kscarbel2

Jason Cannon, Commercial Carrier Journal (CCJ) / September 19, 2019 Navistar announced Thursday that it would pump more than $250 million into building a new manufacturing facility for its International brand trucks in the State of Texas. Contingent on the finalization of various incentive packages, the new facility is expected to bring approximately 600 jobs to the San Antonio area. “Over the last five years, Navistar has made significant investments to improve our position in the market,” said Troy Clarke, Navistar chairman, president and chief executive officer. “This investment will create a benchmark assembly facility to improve quality, lower costs and provide capacity to support anticipated industry growth, as well as market share gains.” The new manufacturing plant will build Class 6-8 vehicles and complements Navistar’s existing assembly manufacturing footprint, which includes truck assembly plants in Springfield, Ohio and Escobedo, Mexico. The new investment builds on Navistar’s recently announced plans to invest $125 million in the Huntsville, Ala., engine plant to produce next-generation, big-bore powertrains developed as part of the alliance with Traton. “The new facility will have the flexibility to build Class 6-8 trucks incorporating the most advanced lean manufacturing practices, enabling lower conversion costs and an optimized supply chain,” said Persio Lisboa, Navistar’s chief operating officer. The Texas site is located on a critical corridor along Interstate 35, linking Navistar’s southern U.S. and Mexico supply bases and allows for significant logistic improvements, resulting in lower cost and enhanced profitability. Navistar plans to break ground on the property later this year and anticipates production to begin approximately two years later. Also Thursday, as part of the company’s Investor’s Day, Navistar unveiled its 2020-24 strategy – dubbed Navistar 4.0. Laying out a plan to increase the company’s EBITDA margins to 12% by 2024, Navistar 4.0 includes the following elements: Grow market share and become the number one choice of the customer through new product offerings and customer segmentation; Implement a single platform strategy to optimize use of R&D resources and commonization of parts and tooling; Increase modular design resulting in customer benefits, speed to market and lower product costs; Build a new truck assembly facility in San Antonio, reducing logistics and manufacturing costs; Use the TRATON alliance to provide significant procurement savings, more efficient R&D spend and new integrated powertrain offerings for customers; “Our savings from the global alliance with TRATON are on track to yield $500 million in the first five years, with $200 million in annual savings by year five,” said Walter Borst, Navistar’s chief financial officer. Grow Aftersales revenues with an expanding distribution network, growing private label sales and e-commerce initiatives; Improve financial results allowing the company to invest in growth initiatives, de-lever the balance sheet and fully fund its defined benefit pension plans by 2025. “Navistar is committed to building on the gains of the past five years to improve financial returns to shareholders,” Clarke said. “Navistar 4.0 establishes a clear road map to grow EBITDA margins to 12%, while also winning in the marketplace.” 2020 and longer-term financial guidance In its presentation, Navistar also provided industry and company financial guidance for 2020, including: Industry retail deliveries of Class 6-8 trucks and buses in the U.S. and Canada are forecast to be between 335,000 and 365,000 units Revenues are expected to be between $10 billion and $10.5 billion Adjusted EBITDA is expected to be $775 million to $825 million Manufacturing free cash flow is expected to be breakeven excluding changes in working capital In addition, Navistar plans to grow EBITDA margin from the 8% currently anticipated for 2019 to 10% by 2022. Components of this improvement include higher revenues and market share through new product offerings and market segmentation initiatives; incremental product cost improvements in procurement and manufacturing through supply and logistics savings and lean manufacturing activities; and lower structural costs from active cost management and lower pension and OPEB costs. EBITDA improvement planned by 2024 The company plans to achieve EBITDA margins of 12% by 2024. Components of this additional improvement include development of integrated powertrain offerings, a single platform strategy, modular product design and optimization of the company’s manufacturing footprint. The company summed up its vision by citing unique opportunities: Its new product lineup, quality improvements and uptime focus are gaining market share. Gross margins will grow with the lower costs derived from the TRATON alliance and enhanced manufacturing strategy. Aftersales revenue will grow as market share gains add to the vehicle parc and integrated powertrains improve the parts mix. Substantial improvements in net income as free cash flow is used to pay down debt and fund pension plans. “Navistar’s recent improvements in both market share and financial returns are sustainable and will grow in the years ahead,” Clarke said. “I believe Navistar is the best investment opportunity in the commercial vehicle space.”

Jim Parks, Today's Trucking / September 16, 2019 What kind of a truck does it take to keep Alaska’s Thompson Pass clear of snow in winter? Battling average snowfall of 500 inches per year, this Mack Granite snowplow has earned the respect of the DOT crews that patrol the snow capital of North America. Equipment Editor Jim Park accompanied a film crew to Valdez Alaska. .

Heavy Duty Trucking (HDT) / September 19, 2019 As part of Amazon’s plan to combat climate change, CEO Jeff Bezos unveiled Thursday that the company has agreed to purchase 100,000 electric delivery vans from start-up Rivian, known for its electric pickup trucks. The announcement comes after Bezos expressed what he is calling a “Climate Pledge,” the company’s goal to meet the standards of the Paris climate agreement 10 years ahead of schedule, reports CNBC. According to CNBC, Bezos is looking to shift Amazons renewable sources to 80% by 2024, an increase from its current rate of 40%. The company hopes to be totally zero emission by 2040. In this effort, Amazon has agreed to purchase Rivian electric delivery vans which he said will be hitting roads by 2021, and he estimates 100,000 vehicles will be deployed by 2024. The company has already announced an investment of $700 million in Rivian. This move comes at the helm of several multi-billion-dollar investments the young company has acquired over the past year. The company led by founder and CEO RJ Scaringe, includes a fleet of electric pick up trucks and SUVs. The vehicles are assembled in Normal, Illinois. Rivian has not previously announced the development of an electric van. According to a report on Jalopnik.com, the new van will be exclusive to the Amazon partnership and will be produced on a separate assembly line from the R1T and R1S passenger vehicles. .

Rather than choose an American supplier for their North American market electric trucks, or a reputable global manufacturer like LG and Panasonic, Daimler has chosen communist party-supported Contemporary Amperex Technology Co. (CATL) located in Ningde City, Fujian Province, China. American operators must be made aware, and say no to trucks with party-built components. Build in America.....for America (just as China insists on "build in China.....for China - "What's good for the goose is good for the gander"). http://www.catlbattery.com/

Transport Topics / September 20, 2019 Daimler Trucks announced an agreement with battery manufacturer Contemporary Amperex Technology Co. to supply lithium-ion battery cell modules for its electric trucks, including the Mercedes-Benz eActros, Freightliner eCascadia and Freightliner eM2. Series production of Daimler’s electric trucks is expected to begin in 2021. Battery pack assembly will be carried out by Daimler Trucks & Buses at its Mercedes-Benz Mannheim plant in Germany and its Detroit plant in the U.S., according to the Stuttgart, Germany-based company. The manufacturer’s North American operations are in Portland, Ore. The heavy-duty Mercedes-Benz eActros, with a range of around 200 km (124 miles), is in intensive customer trials in Germany and Switzerland. In the United States, the all-electric medium-duty Freightliner eM2 and the heavy-duty Freightliner eCascadia trucks also are in practical customer testing. About 150 vehicles of the light-duty Fuso eCanter are in customer operation in cities such as New York, Tokyo, Berlin, London, Amsterdam, Paris and Lisbon. Headquartered in Ningde, China, Contemporary Amperex Technology has more than 24,000 employees worldwide. .

The refuse industry's leader in operating efficiency......Ford Trucks. .

It speaks volumes that the FBI still keeps Thompsons in their arsenal, a weapon invented in 1918.

Some things just naturally go together -- like Autocar Trucks and Cummins Inc Diesel engines. This brochure dates to the late 1940s, but the first Cummins-powered Autocar was built in the mid-1930s, even before the #AutocarDC. Yo, that's 80+ years ago. #ThrowbackThursday #TBT Always Up - Autocar Trucks .

That’s shocking news Bob.

A prototype right-hand drive F-MAX has been spotted in Kent, UK. Ford Trucks is on a roll.

I’m always looking but rarely see one. I think the lack of drivetrain options is an issue. It’s odd the 2.0L and 3.2L diesels aren’t offered.

Both the global Ford Ranger pickup and the Everest SUV are tall......the top of the hood is quite high. But I like it.

Transport Engineer / September 9, 2019 Parcel delivery business UPS has introduced a new line of range-extended electric vehicles (REEVs) to its fleets serving Birmingham and Southampton, describing it as “a big breakthrough” for its use of electric vehicles in the UK. The hybrid-electric vehicles have a range of up to 400km, and can automatically switch to electric power when entering urban areas and clean air zones. The vehicles were developed in conjunction with Tevva Motors and part-funded by the Office for Low Emission Vehicles (OLEV) and Innovate UK. They form part of UPS’s ‘rolling laboratory’ strategy to develop a variety of alternatively fuelled vehicles. Ten REEVs have joined the UPS delivery fleet in its Tamworth depot and an additional five in Southampton. Both depots serve locations where the distance from the warehouse to the urban area served is high, and another factor is that Birmingham is set to introduce a clean air zone by 2020. UPS says the current generation of 7.5-tonne electric delivery vehicles have an average range of 100km, which is often insufficient to reach urban drop-off points in cities such as Birmingham and Southampton. However, the new REEVs have an average combined power range of 400km, and can still operate with zero emissions within urban areas on the routes, using geofencing technology to switch to electric model at predetermined boundaries. The bespoke REEV solution comprises a high-performance electric powertrain with an in-series hybrid combination, utilising a significantly smaller and efficient diesel engine that can provide additional range when needed. The vehicles are equipped with a 150kW electric motor providing an electronically limited ability of up to 2,000Nm of torque. The powertrain is supported by a lithium-ion 74kWh battery, giving an operational EV range of at least 100km. “Electrification of the medium-duty truck sector is inevitable, yet many firms and OEMs are still scratching their heads about how and when to make that happen,” says Richard Lidstone-Scott, commercial director for Tevva Motors. “At Tevva, we already have viable technology, proven in real-world trials, which can help companies like UPS reduce emissions to almost zero without compromising their business-critical ability to carry full payloads. What’s more, we’re already working on new technologies to make our solution more efficient still.” In 2018, UPS announced that it is working with UK-based technology firm Arrival to develop a pilot fleet of 35 electric delivery vehicles to be trialled in London and Paris. And, in December 2017, UPS ordered 125 fully electric semi-tractors to be built by Tesla, the largest pre-order to date. .

Transport Engineer / September 12, 2019 Essex-based aggregates firm G&B Finch has taken delivery of its first two 32-tonne Stralis X-Way mixers – part of an order for four X-Way trucks, which are specified for different types of operation. Supplied by dealer Northern Commercials, the two 8x4 mixers replace older Trakker models in a 50-strong, all-IVECO fleet. They will deliver concrete to customers within a 20-mile radius of G&B Finch’s main site in Chelmsford – with one homologated for predominantly on-road operation, and another built for regular off-road work. G&B Finch’s first Stralis X-Way mixer is mounted with CIFA bodywork and powered by an 8.7-litre Cursor 9 diesel engine delivering 395bhp and 1,700Nm of torque. It is specified with the ‘On’ set-up, giving easy cab access and maximum visibility for drivers. The second mixer also has a Cursor 9 diesel engine, but tuned to deliver 355bhp and 1,650Nm of torque, and with bodywork by Schwing Stetter. For this model, G&B Finch specified the ‘Off’ version, which enables it to tackle terrain with an approach angle greater than 25 degrees for off-road deliveries. Steve Finch, owner of G&B Finch, says: “The Stralis X-Ways add a new dimension to the fleet – and as they are lighter, we’re able to carry an additional 500 litres of concrete on every journey. It’s a win-win situation. “In terms of performance, we find nothing comes close to IVECO. Their vehicles are built tough and tackle everything we throw at them – so much so we’ve not looked at another manufacturer for 30 years.” Both models benefit from IVECO’s Hi-Tronix automated transmission, which includes features for off-road driving such as automatic rocking mode to disengage the vehicle when stuck, or ‘creep’ mode for optimal control at very low speeds. Likely to remain in service for five years, they are expected to clock up 85,000km a year and be on the road for at least five days a week. The other two X-Ways are a tipper and a tipper grab, and will be delivered before the end of this year. .

Commercial Motor / August 23, 2019 .

Iepieleaks / September 6, 2019 At the COMTRANS 2019 exhibition GAZ Group presents a whole range of new models of light commercial vehicles, medium-duty trucks, buses and powertrains. The most notable new product unveiled at the exhibition is the new light commercial vehicle GAZelle NN developed by engineers of Gorky Automobile Plant in the year when the original GAZelle marked its 25th anniversary. Other new products include the Sadko Next off-road truck, the GAZon Next 10 running on two types of natural gas, and the upgraded Sobol 4×4. The bus range of the company is represented by the new low-floor minibus, the GAZ electric bus, the new Vector Next intercity bus and the GAZelle Next 4.6 CNG minibus. Also the GAZ Group booth features a Euro-6 diesel engine and Euro-5 gas engines based on the YMZ-530 engine family. The exhibition takes place on the premises of Crocus Expo from September 3 till September 7. The Sadko Next off-road truck represents a new generation of the iconic GAZ off-roaders. It combines a unique off-road capability with a high level of comfort, functionality and modern engineering solutions. The integrated steering together with a new front suspension with thin leaf springs provides good handling, smooth ride and stability. The fully pneumatic brake system ensures efficient braking requiring a little force on the brake pedal. A reinforced frame made of high-strength steel, a new driveline, wheels with upgraded disks and new tires with higher load rating, axles with new steering knuckles allowed increasing the vehicle’s payload capacity while retaining high reliability and durability of the design as a whole. The new Sadko features a spacious Next three-seater cab made of galvanized steel, the vehicle’s payload capacity has increased to 3 tons (for the chassis), the fordable depth is up to 1.2 m, and now the vehicle capable of towing a trailer with a gross weight of up to 2.56 tons. The GAZon Next 10 LNG/CNG is equipped with a combined transport system operating on two types of natural gas: LNG (liquefied natural gas) and CNG (compressed natural gas). With a comparable fuel tank capacity the LNG provides 3 times more range than the CNG. Therefore, such vehicles are most cost efficient for long daily runs. The range of a vehicle on a single tank of gas is 900 km. The GAZelle Next 4.6 CNG minibus is designed to carry 22 passengers (19 seats and 3 standing places). The bus features an upgraded gas/gasoline EvoTech 3.0. The engine displacement increased to 3 l and a number of other engineering changes allowed increasing the engine power output and torque, reducing the heat stress and increasing the stability of running at high temperatures. The use of compressed gas allows reducing fuel costs by 40-50% (depending on the mileage and features of a particular model) compared to gasoline and diesel fuel. The upgraded Sobol 4×4 off-road vehicle is characterized by an updated frontend styling, an upgraded front axle with CV joints, a new transfer case, an increased torque, electrically controlled. The new driver’s seat, a joystick gear shifter, as well as other engineering changes have significantly increased the vehicle’s level of comfort, reduced noise and vibration levels. The GAZ electric bus with ultrafast charging is an updated version of the new zero-emission vehicle. It was designed in cooperation with Bauman Moscow State Technical University based on the popular LIAZ-5292 low-floor city bus to offer the best value for money operation and maintenance. The GAZ electric can carry 85 passengers, including 30 seated passengers, and has a wheelchair area. The power plant of the bus complies with the international environmental standard Zero Emission, which is characterized by a complete absence of harmful emissions into the atmosphere. The bus features a kneeling system (allowing the driver to lower the front step height), a video surveillance system and a fire extinguishing system, USB-charging, an air conditioning system and GLONASS equipment. The demonstrated model has an improved driver’s compartment: the instrument panel features an LED display to output various diagnostics data. The YMZ-53426 Euro-6 diesel engine with a displacement of 4.43 l has optimal technical and economic parameters in terms of oil and fuel consumption, a power range of 170-210 hp, a torque of 664-780 Nm. .

Iepieleaks / September 5, 2019 Ural launched their new CP328P COE at the 2019 COMTRANS international commercial truck show in Moscow. This 6×4 truck has the YaMZ diesel engine with 328 Hp, has a payload of 16,5 ton and a very well known cab. Behind the rather modern looking front there is the old Iveco cab from the seventees. Still going strong in Russia! .

. .

Steve Brooks, Trade Trucks Australia / September 2, 2019 Spawned in the shadows of the iconic W-model, it was perhaps inevitable Kenworth’s classic T900 would one day notch ‘Legend’ status. Yet embedded in this story of a remarkably resilient truck are the steely pride and fierce passions of people devout in the Kenworth creed: ‘Australian Made. World’s Best’. They live it. They breathe it. Right to the end Almost a decade into his long and laudable career as Kenworth’s first Australian managing director, Andrew Wright had been quick to react to the downturn. As he saw it, the economic signs were foreboding. With his bean-counter brain kicking into survival mode, retrenchments at the Bayswater (Vic) head office and factory came hard and fast. Everything depended on the factory’s ongoing viability and Wright was uncompromising in his determination to protect the future and avoid Kenworth becoming just another importer. Yet seemingly overnight, Kenworth, generally, and Wright, specifically, became pariahs as commentators and competitors publicly lambasted the cuts as corporate overkill. Cries of "too much, too soon" and "putting profit before people" were loud and long. As time would soon show, an astute Wright had simply seen the writing on the wall clearer than his contemporaries. In fact, as the extravagance and excesses of the ‘80s collapsed into the economic doldrums of a new decade, and truck sales continued to slip lower than a frog’s freckle, there were more than a few executives openly wishing they’d followed Wright’s lead and made the tough decisions sooner rather than hovering in vain hope of a quick recovery. Whether we had to have it or not is debateable, but this was certainly a recession that hung around far longer than anyone expected. Road transport was hammered particularly hard, and difficult decisions were forced on companies of all persuasions – especially those with significant investment in local manufacturing tailored almost entirely to the domestic market. Companies like Kenworth. In fact, things were so crook in the Bayswater bunker that then sales manager Russell Davey rang a town crier’s bell after every order that had been credit approved. A collective cheer went up every time it rang but the clangs were few and far between. Behind the scenes, though, with business in the pits and the factory building barely half a truck a day, Kenworth was quietly working on the creation of something new. Something for better times ahead but with the immediate ability to generate interest and excitement in an otherwise depressed and depressing market. Something big, bold and home grown. Back then, the star of the Kenworth camp was unquestionably the revolutionary T600. Launched on the Australian market in 1987, the slippery ‘Anteater’ had turned conventional truck design on its head with its intense accent on aerodynamics. Yet as well received as it was by fuel-focused operators, T600 did not tick all the boxes for everyone. Something was missing, and it was that ‘something’ which, at the back end of 1990, first came to life as a prototype T900. Probably the most respected engineer in the heavy-duty truck business, and regarded by many as one of the most likeable and principled people you’re likely to meet anywhere, Gary Hartley recalls those days with the relaxed confidence of one who has both survived and succeeded. In years to come, Wright would promote him to chief engineer and under his watch would evolve an eclectic range of trucks which, whether they made it to production or not, would at least typify Bayswater’s capacity for application engineering on a defiantly Australian scale. Examples are plentiful but in some minds, including this one, the ability to radically transform an archaic K-series cab-over into the modern form of the K200, and most recently create an entirely new future with the widely acclaimed T610, are convincing testimony to the prowess of Kenworth’s design skills and engineering resources. Back then, as we spoke in his Bayswater office, it was a typically humble Hartley contemplating life after Kenworth. Retirement beckoned, and before this story first appeared in print he would have pulled the plug on almost 30 years with Paccar Australia. The pride was palpable as he candidly reflected on a company and the people who had had such a dramatic influence on the laid-back bloke from Bundaberg in Queensland. Immersed in the culture of a proud and often aloof company, and surrounded by some of the most passionate and pragmatic people he would ever meet, Hartley took to Kenworth like a duck to water. Yet he was quick to concede that of all the colleagues and customers he would come to meet and admire, none stood taller than the stout, rotund and fiercely intrepid Allan Stead. ‘Steady’ retired in 2004 after 39 years in the Kenworth camp, largely in customer service and support roles where his mechanical and product knowledge were both invaluable and critical at all levels. Sadly, he passed away early in 2017 but his legacy is huge, with a smiling Hartley reflecting: "Steady wasn’t always politically correct but his experience and knowledge were exceptional and we’d often spend a lot of time just talking about how things could be made better. "That’s one of the things I’ve really enjoyed about working here. You don’t have to wait for a new model to make improvements. It’s just an ongoing thing. "Every day someone is thinking about how to improve something, whether it’s a particular model or processes in the factory, or whatever. "Anyway, for me and a lot of others, Steady was inspirational. He just had the ability and the passion to push anyone’s enthusiasm to another level, and people at every level went to him for his input and advice. And I mean every level. "I miss him a lot. I know I’ll never meet anyone like him again." For Hartley, however, it all started in January 1988, arriving at Bayswater with a degree in mechanical engineering and a solid background in the aircraft industry. The long-serving Charles Adams was then chief engineer, appointing Hartley to concentrate largely on strengthening durability aspects of the T600’s cooling system. After all, while the T600 was certainly revolutionary in design, it wasn’t without its issues, and it took time, test and constant appraisal to build the durability demanded by a critical Australian market. In many eyes, the T600 could never fill the gaps left by the tirelessly tough W-model and SAR, which had been dropped to make way for their slippery successor. In a move to at least partially fill the void, the ultra-dependable and Australian-designed T650 with a set-back front axle appeared soon after the T600 and even now remains a versatile stalwart among Kenworth conventionals. But still, something was missing. That classically Kenworth image so deeply rooted in the W-model was gone, and it certainly didn’t escape Bayswater’s attention that since the demise of its classic conventional, sales of Western Star’s 4800 and 4900 models had improved considerably. To many Kenworth insiders, Star’s growth was blatant proof that the market for big, broad Yank beaks was alive and well. Certainly, these were difficult days, yet even Western Star’s increased competitiveness came to be one of several factors conspiring to create new momentum for Kenworth. Difficult as it was, the recession was at least providing the scope to think of new projects, inspired to a large extent by a group of customers (not least Kiwi operator Mike Lambert) pushing for something akin to the venerable W-model and vowing to put their money where their mouth was, if and when such a truck ever came to life. The other factor was Andrew Wright. Accountant by profession, fiercely determined and hugely competitive by nature, and a truck nut by desire who loved dabbling in design concepts – much to the occasional frustration of his senior staff – Wright was all ears when people like Lambert started giving assurances they’d be more than happy to buy a modern long-bonneted truck built on the design principles of the iconic W-model. This was, after all, a lean time when any truck sale was a big achievement. So, with his penchant for dabbling in design duly stirred, Wright set Charles Adams and his engineering team to work on a secret new model exercise code-named ‘Project Jabiru’. Why the project was named after a big Australian stork (maybe the big beak?) is anyone’s guess but, as Hartley explained, the goal was to produce a long-wheelbase truck loosely based on America’s W900S model with a set-forward front axle. Still, there was never the intention to simply ‘Australianise’ an American truck. That idea was fraught with durability dilemmas, whereas local engineers had proved with the SAR in particular that a truck built in Australia, for Australia, had the ability to hit the market with a minimum of teething issues. Meantime, with new truck sales in freefall, the urgency of the project was not lost on Kenworth employees, from the factory to the top office. The desire to succeed was intense. Livelihoods depended on it. It was, Hartley said, an incredible team effort which took the project from concept to the first prototype rolling off the Bayswater line in just nine months and, critically, confidence in the truck called T900 was high from the start. Yet in what has since been shown to be something of a trend at Kenworth, hard times are also a time to invest in new initiatives. In this case, and despite the obvious fact that most company budgets were firmly in lockdown, Kenworth poured more than a million dollars into a new-fangled system called computer-aided design, or CAD. "The T900 was the first model we started using computer-aided design to generate parts drawings and it was certainly a major factor in getting the truck from concept to production in such a short time, and for a prototype, in such good shape," Hartley commented. Today, of course, computer-aided design and manufacturing are part and parcel of production processes everywhere. But, back in 1990, this was advanced technology that signalled the end of drawing boards at Bayswater. There were, of course, early glitches and not everyone took to the new system well. "Progression from drawing boards to CAD came with its challenges," he recalled. "At the time, there were not many other companies using mainframe CAD, so we were somewhat on our own initially." Still, and despite the magnitude of the investment under such difficult economic conditions, it was an adamant Hartley who insisted the long-term efficiencies were evident from the outset. Today’s systems are far more advanced but it had to start somewhere and, in more ways than one, T900 marked the birth of a new era for Kenworth. As Christmas 1990 drew close, an invitation arrived. If I remember rightly, it didn’t say much, just asking if I’d like to visit Bayswater for a preview of ‘something special’. Stupid question, really. Of course I would. Typically, Kenworth had done a good job of keeping a secret, and after a look at the new CAD system in operation, our small group was finally shown the T900 prototype at the back of the Bayswater head office. It took just one look to realise they’d nailed it. The character and image of the big, bold classic Kenworth conventional was back. Bigger, bolder and, from all indications, better than ever. Better still, I’d get to drive it the next day. The following, edited paragraphs are extracts from a report I wrote in the February 1991 edition of the highly regarded and sadly defunct Truck & Bus magazine, yet the words are perhaps as apt today as they were then. "The foundations of the T900 are not those of the W-model. The cab shell is that of the [wider] T600. "From appearances alone, the exercise has been successful because the T900 embodies all that was attractive and sought after in the W-model, including an even longer bumper to back-of-cab dimension to enhance ride and steering qualities. "And if some idea of a truck’s handling can be gleaned from a couple of stints around a dirt track in the backblocks of GM-H’s proving ground at Lang Lang in Victoria, then the T900 certainly has the standard of steering response and road feel Kenworth claims for it. "The superbly presented prototype came equipped with all the good gear (and) it was hard to imagine a more well equipped or desirable workplace, all encased in a truck that oozes image and prestige." Some of that good gear included innovations such as laser-cut exhaust shields, bulkhead sleeper doors, the initial choice of round or rectangular headlights, dual-skin firewall, and a modular Aerodyne sleeper that would endure until 1998 when the new T904 delivered a fully integrated sleeper. Back then there was also the choice of the latest engines from Cat, Cummins and Detroit Diesel. Without putting too fine a point on it, success was immediate. Sure, not in great numbers given the economic difficulties of the day, but the response from operators was undeniably strong as the one and only prototype went on a promo trip across several states. Sadly, however, that first T900 met a disastrous end when Melbourne wharfies managed to drop a container on the truck as it was about to be loaded onto a ship for demo duties in New Zealand. Even so, Kenworth knew it had indeed created something special and, best of all for a company determined to haul its way out of a recessionary rut, those operators who had expressed a willingness to buy a big-bonneted successor to the venerable W-model proved to be good for their word. Among them was New Zealand’s Mike Lambert, who in mid-1991 placed an order for four units including an 8x6 tri-drive version. It was, however, perhaps inevitable that with the T900 invoking the image of the W-model, there would come calls for a model to replicate the sloping snout of the all-Australian SAR. Thus, in the back half of 1992 came the T950, which for almost 15 years would sit alongside the T900 and its successors as flagships of Kenworth’s conventional class. The rest, as they say in the classics, is history. In fact, both the T900 and T950 would become classics in their own right, building formidable reputations and aspirational stature in everything from rigid truck and dog work to severe road train tasks across the length and breadth of the country and beyond. Emissions regulations and subsequent engine technology would, however, have a significant impact on both models. In the T900’s case it would lead to several evolutions starting in 1998 with the higher stance of the T904, followed by the T908 and today’s highly popular T909. For the record, well over 5,000 T900 derivatives have been built since the first prototype rolled out of Bayswater, and it’s a number sure to keep growing as the T909 consistently accounts for around 20 per cent of Kenworth’s production. Unfortunately, the impact of emissions would be completely destructive for the T950 as the cooling demands associated with emissions-related engine technology took effect. A bigger cooling package simply couldn’t fit under the drooping snout, and at the end of 2006 the model was dropped from the Kenworth range. Like the T900, though, the legend had already been created and the T950 would not be allowed to slide quietly off the radar. At least, not forever. In simple and perhaps cynical terms, the ‘Legend’ concept was just a clever marketing initiative. Bring back the defunct T950 as a tricked-up, limited-edition series and let the true believers indulge. Then if that proved successful, repeat it with the T900. Back in 2017, Paccar Australia sales and marketing director Brad May begrudgingly accepted the commercial inference but with blunt certainty said there was more to it. Far more! Then again, you’d expect nothing less from a man who is unashamedly a Kenworth ‘tragic’. So, too, is his older brother, national fleet manager Steve May. In fact, if Kenworth was a colour, the May brothers would bleed it, and it’s an infusion which started a long, long time ago. First, their father Kevin whose regard for the Paccar product, both Kenworth and Peterbilt, as a driver and owner was countless times the topic of conversation over the kitchen table. As Brad admitted, the images were ingrained from a very young age. From there, it was probably inevitable the brothers would work at Bayswater. Here, of course, was Allan Stead who would become mentor and mate to both, and whose blunt pragmatism and staunch integrity would have an indelible influence on Kenworth careers which in Steve’s case had notched 35 years and Brad’s, almost 25 years. Anyway, back on ‘Legends’ of the mechanical kind, Brad May was quick to cite the reduced cooling demands of Cummins’ ISXe5 engine as a major motivator in the 2015 return of the T950 in limited edition ‘Legend’ form. Cooling difficulties with the previous EGR Cummins were, after all, the main reason the T950 went out of production in the first place so it stood to reason that a cooler Cummins should form the foundation for a limited edition ‘special’. "We always knew there was an appetite for bringing back successful models no longer in production and the T950 was the perfect place to start," Brad explained. "It was actually Mike Fowler from Cummins who said ‘the e5 runs so cool, you could bring back the T950’. "So we did, and history shows it was very quickly accepted, which gave us the confidence to follow with the T900." Quickly indeed! Kenworth limited the T950 Legend to just 75 units, and the order book was full in less than 48 hours. Operators slow on the trigger simply missed out, and to say there were a few ruffled feathers is an understatement of some magnitude. "Yeah, we definitely copped some flak," Brad admitted. It was a situation which would not be repeated with the Legend 900. With customers given plenty of advance notice, the order book was opened for one day only in July. True to form, Kenworth won’t say how many orders were taken, but the whisper is a number above 250. Incredible! As for the suggestion that the ‘Legend’ series was simply another way to sell trucks, a candid Brad May said: "Of course it’s nice to get a good commercial result, but there’s a lot more to it than that. "It’s a celebration for us and for a lot of our customers. To do something like this is a way of recognising the contribution of many people, in what we’ve achieved in this country and what the brand has achieved for lots of operators." Thoughtful for a moment, he continued: "It resonates with people and rekindles something special. "People get caught up in the pressures of transport and some might even come to resent the industry they work in. But then you produce a truck like this and you see something in their eyes. They remember what they liked, even loved, about trucks in the first place. "People who are normally stern businessmen, successful people who don’t ordinarily show much emotion … it arouses a passion in them, something good, something very proud." He’s right! Typically, Kenworth had done a good job of keeping details of the Legend 900 under wraps but, from the moment people set eyes on it at the 2017 Brisbane Truck Show, there was an obvious stirring in the hearts and minds of many. At a quick glance, the Legend 900 differs from the current T909 with its return to a modular bunk and a cab sitting much closer to the chassis than its modern descendant. Consequently, the batteries of the Legend sit between the rails behind the cab rather than under the sides of the cab. There is, however, certainly no shortage of heritage. From the crafted woodgrain Fuller gear knob, the flat dash, the split windscreen, big exhaust stacks, the special badging and decals on the seats, in the bunk and on the hood. Even the KW bug is from a time long gone, while under the hood, the X15 Cummins is painted black with a red rocker cover, recalling the N14 ‘Redhead’ of decades past. As Brad May mentioned, you could see the passion in their eyes. The wistful gaze, a soft hand sliding across the guard, a dreamy look inside the cab, a moment of reflection on times past, a nod of respect to the ‘Steady’ script on the back of the bunk. And that was just me! I knew I had to drive it. Just once. Not far, but far enough to remember a time when the T900 first forged a monumental influence on Kenworth’s future, and the reasons why some trucks truly deserve to be called ‘Legend’. Still, I was under no illusions. The ‘Steady’ truck was the only Legend 900 in existence, and in a magnanimous tribute to man and machine, it will not be sold. Instead, it will spend its days in Kenworth’s Hall of Fame in Alice Springs. Understandably, Kenworth didn’t want to risk the truck spending any more time on the road than absolutely necessary. Fair enough, but in 1990 I’d driven the original T900 when it was the only one of its kind, so why not this one? Besides, I reckon Steady would’ve given me the nod anyway. And so it was that on a crisp, sunny winter’s morning in the backblocks of Bayswater I fired the Cummins into life and, with Brad May in the passenger seat, steered the big beak through the ‘burbs and into the hills through Yarra Glen, up The Slide and north up through Yea. It wasn’t far, all up a round trip just a touch over 300 kilometres. But it was enough and I loved every moment. The raw pleasure of it. The ride and handling of a true driver’s truck, the slick shift of the stick, the muted growl of the engine gurgling through seven inch stacks, the classy finish of the cab, and all the touches defining the Legend 900 as something truly special. And, best of all, the sheer pride and satisfaction when you climb in, especially when someone’s watching. Cool, really cool! Snippets of 1990 slipped in and out of the memory bank, and for a few brief moments I was reminded of other people, other times, and why I’ve spent nearly 40 years driving, talking and writing about trucks. It’s in the blood, I guess, and on very rare occasions something comes along to rekindle the passion, and suddenly the hook goes in a tad deeper. When it’s all boiled down, I suppose it really is all about a truck and a driver. In what seemed a heartbeat, we were almost back at Bayswater. "So whose idea was it to dedicate the truck to Steady?" I asked. Brad took a while to answer, before finally, "Mine. Do you reckon he’d like it?" "Mate, he’d have a grin from one chubby cheek to the other," I responded. Across the cab, the silent smile was enough. .

Trade Trucks Australia / August 27, 2019 Hino is upgrading its 500 Series GT 4x4, adding power, torque, and an increased payload to the off-road model which is set for operation in the first quarter of 2020. Available in single or crew-cab configurations, the 500 Series GT 1528 will feature an upgraded 5.5-tonne front axle and a 10-tonne rear axle, increasing its gross vehicle mass (GVM) to 14.5 tonnes. "The current 500 Series GT 1322 has been a popular choice for off-road work among various Australian emergency services, the mining industry, and infrastructure support applications, and we are confident these changes will further increase its appeal," Hino Motor Sales Australia manager of product strategy Daniel Petrovski says. "When this GVM is combined with the relatively low tare weight of the GT 1528, it results in a nominal payload of approximately nine tonne, which will please operators of these large 4x4 models." The Hino J08 turbocharged six-cylinder engine increases the power from 215hp to 280hp (158kW to 209kW) and torque improves dramatically from the current 637Nm up to 824Nm. The engine complies with ADR80/03 using Euro 5 emission standards through the Hino Diesel Particulate active Reduction (DPR) system. Hino used the annual 2019 Australasian Fire and Emergency Service Authorities Council (AFAC) exhibition to unveil the upgrades. "Given the current 500 Series GT model’s popularity with emergency services, the 2019 AFAC is the obvious place to announce these changes," Petrovski says "More power and torque enhances the on-road performance for emergency services vehicles attending incidents, while a larger payload increases operational flexibility and efficiency by allowing more water carrying capability. "The Allison 2500 Series automatic transmission makes the role of the emergency service driver easier by eliminating the need to shift gears." Other refinements to the new 500 Series GT 1528 include a new larger capacity dual-range transfer case to handle the increase in power and torque delivered from the upgraded engine. The new 500 Series GT 1528 will feature a reverse camera as standard equipment as part of the smart new multimedia system, which is being rolled out across the Hino range. The new Hino multimedia system is an Android-based 6.5-inch capacitive multi-touch digital screen features AM/FM/DAB+ digital radio, Wi-Fi connectivity, and the latest version of Bluetooth tethering, which enables enhanced call handling, and improved speech to text functionality. Safety and comfort features included as standard on the new 500 Series GT 1528 are anti-lock brake system (ABS), cruise control (single cab only), driver’s SRS airbag, heated and electrically operated external mirrors and an ISRI 6860/870 driver’s seat with integrated safety belt. Full specifications and pricing will be released in the first quarter of 2020. .

Owner-Driver / September 13, 2019 Surplus military trucks carried Australia through a period of prosperity after World War II. Tamara Whitsed travels to Adelong, NSW to see Kevin Purcell’s private collection Kevin Purcell’s passion for military vehicles dates back to World War II. The former farmer and spraying and earthmoving contractor was born in 1941 and says he clearly remembers waving at convoys of army trucks during his early childhood. "The soldiers used to wave madly," he says. In 1953 his father bought a WWII Blitz Chev for the family farm at Yaven Creek, which is 28km south-west of Adelong, New South Wales. The Blitz carted cattle to the Adelong saleyards and took logs to the Purcell’s sawmill. And in the summer Kevin’s father put a water tank on the back to help the local bushfire brigade during fires. Kevin drove the Blitz around the farm long before he was old enough to have a licence. The steering was heavy. Comparing it to a horse, he says the Blitz was "hard in the mouth". The military sold thousands of surplus vehicles after WWII, and they became a common sight on roads and farms throughout Australia. Most of Kevin’s farming neighbours also bought trucks from the military surplus sales. "In Yaven Creek there would have been only one farm without a Blitz." In the 1960s Kevin bought an ex-army jeep. "I was always mad on jeeps. They’re good fun to drive." He used it on the farm. "Just a runabout. Odd jobs. Carting fencing material." And he enjoyed the mechanical challenge of keeping it in working order. Five years ago – after over 70 years on the Yaven Creek farm – Kevin made the decision to move to Adelong. There was a big clearing sale. He said goodbye to tractors and other machinery he had used for farming and contracting, and he doesn’t miss them. But he kept that original Blitz. He’d added a few more military vehicles to his collection by then, and he kept them too. Now that he’s living in Adelong, semi-retired, Kevin has more time to indulge his passion for his hobby, and his collection has grown. Owner//Driver was impressed with the 1980 Mack 6x6 cargo truck with a Hiab crane, which Kevin drove on Sylvia’s Gap Convoy in June. And when we visited him at Adelong last month we ran out of fingers and toes counting all his military vehicles. In addition to the Blitz and Mack there are a couple of jeeps now (a 1943 Willys and a 1942 Ford); five Dodge trucks (a 6x6 troop and cargo carrier; two weapons carriers and two command cars); two GMC 6x6s; four Studebakers; a Bren Gun Carrier; a FWD truck; four Land Rovers; two Kaiser trucks (one wrecker and one instrument repair van); and a couple of ex-Australian Army Internationals. Kevin took us for a drive in his 1970 Ford Military Utility Tactical Truck (MUTT). His loyal dog Oscar, was also a passenger. Part of the fun is stripping vehicles back to the chassis and rebuilding them. Kevin showed us the 1942 Diamond T ex-Australian Army wrecker, which he has been restoring for the past couple of years with help from a local mechanic. It’s still two or three years away from completion. Kevin owns a 10-year-old Mitsubishi tilt-tray truck, which he uses to cart his vehicles. He took it to Newcastle to collect the Diamond T when he bought it. "I initially bought [the tilt-try truck] to cart my own stuff about, but I get people wanting jobs done here and there." Many of the parts he needs for the restoration have come from a second Diamond T, which he purchased. He is confident anything else he needs can be sourced from Europe and America. "There’s not much Diamond T stuff in Australia because there wasn’t very many of them." It’s not a cheap hobby. His 1943 3/4 tonne Dodge Command Car is a good example of how a restoration project can be a ‘bottomless pit’ of expenses. Of all the vehicles he has purchased, it was in the worst condition. "It had an aluminium cab on it and it was a pretty big wreck when I got it. I had to spend a lot of time and money getting it up to scratch." But, as he points out, just because he spent about $100,000 on the Dodge doesn’t mean it’s worth $100,000. "When you restore a vehicle, you never get the money back." After WWII this command car was used during construction of the Snowy Mountains Hydroelectric Scheme. Later it worked on a dairy farm on the South Coast of NSW. Kevin aims for authenticity with his restorations, including appropriate markings and the obligatory axe and shovel. Larger vehicles also have a mattock (pickaxe). His collection includes trucks from WWII and the Vietnam War era, but he’s not sure whether any accompanied our military overseas. He also owns many peace-time vehicles, and he has a few left-hand-drive American trucks. Kevin suggests anyone keen on becoming involved in the military vehicle hobby should start with a jeep. "Parts aren’t a problem nowadays. They manufacture nearly every bit of a jeep in the Philippines." He reckons you could find a ‘real good one’ for between $28,000 and $30,000. Buying a cheaper jeep as a restoration project is likely to end up costing more, he says. One of the best things about his hobby is forming friendships with other collectors. Kevin is a founding member of the Australian Military Equipment Collectors, which now has about 30 members. He enjoys attending rallies, including the Corowa Swim-In and Military Vehicle Gathering. You’ll also find him and his vehicles at local agricultural shows and Australian Road Transport Heritage Centre (ARTHC) events. He even travels to Military Jeep Club of Queensland rallies. Each ANZAC Day Kevin takes several of his vehicles to the Adelong march. "I had seven there this year." It wasn’t hard to find six friends to drive them. We ask Kevin whether the WWII veterans appreciate seeing his vehicles at the march. "Well there’s not many left nowadays," Kevin replies. "It’s pretty sad, isn’t it?"