the end, they will only supply engines. In late 2011, Ford Motor Company, the second-largest U.S. automaker, began discussions with DOD about competing to build the JLTV. Ford left the military tactical vehicle business in the early 1980s after more than two decades of producing Jeeps and other trucks. Ford believed it could leverage its commercial truck line and, in partnership with a defense contractor, develop the JLTV quicker and cheaper than current proposals. Ford and its teammates, including Raytheon, contended among other things: • Given a total order of 20,000 vehicles over six to eight years (2,000 to 3,000 vehicles per year) Ford’s JLTV version (named the Joint Marine Army Vehicle, or JMAV) would cost $225,000 or less per vehicle under a firm, fixed-price contract, $200,00 or less in quantities above 50,000. • The Ford team would bear the entire cost of approximately $400 million to build production-ready prototypes, meaning that no EMD phase would be required. • JMAV production could start by late 2015, sooner if DOD accelerates JLTV testing and evaluating schedules. Reportedly, Ford would need an additional 14 months to produce prototypes required under the current RFP. The Army reportedly was not receptive to modifying the EMD RFP to accommodate Ford, noting “we have to be fair to industry as a whole ... should we structure the program around one potential vendor based on where they’re at in their design process?” The Army Program Manager for JLTV noted the EMD RFP would be closed on March 13, 2012, as stated in the RFP. In addition to difficulties with the RFP deadline, Ford reportedly took issue with the EMD RFP, noting “no credit will be given for proposed performance above threshold or at objective levels” as Ford contends the JMAV would meet or exceed RFP performance requirements. Given these and other concerns, Ford reportedly decided not to compete in the JLTV EMD phase. On March 26, 2012, it was reported due to the JLTV program timelines, that Ford had entered an agreement with the BAE Systems JLTV Team to provide the Ford Power Stroke 6.7 liter turbo charged engine (similar to its F-Series Super Duty Truck engine) for the BAE Team variant, noting that these engines would be “very affordable” for DOD.

It appears the originally planned 340hp Cummins 6-liter V-8 has been replaced with the AVL-designed 6.7-liter Powerstroke rated at 400hp (paired with a 6-speed Allison 2500SP).

Truck News / January 4, 2015 "We went from 6.5 miles to the gallon to 9.5 miles to the gallon, just by handing (drivers) the keys to a new truck. At 1,000 miles a day, that’s a lot of money" He used to spec’ all the trucks himself. One truck for every job. But Marcel Boisvenue, fleet maintenance manager with Kriska Transportation, has recently changed all that. He now leans more heavily on the expertise of the OEMs – their wind tunnels, their laboratories, their engineers – to design the best truck for each specific route and application. “Years ago when we spec’d a truck, one truck did everything,” Boisvenue explained. “It did this job, did that job. Did the hills, did the flats. It hauled 30,000-lb payloads and it hauled 110,000-lb payloads. We realized this last few years that we can’t do that anymore.” This year, when it came time to replace several units hauling glass on an Indiana-Ontario/Quebec route, Boisvenue had just one request: 10 mpg. “I said if I can’t get 10 miles to the gallon (Imperial) then we’re going to be talking,” Boisvenue said. No pressure. This request landed five new International ProStars with Cummins-Eaton SmartAdvantage powertrains in Kriska’s yard. They’re rated at 450 hp and 1,550/1,750 lb.-ft. of torque. They are among the first SmartAdvantage-powered trucks to be deployed in Ontario. The trucks are being used to serve a customer whose payloads rarely exceed 30,000 lbs, delivering glass from a factory in Indiana to manufacturers in Ontario and Quebec. The trucks head back to Indiana even lighter, with empty racks going back to the glass plant. The trucks are getting a full 3 mpg better fuel mileage than the ones they replaced – International ProStars with EGR-only MaxxForce engines. It’s easy to dismiss the SmartAdvantage as an American spec’. After all, it’s limited to a GVW of 80,000 lbs. It’s not the truck you bring into your fleet to do everything, but it has its place. The SmartAdvantage powertrain is a result of a heightened level of collaboration between Eaton and Cummins. As independent component manufacturers, the two companies are kindred spirits of sorts, facing the same daunting challenges in an industry whose suppliers are regularly espousing the benefits of vertical integration. The hyper-collaboration between the two companies now even includes the exchange of trade secrets to better optimize their respective components for the greater collective good. It seems to be working out. These ProStars are getting just shy of 10 mpg (Imperial). But how do they drive? I wanted to find out and with the help of Cummins and Kriska, I had the opportunity to take Unit 1500 for a four-hour drive the week before Christmas. Yep, Christmas came early this year. This being a slip-seat truck running 20 hours a day, I wanted to get some drive time with the SmartAdvantage without disrupting Kriska’s busy delivery schedules in any way. So I met up with driver Norm Conant around noon on Dec. 17 and we headed over to All Weather Windows to pick up a few dozen racks for delivery to Sarnia, where we’d pass it off to another driver who’d take the load down to Indiana overnight and return early the next morning with another load of glass. It was 3 p.m. by the time we got loaded and onto Hwy. 401, which was surprisingly fluid, given the time of day. On the drive to Sarnia, the SmartAdvantage did everything I was told it would do. Prior to my drive, Christoph Horn, Ontario territory manager with Cummins, explained the downsped engine would cruise at about 1,259 rpm at 62 mph (100 km/h). This is slightly higher than Cummins wanted but at the time the trucks were ordered, Meritor’s 2.79:1 rear axle ratio wasn’t an option, so they opted for the 3.08. “When we were spec’ing this, we wanted this to run between 1,150 and 1,240 rpm, so we’re on the high side of where we want it to run – we’re about 19 rpm over where we’d like it to be,” Horn acknowledged. It’s okay to drop a gear Horn cautioned the transmission would readily downshift to ninth gear, but this was no cause for concern because the ISX15’s broad sweet spot means the engine is still operating within that range – even in ninth. While engineers used to emphasize the importance of getting into top gear and staying there as long as possible, the focus has since shifted to getting into the sweet spot and remaining there – even if that entails dropping a gear. “For the first time, we’re really okay with downshifting because we’re still in the sweet spot when we downshift,” Horn said. “And when we downshift, we have the advantage of being in direct drive and there’s a 3% fuel economy benefit to be picked up on the transmission side when we’re in direct drive as opposed to overdrive.” But this never happened on my drive, with just 16,000 lbs of racks in the wagon. It didn’t happen on the return trip either, with 36,000 lbs of glass in the back. We held tenth gear the entire time, but the steepest grade we encountered was approaching Hwy. 8 eastbound on the 401 – not exactly the Roger’s Pass. Normally an engine evaluation calls for some hill hunting and the pursuit of challenging terrains with heavy loads, but there was little reason to do so with this truck. This truck was never built to haul heavy payloads over big hills. You wouldn’t spec’ the SmartAdvantage to run the West Coast with a 110,000-lb payload; it wouldn’t be smart and there’d be no advantage. This spec’ is intended for gross loads of no more than 80,000 lbs and that’s exactly what Kriska was looking for when it placed the order. That, and 10 mpg. They’re nearly there. By fall, the five SmartAdvantage-powered ProStars were averaging 9.42 mpg (Imperial) with about 43,000 miles of pavement having passed underneath their tires. But it’s the consistency that really impresses Boisvenue. “These things come in and every time I check them, there is less than a 0.1 mpg spread between the worst and the best (SmartAdvantage units),” he told me. Where do the savings come from? The work Cummins and Eaton have done to better integrate the engine and transmission are yielding real improvements when it comes to fuel economy. One example of this is that the engine can now access the transmission’s level sensor, allowing it to more quickly and accurately adjust torque based on the actual road grade rather than an estimate derived from a complex calculation. Better integration contributes about one third of the 3% fuel economy gain Cummins and Eaton say the SmartAdvantage can deliver over a non-optimized, but similar, engine/transmission combo. Another 1% is derived from improvements to the design of the 10-speed Fuller Advantage Series automated manual transmission – the first to employ a precision lubrication system that eliminated the need for an oil cooler and shaved about 80 lbs from the transmission’s weight. The final piece of the puzzle is downspeeding, where another percentage point is gained by running the engine at lower rpm. But in addition to all this, both Cummins and Eaton have made significant improvements to their own respective products in recent years. The Fuller Advantage Series employs small step gearing for better shifting performance and Cummins has continuously improved the fuel economy of its ISX15 as far back as 2007. “If a customer is coming out of a 2007 product into a 2014 product, they’ll see a 10% increase in fuel economy – and that’s not with the SmartAdvantage, that’s just the standard powertrain,” Horn explained. There are many reasons for this but one of the most impressive may be the reduction in diesel particulate filter (DPF) regenerations required today. The ISX15 typically requires a DPF re-gen once every 96 hours of operation – down from about once per eight hours in 2007 and every 20 hours in 2010. When you consider that every re-gen burns about 1.5 gallons of diesel, you don’t need a calculator to realize there’s a lot of money to be saved simply through optimization of the aftertreatment system. If you like the Cummins-Eaton pairing but require a heavier GVWR, you can get an ISX15 with 16-speed Eaton UltraShift Plus, which provides greater flexibility for a wider range of payloads. This combination works well, as you can read here, but the engine and transmission are not yet as fully integrated as they are with the SmartAdvantage. The 16-speed still requires an oil cooler and the engine doesn’t yet tap into the transmission’s level sensor. How it drove The SmartAdvantage is a powertrain that doesn’t have to be spectacular – it just has to be efficient. Several hours on Hwys. 401 and 402 at 100 km/h and mixing it up with a little bit of traffic was enough to experience the transmission’s smooth shifting and the responsiveness you’d expect from an ISX15 engine. Vehicle Acceleration Management (VAM) is a key ingredient to the SmartAdvantage recipe, and it effectively limits the power available upon acceleration when lightly loaded. This, in turn, limits the fuel economy carnage a lead-footed driver can incur by treating every green light as though it’s a green flag. The end result is that even when you’re lightly loaded, you’ll feel like you’re grossing 70,000 lbs. Drivers won’t like this, but some may need it. The logic behind it is sound – there’s significant fuel economy to be gained by forcing a more gradual acceleration when lightly loaded. But there were a couple instances where I felt we missed an advanced green because of VAM. Did any fuel we saved go out the stack while we sat there waiting for the traffic lights to cycle through? Horn acknowledged VAM is still being fine-tuned in an attempt to strike the perfect balance between efficiency and performance. Even though VAM encourages more gradual acceleration, a truck with VAM enabled and one without, will both reach the same speed within 33 seconds. Yet VAM provides a fuel savings of 1-2%, Horn claims, adding the fuel savings are greatest in regional haul applications. Aside from its controlled acceleration at launch, the SmartAdvantage never felt underpowered in any way. SmartAdvantage engines also come with SmartTorque2, which provides a dual torque rating (1,550/1,750 lb.-ft. on the truck I drove) depending on how much is required at any given time. It seamlessly switches between the two torque ratings based on the gear the transmission is in, the weight of the load and the road grade, as dictated by the transmission’s level sensor. The ProStar itself provided a comfortable ride. I was surprised there were no chassis fairings on this truck, but Boisvenue told me they’re not offered on this configuration, probably due to the short wheelbase. My only complaint, and it’s a small one, is with the design of the hood-mounted mirrors. I found them to be a touch large and I don’t love the tripod-style mount. Sure they provide great visibility down the side of the truck but they also obstruct what’s ahead and they can’t be good for aerodynamics. For a fleet spec’ day cab, this ProStar was very nice to drive. Visibility over the short, sloped hood was excellent, the heater kept the cab toasty and buttons and switches were logically arranged on the dash and the steering wheel. Light loads. So what’s with the 15L power? Because these trucks rarely haul payloads greater than 30,000 lbs, I wondered if the trucks were overspec’d with 15-litre power. Cummins and Eaton do offer a SmartAdvantage package with the ISX12, which I thought might be sufficient in this application. When I posed that question to Cummins people it lead to a long discussion that circled back to this one conclusion: the 15L is simply more fuel-efficient. It’s more fuel-efficient than the ISX12 and beyond that, it’s more fuel-efficient than any 13-litre engine out there, according to Cummins. But this is counterintuitive and contradicts the messaging you will have heard from other OEMs about the benefits of 13-litre engines. An unabashed proponent of the “there’s no replacement for displacement” theory, Horn offered credible explanations as to why a 15L engine can still be the best option – even in lightweight applications, or perhaps especially in lightweight applications. He conceded there’s a weight penalty to be considered – about 300 lbs – meaning a 13L engine could be the right choice in weight-sensitive applications. And he also admitted the 15L is less efficient within the cylinder than a smaller-displacement engine, simply due to the greater surface area within the cylinder and the resulting friction that occurs against the larger liner. But downspeeding helps mitigate this, because fewer strokes equal less parasitic losses. On the flip side, the 15L engine offers a greater compression ratio (19.1:1 vs about 17:1), resulting in better-optimized cylinder pressures and improved smoke control. There’s also less parasitic loss within the air handling system, according to Horn. And he added a 15-litre will also provide better startability and gradeability. The 15L, generally speaking, is more durable and in Canada it commands greater value at resale, Horn mentioned. And regardless of the power rating, the full 600 hp of engine braking is always available on an ISX15, providing greater engine braking capabilities. A like-to-like comparison of Cummins 12- and 15-litre engines showed the 15L got 4% better fuel economy than its smaller sibling in a mainstream application grossing 80,000 lbs. When comparing torque curves and sweet spots, Horn said the 15-litre comes out ahead. Recent enhancements to the ISX15 have given it a broader sweet spot with peak torque available starting at 1,000 rpm. “Our point is that with a larger displacement engine – whether it’s ours, or any engine – the torque curve is probably going to be stronger throughout the operating range,” he said. The ISX15 has also been enhanced to sip less fuel at idle and when lightly loaded. And in lightweight applications, a naturally aspirated air compressor is now available, delivering a further 1-2% fuel savings. You could debate the merits of 13L vs 15L power all day, but there’s no arguing with the fuel mileage data. At Kriska, which operates a pretty diverse fleet of trucks, the SmartAdvantage with ISX15 is currently the second best mpg performer out of 28 existing spec’s – albeit, hauling modest payloads. Conclusion Evaluating the Cummins-Eaton SmartAdvantage is a tricky proposition. We don’t expect it to be racy upon acceleration or to charge up steep grades or to make six-figure payloads feel like nothing at all. The benefits of this powertrain will be seen on the ECM read-outs and the financial statements and all we ask as a driver is that performance isn’t painfully compromised for the sake of improved fuel efficiency. It easily passes this test. I still had all the power and performance I’d expect from a 15-litre Cummins engine, even if the vehicle acceleration management (VAM) was a touch aggressive for my liking. More importantly, Kriska, whose evaluation is worth more than mine, couldn’t be happier with the truck. “We went from 6.5 miles to the gallon to 9.5 miles to the gallon, just by handing (drivers) the keys to a new truck,” Boisvenue told me. “At 1,000 miles a day, that’s a lot of money.” It should be noted, Cummins and Eaton aren’t promising a 3 mpg improvement, they’re touting a gain of 3-6% over your base ISX15 and Eaton UltraShift Plus without all the extra integration work that’s been built into the SmartAdvantage. “We went from 6.5 miles to the gallon to 9.5 miles to the gallon, just by handing (drivers) the keys to a new truck,” Boisvenue told me. “At 1,000 miles a day, that’s a lot of money.” Even a 3% gain is a lot of money, but you must also consider the residual value of the trucks, which will always be handicapped by the 80,000-lb GVWR. Kriska avoided this potential fly in the ointment by leasing the trucks on a 36-month term, so it will be up to the dealer to find a secondary buyer. Leasing the trucks also ensures Kriska is able to respond quickly when an even better specification comes along. “Who’s to say in two years the trucks won’t be getting 11 miles to the gallon?” Boisvenue said. “Then you’re really hurting yourself in the fuel economy that you missed out on if you buy a truck and you have to keep it for five years.” Did he just say 11 mpg? Looks like the bar’s about to be raised again. .

Press Release / January 4, 2015 The world’s most experienced truck rally team has been refining its vehicles through testing and competition this year with the aim of claiming its sixth successive class victory at the 2015 Dakar Rally. 2015 also marks 25 years since Hino became the first Japanese manufacturer to enter the rally in 1991. Hino Team Sugawara is competing beyond the under 10-litre class, in which it claimed first and second places at Dakar in 2014. The team’s trucks, both loosely based on the medium duty Hino 500 Series, have completed a shake-down at Rally Mongolia in preparation for Dakar 2015. The team has also logged numerous hours and kilometers in both trucks at Hino’s proving ground at Gozenyama in Japan. The team line-up for 2015 consists of father and son drivers Yoshimasa and Teruhito Sugawara, navigators Yoko Wakabayashi and Hiroyuki Sugiura, a carefully selected team of Hino dealer mechanics and support personnel. Truck No. 2’s 8.9-litre engine – which used Hino’s direct injection system for the first time to take second position in the under 10-litre class in 2014 – will be carried over. The same engine and injection system will be added to a newly built truck No. 1. For Dakar 2015 Hino Team Sugawara has developed a completely new suspension system to best harness the added power that the 8.9-litre engine brings. The new suspension uses alternative leaf springs with softer settings and adds a torque rod to better locate the axles. Both drivers have praised its ability to deliver power to the ground. Teruhito Sugawara echoed the team’s confidence when talking about their expectations for 2015. "In our next race, it goes without saying that we will be aiming for our sixth straight championship in the Under 10-litre Class,” Teruhito said. “But in addition, we will also be aiming to finish with high rankings in the overall Trucks category to let the world know Hino Japan is a force to be reckoned with." The 2015 Dakar Rally will begin on January 4 at the Tecnopolis exhibition centre in north-east Buenos Aires, Argentina. Competitors who make it through all stages of the rally (which covers 9,000 kilometers across Argentina, Chile and Bolivia) will finish back in Buenos Aires on January 17. Hino Dakar race truck specifications: http://www.hino-global.com/dakar/team_sugawara/racing_trucks.html Hino 2015 Dakar Rally Website: http://www.hino-global.com/dakar/ 2015 Dakar Rally website: http://www.dakar.com/index_DAKus.html .

BAE is Lockheed Martin's partner. I'm not impressed with any of these trucks, particularly the hideous looking Oshkosh L-ATV proposal. In 2012, Navistar lost the chance to participate with its Saratoga concept (BAE was also Navistar's partner).

Details on new Iveco Acco model revealed Prime Mover Magazine / January 2, 2015 Iveco Trucks Australia has introduced an upgraded version of the Acco in December. Prime Mover now had a closer look at the new model. According to Iveco, the latest generation of the Acco takes the 40-year-old concept to a new level in order to demonstrate it is still relevant for Australia’s vocational market. Built in Dandenong, about 85 percent of the new Acco’s componentry is Australian-sourced, Iveco said at the December launch. As a result, the Acco can be modified on the production line to suit the truck’s intended application and bolt holes and other fastening points can be customized, as can the positioning of auxiliary components. The latest upgrades are the result of a multimillion dollar planning and research process that took over two years and involved a team of more than 10 of the 40 full-time engineers based at Iveco’s Dandenong facility. One key enhancement is the introduction of Electronic Stability Control (ESC) to the 5.1m wheelbase 8x4 Agitator variant. While ESC is planned for a model-wide roll-out in the future, initial adoption on the agitator spec cab-chassis was seen as a priority given the high centre of gravity nature of agitator work. The Acco ESC system incorporates a steering sensor on the steering wheel and a chassis-mounted yaw sensor which both combine to assist in keeping all wheels firmly planted on the road in an emergency turning or swerve situation. Power and torque for the latest Acco’s remains unchanged from the previous model and are delivered by a turbocharged Cummins 8.9-litre, 6-cylinder Euro V engine which employs SCR technology and is available in three power ratings. Meanwhile, the new Acco cabin is a full-steel construction with panels manufactured on the huge presses in the Dandenong factory to create one of the toughest cabs available and is ECR29 certified. The judicious use of components from other models in the Iveco stable has provided the new Acco with a contemporary image – particularly when viewed from the front. The exterior of the cabin has been modernised and the changes represent the most visually extensive in the Acco’s history. The new model adopted the front flap section from the Stralis and a revised bumper as used on Iveco’s heavy-duty Trakker off-road truck. Complementing the appearance are new side deflectors, headlights sourced from the Stralis and bumper-encased indicators.

Developed specifically to meet the needs of the beverage industry in Brazil, the 8 to 10 metric ton Mercedes-Benz Accelo range offers a unique 6x2 configuration for greater productivity. The Accelo 6x2 is designed to compete with Volkswagen’s Delivery 10.160 Plus 6x2. The optional 6x2 spec raises the Accelo 1016’s gross vehicle weight rating to 13,000 kg (28,660lb), and payload capacity to 9,000kg (19,842lb). The Accelo 1016 6x2 is the only VUC* compliant truck capable of transporting six tall 1,250kg (2,756lb) beverage pallets. Larger trip loads boosts productivity 20 percent for greater profitability. Power is supplied by a Euro-5 (EPA2007) 4.8-liter four-cylinder Mercedes-Benz OM924LA rated at 156 horsepower (@2,200rpm) and 610 N.m of torque (@1,200-1,600rpm). Known for their low operating cost, Mercedes-Benz engines with BlueTec 5 exhaust after-treatment technology are up to 6% more economical than competitive engines. A 6-speed Mercedes-Benz G-56 transmits the power to a 4.30 ratio drive axle with a 6.4 metric ton rating (14,110lb). Tires are size 235/75R17.5. Equipped with a 4.4 meter wheelbase, the 4x2 Accelo is designed to accommodate a 6.6 meter body, while the 6x2 variant can be fitted with bodies up to 8.2 meters in length. With 20 cubic meters of cargo capacity, the Accelo carries the equivalent of two Asian light trucks fitted with 3 meter long bodies. And the payload capacity of the 6x2 variant can replace up to five of those trucks, resulting in fewer trips to deliver the same amount of cargo for higher productivity and reduced customer costs. The Accelo’s compact dimensions and tight turning radius make it highly maneuverable on narrow, traffic-congested streets, the perfect truck for pick-up and delivery in large cities. * VUC (veiculo urbano de carga, or urban cargo vehicle), refers to a fast-growing new class of 6,000kg to 10,000kg GVW delivery trucks designed to operate in Brazil's congested urban areas. The truck class is restricted to dimensional limits of 6.3 meters in length and 2.2 meters in width. .

Press Release / November 27, 2014 Boschung-KamAZ, a joint venture between Russian truckmaker KamAZ and Switzerland-based snow removal equipment manufacturer Boschung Holding AG, displayed its latest offerings this week in Naberezhnye Chelny. The joint venture was established in 2011. http://www.boschung.com/en/ .