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Driving the new Kenworth T410 and T360 Diesel News Australia / June 2019 It was a great opportunity, driving the new Kenworth T410 and T360, this is the next step for Kenworth in the process of integrating their new cabin concept across the whole range. Diesel News look the trucks for a short test drive. The two new models from Kenworth are the T410 and the T360, effectively replacing the current T409 and the T359. These are the latest updates to the Kenworth range, as the 2.1 metre wide standard cabin design works its way across the offering from the Bayswater-based company. The first in the sequence was the introduction of the T610, which came out two years ago and has been accepted as a viable model. In fact, the T610 and the T610 SAR has comprised over 30 per cent of the recent production at Paccar’s assembly plant in Bayswater. This is not just a new cabin introduction; it is radical progression of the Paccar product in Australia, designed to keep up-to-date with developments in the US and in Europe. Along with the 2.1 metre cab shell there is also the latest electronic architecture. Gone is the tightly packed spaghetti of wiring behind the dash.This has been replaced with a state-of-the-art CANbus – electronic control and sensors all communicating and powered through the same channels. While the rest of the Kenworth range, now becoming known as the ‘legacy’ models, were conceived in the pre-electronic age, the new truck models are capable of handling the future demands of ever-increasing sophistication in systems. The new trucks are able to offer, as options, all of the latest and greatest safety equipment, like active cruise control, lane keeping, reversing camera, dash cams and more. This increased computing power also puts more data at the disposal of both the driver and the operator. All of the parameters a driver needs are available from scrolling through the screens and there is also a suite of driving tips that mark a driver’s performance and congratulates them when they do a good job. It is important to understand that Kenworth are thinking very differently about how they build trucks than they were 20 years ago. The customised Kenworth trucks are highly prized and the brand’s reputation was built on the truck maker’s ability to build a truck to suit the task in a tailormade way. This led to the development of a diverse offering of trucks with many interchangeable components. Truck manufacturing and technology have changed swiftly in recent years and many customers are looking for vehicles with sophisticated electronics to control, monitor and keep the truck safe. At the same time the number of components available to the Kenworth buyer has diminished with the growth of the proprietary driveline by global truck manufacturing groups. Paccar as a group has the capacity to build these highly sophisticated systems in both Europe and North America. There has also been a move towards a more proprietary driveline with the introduction of the Paccar engines and, now, even a Paccar-branded transmission. At the same time, Kenworth sales in Australia continue to boom – they dominate the heavy duty market. The relatively small plant at Bayswater has been undergoing a series of improvements and reconfigurations to make it more efficient and increase build capacity. Now, an new extension is being built to increase capacity even more to cope with increased demand. One of the premier efficiencies being developed is the use of a single design for a standard 2.1 metre wide cabin across much of the top selling range. This simplifies the building process, speeds it up and reduces the costs of research and development across the range. The new design also includes an electronic architecture capable of taking the Kenworth product into the foreseeable technological future. .

Prime Mover Magazine / June 11, 2019 Road service carrier, Direct Freight Express (DFE), has added an additional 10 IVECO Stralis 4x2 low roof AT models to its intrastate fleet to haul a range of palletised goods. DFE now has 15 IVECO Stralis trucks in its fleet. DFE National Operations Manager, Jason Elliott, said that for single trailer urban and metro delivery, it was difficult to go past the Stralis. “We’ve operated Stralis for a number of years now in single trailer work around town and have been impressed with how they’ve performed, this was one of the main reason why we again went with Stralis with the latest trucks,” said Elliott. The trucks feature Series II Cursor 13 engines producing 460hp and 2100Nm of torque and are matched to 12-speed Eurotronic Automated Manual Transmissions. It is a driveline that when combined with rear 4-bag ECAS (Electronically-Controlled Air Suspension), provides a solid platform for the application, according to the commercial vehicle manufacturer. “These trucks normally operate towards the top of the weight ranges (up to a Gross Combination Mass of 44 tonnes) but have more than enough power to do the job," said Elliott. "They also have a fantastic turning circle which is important for deliveries around town." Other key considerations in the purchase of the Stralis models were driver comfort and safety features, areas in which the vehicles perform strongly, according to Elliott. “The Stralis are well equipped with safety features and are really comfortable to drive in city conditions, our drivers really like them,” he said. DFE service and maintain their vehicles internally and reportedly prefer to keep equipment on fleet for the longer term, gradually changing a vehicle’s work demands as it ages. “We might have a prime mover that is on interstate work for several years, as it ages we could reassign it to metro work where it will cover less kilometres, and ultimately it might end up being used as a terminal tractor at one of our depots," said Elliott. “If a truck has been well maintained and looked after it makes sense to do this and you can get a lot of life out of them.” Jason also said that the Stralis’ are straight forward to maintain. “The Stralis are easy to work on, and we’ve not had any issues with them over the time we’ve run them,” he said. “For what you get in the Stralis, which is a well-rounded overall package for this sort of application, they provide us with so much 'bang for our buck'." Last month, IVECO confirmed the first locally produced group of Stralis X-Way models rolled from the manufacturing facility to dealerships across Australia. .

https://www.bigmacktrucks.com/topic/35959-fiat-powertrain-technologies-fpt-unveils-845-horsepower-cursor-16/?tab=comments#comment-247958

Diesel News Australia / June 2019 According to reports on European websites, including Commercial Motor, Iveco are about to release a new version of the Stralis, and included in those plans is a big banger from Iveco. Reports suggest a completely new cabin for the Stralis among a substantial range of new features. One of the most important suggestions coming out of these reports is that there is a new 15.9 L engine which going to become available with the new trucks. The CNH (Iveco’s parent company) organisation does have a 15.9 L engine in it’s portfolio, powering agricultural and marine applications. It has been suggested that this engine has been adapted for use in a truck. So far, the only pictures available are these camouflage shots taken somewhere on the roads in Europe. The reports also tell us that the name Stralis is to be dropped and be replaced by some form of numerical classification. The construction vehicles being sold by Iveco are also due for an update and are expected to be sold under the Magirus brand-name in Europe. Although this brand name was used for trucks in the past, mostly before Iveco bought out Magirus Deutz, its only use has been for the fire trucks produced by CNH. Here is an image published earlier this year by Iep van der Meer in his Iepieleaks website showing the drastic changes to cabin design. Of course, the Australian market will certainly have to wait to see any of these supposed innovations. The chances of any 16 L engine expected to be arriving here in Australia any time soon are very slim. This is a new major component for Europe and we can expect evaluation to carry on for some time before this engine is released into overseas markets like Australia.

Big Wheels Malaysia / June 4, 2019 Isuzu Malaysia has just launched it latest range of light trucks targeted for inner city deliveries, light cargo transportation, small business owners and also food truck operators. The added good news is that this new range of light trucks also include the popular ‘Smoother’ gearbox which is Isuzu’s very own auto gearbox system for light trucks. The ‘Smoother’ gearbox offers the full benefits of an automatic transmission but with the reliability and low running cost akin to manual transmissions, “Smoother” offers a significant advantage as the gears are directly coupled thus do not suffer from energy loss through hydraulic slippage. Furthermore, Isuzu’s “Smoother” selects the most appropriate gear for the given driving condition. This ensures that the engine revolutions remain within its optimal range thus extending the life of the engine and drivetrain. On the “Smoother” models, there is even a secondary ECONO Mode that the driver can select to automatically change gears at lower engine revolutions, providing even greater fuel savings. Isuzu Press Release: With the new range of ‘smarter’ delivery and working trucks, Isuzu Malaysia is poised to retain its position as Malaysia’s top truck brand following the showcase of its latest dependable and efficient Elf and Forward truck variants today. The new trucks that will be available for sale from the third quarter of 2019 are expected to further increase the brand’s appeal, particularly in the light-duty segment where the Isuzu Elf models have enjoyed the title of Malaysia’s top-selling truck range for the last nine consecutive years. Globally acknowledged by truck operators for its highly dependable performance with low running costs, the Isuzu Elf range is also one of the most versatile in the market with eleven variants of various tonnage and drivetrains available to suit the individual requirements of users. Once the new 2019 line-up comes on stream, Isuzu Malaysia will offer 19 variants of the Elf covering 4-wheeler, 6-wheeler, 4×4 and Crew-Cab versions, giving it the widest range of light duty truck options in the market. Of particular interest to businesses that operate their vehicles in frequent stop-start and congested urban environments will be the availability of selected truck models fitted with “Smoother”, a 6-speed Automated Manual Transmissions (AMTs) as factory variants. Although the initial purchase price of the “Smoother” models is higher, business owners are able to enjoy lower running costs as fluid coupling doesn’t cause wear and tear. It will also be easier to employ drivers as the pool of drivers who can handle manual transmissions is shrinking. Drivers too will find the “Smoother” models a boon and less fatiguing, enabling them to better retain concentration throughout their workday. With the proliferation of E-commerce, the new Isuzu Elf variants offer the perfect solution to the rising demand for dependable and efficient deliveries. The engines for “Smoother” models comply with the Euro 3 emission standards, ensuring the Elf remains efficient and environmentally friendly. Isuzu Malaysia is also introducing three new crew cab variants to its 2019 line-up. With a total of four models in that segment, those in the service industry will find more flexibility to transport their manpower and goods efficiently and safely. Unlike some retro-fitted after-market crew cabs that are prone to ill-fitment, Isuzu’s crew cabs are designed at Isuzu’s R&D centre employing the latest technologies, built and outfitted completely in the Isuzu factory thus come with full compliance to the highest ECE safety standards and enjoy the full Isuzu warranty. Bigger and mightier Forward The Isuzu Forward range, a favourite among long-haulers for its exemplary low-running cost, impressive maneuverability and highly-accommodating cabin will be further improved for 2019 with a beefier chassis and higher performance. The FVR34 model will now come with a GVW of 19 tons, up from the current 18-ton capacity. This upgraded payload capacity not only allows owners to maximize each load thereby reducing their transportation costs, the maneuverability of the Forward range makes it very ideal for intra-city hauling, eliminating the need to break bulk for urban pick-up and deliveries. The front axle capacity too has been significantly increased to 7,500kg contributing to its superior carrying capacity. As complement to the increased payload, the nimble and flexible 6HK1-TC powerplant has now been tweaked to develop a very respectable 300PS of power with 986Nm of torque for the FVR300 model, giving it superior performance over all Malaysian road conditions, particularly over hilly terrain. To capitalize on the improved performance of the FVR300 model, the range will now be paired to a new Eaton transmission. Using nine forward speeds including a ‘crawler’ gear for severe terrain, the new transmission’s ratios better match the engine’s improved performance characteristics, giving the FVR more flexible performance while the engine revolutions remain more frequently in its optimal zone. Isuzu Malaysia has chosen to retain the ever-popular FVR240 model in the line-up for those who require the large cargo capacity but haul less weighty bulk such as foodstuff or furniture or perform duties as council vehicles. To retain a high level of safety, the FVR34 range now comes standard with full air brakes and Anti-Lock Braking System (ABS). Braking performance is significantly improved while the ABS system greatly assists in maintaining braking stability particularly on slippery surfaces. Further upgrades to the Forward line-up include a larger capacity alternator that is able to better meet the power demands of high-amperage equipment. .

VW’s $18.6 Billion Truck IPO to Test CEO’s Overhaul Plan Christoph Rauwald, Bloomberg / June 14, 2019 Volkswagen AG valued its heavy-trucks business at as much as $18.6 billion in a planned initial public offering that will test CEO Herbert Diess’ ambition of overhauling the carmaking behemoth. The manufacturer intends to offer stock in Traton SE, which sells MAN and Scania AB vehicles, for between 27 euros ($30) to 33 ($37) euros per share, it said in a statement June 13, valuing the division at 13.5 billion euros ($15.16 million) to 16.5 billion euros ($18.6 millon). It’s set to be one of the year’s largest European public offerings. While trade jitters and a slowing global economy have weighed on recent IPO deals, industrial companies such as Switzerland’s Stadler Rail AG and Germany’s Knorr-Bremse AG, which listed in October, have fared well. Listing Traton is management’s highest-profile most notable move in a push to make the world’s largest automobile manufacturer more agile, which includes potential plans to shed assets, seek co-ops and freeing up units to make decisions. Diess is considering selling operations that build ship engines and large transmissions while teaming with Ford Motor Co. on vans and likely electric and autonomous cars. While seeking to allocate investments more efficiently, the moves also are aimed at increasing the stock price and giving VW more financial flexibility. The company has committed to spending 44 billion euros ($49 billion) through 2023 on electric and connected cars, with the payoff likely years away leaving the company’s valuation to trail the broader market. VW’s plans for Traton and with Ford will help create “currency” for the upcoming phase of industry consolidation, Diess told a gathering of top executives June 13. In the truck division alone, VW plans to challenge industry leaders Daimler AG and Volvo Group in markets such as North America and China. This may include potentially boosting its 16.8% stake in U.S. peer Navistar International Corp. “This IPO represents a much needed ‘first step’ structural change at VW as the management team seeks to unlock value during a period of significant and transformational industry changes,” Evercore ISI analyst Arndt Ellinghorst said in a note. Volkswagen shares trade at 6.2 times earnings, compared with an average multiple of 16.1 for Germany’s Dax Index companies. Global stocks have struggled in recent weeks as trade frictions jeopardize global economic growth. VW has been working toward a listing of Traton for more than three years, reviving plans last month that were shelved earlier in the year. “We are now all set for the decisive phase,” VW Chief Financial Officer Frank Witter said in the statement. “The IPO is driven by the aim to create value for our stakeholders.” VW is targeting proceeds from the IPO of as much as 1.9 billion euros ($2.13 billion). The proposed price range follows Volkswagen’s announcement this month of a public listing for its wholly owned Traton subsidiary in Frankfurt and Stockholm. The base offer will be 50 million shares, with a possible over-allotment of as many as 7.5 million shares, subject to the use of a so-called green-shoe option for rights to additional stock, VW said. Trading is set to start June 28, and the company is targeting a free float of 10-11.5% of Traton’s shares. During the IPO’s marketing, investors will focus on Traton’s intentions for its stake in Navistar and its strategy in China, where it has no production joint venture such as Volvo and Daimler, Jefferies analysts led by Graham Phillips said in a note. Diess, who took over the job a little more than a year ago, on June 13 addressed 500 top executives near VW’s corporate headquarters in Wolfsburg, Germany, and stressed the urgency of his push to make the transportation giant less centralized and more agile to navigate an unprecedented industry transformation. Besides Swedish heavy-truck specialist Scania and Germany’s MAN, the unit includes a smaller operation in Brazil that sells VW-branded commercial vehicles for emerging markets. The offer period for the share sale is set to begin June 17 and end June 27.

https://www.bigmacktrucks.com/topic/34637-mack-people-and-trucks-tackle-the-eye-of-a-‘storm’/ https://www.bigmacktrucks.com/topic/42258-rd822sx/

Autocar Trucks Press Release / June 14, 2019 .

Autocar Trucks Press Release / June 13, 2019 Atlantic Petroleum was dominant in Pennsylvania and naturally was a loyal Autocar customer. This tough 1932 Autocar model 2G was probably delivering a load of White Flash brand gasoline, which ran about 18 cents/gallon. .

Clifford Atiyeh, Car & Driver / June 15, 2019 A vote to unionize the Tennessee plant would have been the first for a foreign automaker in the U.S. But there's a bigger story behind the UAW than just a campaign. UPDATE 9:50 p.m.: According to a statement from the UAW that denounced VW's "brutal campaign of fear and misinformation," employees at VW’s Chattanooga plant have voted against joining the UAW for the second time in five years. It will be another year before a new election can be called. Final numbers were not yet available. Friday marks the final day for Volkswagen Chattanooga employees to vote for representation in the United Auto Workers as the union, just two months after its vice president pleaded guilty to federal corruption charges, attempts to continue to win a decades-long fight to get union representation into foreign automakers' plants. The vote, which was last held in 2014 and rejected 712 to 626, started Wednesday and includes 1700 full-time hourly employees out of the total 3800. The remaining, ineligible employees are either salaried or contract workers. The UAW claims "legal obstruction and anti-worker activity" by Volkswagen, which, aside from joint ventures in China that are partly controlled by the state, operates its only non-union factory in Tennessee. The UAW established Local 42 several months after plant workers voted against representation and alleged interference in the election by Tennessee politicians, which led VW in November of that year to allow several labor organizations into the plant if they met a membership threshold. It's unclear how many VW employees UAW Local 42 represents, but the union filed a petition in April with the National Labor Relations Board to hold a second vote. The results will either make Volkswagen the first and only foreign-owned U.S.. plant to formally unionize, or not. Tennessee is one of 28 states with a Right to Work law, which mandates that a union cannot require employee membership—and with it the payment of dues and tacit approval of the union's political lobbying—as a condition of employment. Governor Bill Lee hasn't been as vocal a critic as former South Carolina governor Nikki Haley, who said she was kicking unions with her high heels. Lee told VW employees earlier this year that a "direct relationship" between a company and its employees is the best working environment. Previously, the UAW alleged that Tennessee, under former governor Bill Halsam, had predicated $300 million in state tax incentives on VW's blocking union representation. That allegation remains unproven. But while pro-union advocates claim the region's conservative politicians are buying into corporate donations and squashing blue-collar worker rights, the UAW also stands accused of cozy relationships with politicians on the other side of the aisle who have done little to bolster the union's declining membership and failed to intervene in its multimillion-dollar scandal with Fiat Chrysler. Federal prosecutors in 2017 brought fraud and conspiracy charges against FCA labor relations chief Alphons Iacobelli and several UAW officials for siphoning millions of dollars—paid in large part by UAW member dues—into lavish vacations, cars, plane tickets, and jeweled $37,000 pens. Iacobelli is serving more than five years in prison while another FCA labor employee, Nancy Johnson, is serving a year. Former UAW vice president Norwood Jewell pled guilty in April to accepting tens of thousands of dollars' worth of meals and golf expenses from FCA. He faces up to 18 months in prison. Former vice president General Holiefield was also targeted for funneling more than $260,000 to pay off his mortgage and another $200,000 to buy furniture and jewelry but escaped the charges since he died in 2015. His widow, Monica Morgan, is serving 18 months in prison. Virdell King, a UAW leader who helped negotiate FCA contracts in 2011 and 2015, served two months in prison. The UAW has never gained a foothold into any wholly foreign-owned U.S. plant—not at Volkswagen, and not BMW, Honda, Hyundai, Kia, Mercedes-Benz, Mitsubishi, Nissan, Subaru, Toyota, or Volvo. National UAW membership, which stood at 1.5 million in 1979, now claims just 430,000, and that number is bolstered by the inclusion of non-auto workers such as casino employees. The UAW itself blames NAFTA—which President Bill Clinton championed in the 1990s—for shifting hundreds of thousands of jobs to Mexico, which pays only a fraction of the $30-per-hour wage that more senior line workers receive before including benefits. That's in part true, but the UAW's most successful labor contracts—which guaranteed lifetime medical payments for retirees, among other unsustainable pension benefits—helped push General Motors and Chrysler into bankruptcy by 2009. Compare the Big Three automakers, which continue to fire thousands of UAW workers at a time and then rehire them years later in a relentless boom-and-bust cycle, to Honda, which never in its 36-year manufacturing history in the U.S. has resorted to layoffs. Non-union employment seems to work, or else it wouldn't have. Pay and benefits at VW top out at an estimated $23.50 per hour. Taxes and cost of living in the Midwestern and Southern states are significantly lower than metropolitan areas where such factories, such as GM's plant outside Baltimore, cease to be profitable. In the end, it's up to VW workers—and any auto worker employed by so many successful foreign manufacturers—to decide if the UAW is worth their own money.

VW aims to raise $2B from truck unit IPO Bloomberg-Reuters / June 14, 2019 FRANKFURT -- Volkswagen Group aims to raise up to 1.9 billion euros ($2.1 billion) by floating a stake of at least 10 percent in its Traton trucks unit later this month, its second attempt to bring the business to market. VW intends to offer stock in Traton, which sells MAN and Scania vehicles, for 27 euros to 33 euros each, it said in a statement Thursday. The sale values the division at 13.5 billion euros to 16.5 billion euros ($18.6 billion). VW plans to invest proceeds in transforming its auto production as it readies the launch of dozens of electric vehicles over the coming years and deepens an alliance with Ford Motor. It is also seeking to capitalize on the premium that truck stocks command over automakers to create an acquisition currency, having earlier shown interest in potentially boosting its 16.8 percent stake in U.S.-based truck maker Navistar. Management denies that a Navistar deal is in immediate prospect, but such a move would fit with a broader pivot by VW toward the United States to balance its reliance on China, where it sells half its cars. Besides Swedish heavy-truck specialist Scania and Germany’s MAN, Traton includes a smaller operation in Brazil that sells VW-branded commercial vehicles for emerging markets. Management test VW surprised investors last month when it revived its effort to float Traton just weeks after shelving the plan in March. The sale will mark a litmus test not only for IPO demand in a European stock market that turned in its worst month in 3 1/2 years during May, but also for the ability of VW's management to push through deeper structural change. "We are now all set for the decisive phase," VW Chief Financial Officer Frank Witter said in the statement. "The IPO is driven by the aim to create value for our stakeholders." The base offer will be 50 million shares, with a possible over-allotment of as many as 7.5 million shares, subject to the use of a so-called green-shoe option for rights to additional stock, VW said. Trading is set to start on June 28 and the company is targeting a free float of 10 percent to 11.5 percent of Traton’s shares, scaling back earlier ambitions to list up to a quarter of the unit. The offer period for the share sale is set to begin on June 17 and end on June 27. VW CEO Herbert Diess, who took over the job a little more than a year ago, earlier Thursday addressed 500 top executives near VW’s corporate headquarters in Wolfsburg, Germany, and stressed the urgency of his push to make the transportation giant less centralized and more agile to navigate an unprecedented industry transformation.

The mirrors are produced in China by a German-Chinese joint venture called Shanghai Mekra Lang. Paccar has a large purchasing (sourcing) office in Shanghai. Many American companies including Hendrickson, John Deere and of course Ford and GM have purchasing offices in China. I have sourced China production Mekra mirrors without issues, though from another Mekra JV in China.

Matt Cole, Commercial Carrier Journal (CCJ) / June 11, 2019 More than 4,000 Kenworth and Peterbilt trucks are included in a recall prompted by a potential mirror issue that was announced recently by the National Highway Traffic Safety Administration. The recall from Paccar includes approximately 4,051 model year 2020 Peterbilt 520 and 579 and Kenworth T680, T880 and W990 tractors. In the affected trucks, the mirror glass may detach from the mirror carrier plate due to a lack of adhesion. If the mirror glass detaches, it would cause reduced visibility for the driver, as well as a road hazard for other vehicles. Paccar has notified owners of affected trucks, and dealers will inspect the upper mirror glass and mirror housing, replacing if necessary. Kenworth owners can contact Paccar customer service at 1-425-828-5888 with recall number 19KWC, and Peterbilt owners can call 1-940-591-4220 with recall number 19PBC. NHTSA’s recall number is 19V-340.

Ford recalls 1.2 million Explorers for suspension issue Danielle Szatkowski, Automotive News / June 12, 2019 Ford Motor Co. on Wednesday said it is recalling 1.2 million Explorers in North America to fix a problem with the rear suspension that dates to the vehicle's redesign from a traditional SUV into a unibody crossover in 2010. Ford also issued a recall for 123,000 previous-generation F-150s because transmission calibration software used during a February recall failed to resolve the problem. Ford, in a regulatory filing, said it expects the Explorer recall to cost about $180 million. It did not give estimated costs for the F-150 recall or two other recalls covering a total of 16,300 vehicles announced Wednesday. One of the smaller recalls is to fix substandard welding in Econoline vans that are often used for school buses and ambulances. The 2011-17 Explorers being recalled were built at the Chicago Assembly Plant from May 2010 through January 2017. Ford said the vehicles could experience a fracture in the rear suspension toe link that could reduce steering control and increase the risk of a crash. Ford said one customer reported hitting a curb due to a broken toe link, but it's not aware of any injuries related to the defect. In addition to the 1.2 million Explorers in the U.S., the recall covers about 28,000 in Canada and Mexico. Ford built about 1.6 million Explorers during the covered time frame. A separate recall issued Wednesday covers a similar problem with rear suspension toe links on 12,000 vehicles in Canada. Vehicles affected by that recall are the 2009-15 Lincoln MKS, 2009-17 Ford Flex and 2010-17 Ford Taurus and Lincoln MKT. Ford said it's aware of one report of a crash with minor injuries. The repair for both suspension toe link recalls involves replacing the left and right toe links with a forged toe link and aligning the rear suspension. The F-150 recall is for certain 2013 models with 5.0-liter and 6.2-liter gasoline engines that had the powertrain control module software reprogrammed in a previous recall fix. Ford said vehicles without the complete recall fix calibration remain at risk for unintended transmission downshift due to intermittent output speed sensor failure. The transmission could downshift to first gear without warning, potentially causing the driver to lose control and crash. Any F-150s that didn't have the previous recall fix are not affected and will receive updated software under the February recall program. Ford said it's not aware of any accidents or injuries related to the issue. The recall covers 107,850 F-150s in the U.S. and 15,200 in Canada. The Econoline recall covers 4,300 vans with 5.4-liter engines from the 2009 through 2016 model years. Ford said a capacitive discharge weld within a coast clutch component in the transmission could fail and possibly immobilize the vehicle. Dealers are being instructed to replace the coast clutch cylinder and the single-engaging coast one-way clutch with a dual-engaging one-way clutch.

Hacker gained access to customer data at 130 dealerships Jackie Charniga, Automotive News / June 12, 2019 DealerBuilt, an Iowa dealership software provider, reached a settlement with the Federal Trade Commission Wednesday over a 2016 breach of customer data that allowed a hacker to gain access to the personal information of about 12.5 million consumers stored by 130 dealership clients. The dealership management system provider agreed to a settlement with the FTC over the attack and will "take steps to better protect the data it collects," the FTC said. The agency said in a statement that LightYear Dealer Technologies, known commercially as DealerBuilt, failed to properly encrypt sensitive data and conduct necessary vulnerability and penetration testing. The breach will be resolved with a final consent agreement, which won't be made public unless it is accepted by the FTC. As part of the proposed consent agreement, DealerBuilt is required to implement a security program in accordance with the Safeguards Rule, and is prohibited from handling consumer data until the program is in place. The settlement also requires the company to obtain third-party assessments of its security program every two years. The FTC does not have authority to seek monetary penalties for an initial violation, but if the company violates the settlement, the commission could seek civil penalties of up to $42,530 per violation. According to the complaint, DealerBuilt failed to protect the sensitive customer data, despite those resources being "readily available and relatively low-cost" to the provider. DealerBuilt sells dealership management systems and data processing systems. Detected by dealer The breach, which occurred over 10 days, took place in DealerBuilt's backup database beginning in late October 2016. "The hacker downloaded the personal information of more than 69,000 consumers, including their Social Security numbers, driver's license numbers, and birthdates, as well as wage and financial information," the FTC said in the statement. In the complaint, the FTC said the hacker attacked DealerBuilt's system "multiple times, downloading the personal information of 69,283 consumers, the entire backup directories of five customers." The breach was detected by a DealerBuilt auto dealer customer, who had found customers' data online. "The settlement with DealerBuilt imposes more specific security requirements and requires company executives to take more responsibility for order compliance, while also strengthening the third party assessor's accountability and providing the FTC with additional tools for oversight," FTC Chairman Joe Simons said in the statement. Safeguards Rule violation The FTC alleges that the data DealerBuilt collected was stored and transmitted in clear text, in violation of the Gramm-Leach-Bliley Act's Safeguards Rule, which requires encryption of sensitive data. Data also was stored without access controls or authentication protections, also deemed necessary under the rule. The FTC considers DealerBuilt's activities an example of unfair practices. DMS systems typically store private and public consumer data, including but not limited to names, addresses, birth dates, credit information and Social Security numbers. The software also contains similarly sensitive information about dealership employees, such as payroll data and bank account information, according to the statement. The complaint also alleges that a DealerBuilt employee "connected a storage device to the company's backup network without ensuring that it was securely configured, leaving an insecure connection for 18 months." Additionally, the FTC alleges DealerBuilt never conducted vulnerability or penetration testing; drafting, implementing or maintaining a written security policy; or provided training for employees.

The Autocar website finally mentions the DC-64R under "News". https://www.autocartruck.com/news/ However, the DC-64R is still not listed under "Trucks" (models). https://www.autocartruck.com/trucks/

Volvo Group delivers first Mack Defense dump truck to US Army Heavy Duty Trucking (HDT) / June 11, 2019 The U.S. Army took delivery of the first five Mack Granite model-based M917A3 heavy-dump trucks (HDT) from Volvo subsidiary Mack Defense. Leadership from Mack Defense presented the keys to officials with the U.S. Army during a ceremony that included several representatives of local and state elected officials. Beginning in July, the trucks will enter up to 40 weeks of durability testing at the U.S. Army’s Aberdeen Test Center in Maryland. The Army first solicited bids for the M917 HDT program in 2017, seeking to develop the next generation of HDTs with increased occupant protection levels, higher payload, and improved mobility. Mack Defense was awarded the contract in May 2018 and will produce armor-capable or armored HDTs with deliveries through May 2025. The Mack Defense M917A3 HDT is based on the civilian Mack Granite model, one of the top-selling construction trucks in North America, according to Mack. To meet the Army's needs, Mack Defense engineers added heavier-duty rear axles, all-wheel drive, and increased suspension ride height. .

Autocar's New Conventional Truck to Get Bodies on Assembly Line Heavy Duty Trucking (HDT) / June 11, 2019 Autocar announced it is mounting directly on its new conventional Autocar DC truck production line. The company said this is an “unprecedented” change to the model of refuse truck production, bringing together the two main components – the chassis and the body -- and treating the truck as one complete tool. Autocar calls this process the Ultimate Power of One and said refuse truck operators will experience several significant benefits from this innovation. “We’ve always known that improving the integration of our refuse truck chassis and refuse bodies is essential to reducing our customers’ downtime,” explained James Johnston, president of Autocar. “So flawless integration is a key aspect of our Always Up mission. We decided to take responsibility for building the truck as one compete tool. When we engineer the truck as a complete tool and mount body components right on the Autocar production line, we call that ‘Power of One’.” Autocar introduced Power of One integration on the ACX cabover truck recently, and data reported by truck operators for the first 90 days in service shows a substantial improvement in uptime and reliability, the company said. The Power of One integrated trucks also demonstrated cost savings not only from avoided repairs but also from other downtime-related costs such as lost driver hours and towing that were eliminated, Autocar said. As a result, the company said it will offer Power of One integration with all refuse body manufacturers. Enhanced safety is another benefit of Autocar’s Power of One integration, according to the company. Since the whole system – chassis plus body – is pre-engineered and then assembled as one complete tool, Autocar’s finished trucks comply with all FMVSS and EPA regulations when they roll off the assembly line. This is one more aspect of the Always Up model that Autocar said differentiates it from other truck brands which typically are modified with specialty bodies after they are built, increasing the risk of noncompliance with safety standards and other government regulations. According to Autocar, the Ultimate Power of One process starts with engineering each truck based on that specific customer’s needs and working closely with the selected body company’s engineers. All the body components are then installed during Autocar’s production process. So all the electrical harnesses are installed together, eliminating the risk of splices, loose connectors, or drilled access holes. Body components are huck-bolted onto the frame rails in the precisely correct locations, not welded, avoiding misplacement and damage to the rails. Autocar will also fully mount tarp systems and lighting kits, so when the truck rolls out of the Autocar factory it can go to work immediately. “Building trucks with the Power of One process is a game-changer for our customers," said Eric Schwartz, managing director of Autocar Trucks. "They tell us they have experienced a significant improvement in uptime for the Power of One trucks already in service. There’s another benefit that the Ultimate Power of One takes ever further: We are able to deliver ready-to-work truck months faster than ever before. In fact, for trucks ordered now, we are committing to deliver completed trucks in calendar [year] 2019.” Autocar offers the DC-64R with a wide range of Ultimate Power of One specifications. Roll-off hoists are available with 60,000- and 75,000-lb. capacities for 22- and 24-foot-long dumpsters. Telescopic, single-forward, and single-rearward-mounted cylinder configurations are also available. The DC-64R can be engineered with a rear-cab guard and with or without pusher axles, as the customer’s needs require. All are installed on Autocar’s production line. .

Are Traton and Navistar Signaling Something Big in the Works? Jack Roberts, Heavy Duty Trucking (HDT) / May 30, 2019 We’ve been hearing since the IAA Commercial Vehicle Show in Hannover, Germany, last year that Traton, Volkswagen’s newly created global truck and bus business unit, is aiming for an initial public stock offering sometime this summer. There have been a couple of hiccups with that plan. In March, VW announced it was putting the IPO on hold, presumably while the company sorted a few things out. The complexities of managing, promoting and enhancing multiple truck and bus brands on every continent cannot be overstated. But things must have gone well, because just a couple of weeks ago, Traton announced the IPO was back on track and proceeding accordingly. Meanwhile, on this side of the Atlantic, Navistar announced this week that after more than a decade of legal battles, it is moving ahead in settling a number of class action lawsuits brought by customers who bought its EGR-only MaxxForce diesel engines. The MaxxForce design featured exhaust gas recirculation as its primary emissions reduction mechanism. That worked well enough for the initial round of diesel particulate and NOx reduction regulations implemented by the U.S. Environmental Protection Agency and the California Air Resource Board. However, to meet the even more stringent 2010 emissions regulations, all other North American diesel engine manufacturers went with selective catalytic reduction (SCR) technology. Navistar, for a variety of reasons, elected to essentially double down on EGR technology for 2010 MaxxForce engines, with decidedly poor results. The extra heat generated by the beefed-up EGR system, coupled with air management problems, led to reliability problems and customer revolts that threatened the health of the sole surviving business unit left from the massive International Harvester Company. However, a new management team fought back and slowly, but steadily, began to turn the beleaguered truck maker’s fortunes around. But it wasn’t until Navistar and Volkswagen entered into a partnership agreement – along with a healthy influx of cash from Wolfsburg, Germany – that many industry observers finally felt Navistar was going to weather the storm. The lingering MaxxForce suit has been a millstone around Navistar’s neck for years, so it's no wonder the company wants to resolve this issue, freeing it up to finally move on to new era of products and technology. But there may be more to the picture than that. Volkswagen – and now Traton – have made it clear for years that it intends to go toe-to-toe with the two other global heavyweight truck and bus manufacturers – Daimler and Volvo. Moreover, the company has said repeatedly that having a robust, competitive Class 8 product in North America – which is still the largest heavy-duty commercial vehicle market in the world – is absolutely integral to that plan. And obviously, Traton’s contender in North America is Navistar. Many industry observers see it as likely that eventually, Traton will follow the trail blazed by Volvo and Daimler to get into the North American Class 8 game: Acquire an established OEM, and then begin integrating its proprietary engine and powertrain technologies into the vehicles as new designs come off the drawing board. Volvo and Daimler were doing so in a time when many Americans were uncomfortable with the idea of “foreign” technology in their trucks. And so they slowly undertook those gradual technology introductions over with decades-long introduction and familiarization strategies. Today, global technology in heavy trucks is considered a given. Which means Traton, when it finally decides to go all-in on Navistar, will be able to initiate a vastly accelerated adoption curve for its technology, which will certainly shake the North American truck market up and be fascinating to see unfold in real time. (And in fact, the two companies are already working together on designing the next generation of powertrains, including electric.) So – are the recent moves by Traton and Navistar simply two companies taking care of business? Or are they harbingers of something bigger yet to come? Time will tell. But it’s going to be interesting to see what the next moves from both OEMs will be.

2020 Ram 1500 EcoDiesel Dethrones Chevrolet's Duramax Diesel with 480 LB-FT of Torque Andrew Wendler, Car & Driver / June 10, 2019 Ram fires back in the half-ton diesel truck wars with a revised 3.0-liter turbo-diesel V-6. Rated at 480 lb-ft of torque, the 2020 Ram 1500's EcoDiesel model tops the Chevy Silverado's diesel by 20 lb-ft and the Ford F-150's Power Stroke diesel by 40 lb-ft. The Ram EcoDiesel will be available across the entire 2020 half-ton lineup including the Ram Rebel. While fuel economy numbers have not yet been released, Ram is swaggering that its turbocharged 3.0-liter EcoDiesel V-6 will also be the most efficient in the half-ton diesel class. Well that didn't take long. Less than three weeks after Chevrolet announced that its 420-lb-ft, 3.0-liter turbodiesel Duramax inline-six would finally see the light of day under the hood of the 2020 Silverado half-ton pickup, Ram has staged a torque coup d'état and retakes the throne with an updated version of its turbocharged 3.0-liter EcoDiesel V-6 rated at 480 lb-ft. Not only 14 percent more powerful, it now reaches full torque output at 1600 rpm, 400 rpm lower than the previous version. That means a max tow rating of 12,560 pounds when properly equipped. The Ford F-150 Power Stroke diesel is rated to tug 11,400 pounds, while the Silverado half-ton diesel is slated to earn a 9700-pound tow rating. Ram says the 2020 EcoDiesel will be in showrooms in the fourth quarter of 2019. Ram is referring to the latest EcoDiesel engine as the third-generation model due to its myriad upgrades. Redesigned cylinder head and intake ports are said to improve both swirl and flow of the incoming air, the aluminum pistons have been redesigned and use thinner rings and a low-friction coating on the wrist pin and side skirts, the compression ratio has been increased slightly from 16.0:1 to 16.5:1, and the high-pressure injectors have been redesigned for optimal operation with the new combustion chamber. To further reduce noise, vibration, and harshness (NVH), the wrist pins are now slightly offset by about 0.1 inch. Externally, an updated exhaust-gas recirculation system features a new dual-loop design (high and low-pressure circuits), the added low-pressure loop drawing exhaust gasses downstream of the particulate filter to maximize efficiency, in turn increasing fuel economy. A new water-cooled turbocharger with variable geometry aims to improve efficiency and responsiveness, the lower portion of the two-piece oil sump uses a lightweight sandwiched polymer/metal material that further reduces NVH and the dual vacuum pump system now uses electric and a new mechanical low-friction pump with new blades said to increase overall efficiency. The compacted-graphite iron block and forged-steel connecting rods and crankshaft provide the strength and durability required by diesel engines. Built by the FCA-owned VM Motori in Ferrara, Italy, Ram's 3.0-liter EcoDiesel has always been a bit of wild card in the segment (you can find a storyline of the EcoDiesel's history here), and in addition to bragging rights, we're thinking the updates are long overdue. . .

Bears warn bleak scenario is taking shape MarketWatch / June 10, 2019 Why are stocks busting out all of a sudden? Last week, tariffs on Mexico increased the chances that the Fed would cut rates. Investors obviously like that. So, stocks rallied. This week, Trump backs off those same tariffs. Investors apparently like that, too. Stocks again are rallying. “The market wanted to go up. I don’t think it mattered what happened. We just use these things as a reason after the fact to look smart,” the CEO of the New York City-based investment advisory firm wrote. “That’s how it works. It’s not meant to be intellectually satisfying. It’s meant to take money away from people who think they can explain things. Worst traders and managers I know are the guys with answers for all this stuff.” “The macro and micro economic data continue to deteriorate,” Morgan Stanley’s chief investment officer Mike Wilson wrote, pointing to weak durable goods orders, disappointing capital spending, soggy retail earnings, lackluster freight shipments, and a “very soft” jobs number as evidence of an economy running on fumes. “This raises the risk of my core view playing out — that companies will do whatever it takes to protect margins,” Wilson wrote. “And while labor is the last lever they pull, they will use it if they need to.” Don’t be so quick to blame U.S.-China trade tensions, either, he said. “The economy was already slowing and escalation potentially makes things worse.” And if you’re waiting for a lower interest rates to ignite a rally... don’t. “A rate cut after a long hiking cycle tends to be negative for stocks, in contrast to a pause like in January, which is typically positive,” Wilson said. “I’ve been vocal about the likelihood of U.S. earnings and the economic cycle disappointing this year. Specifically, I’ve argued that the second half recovery many companies have promised and investors expect is unlikely to materialize.” Wilson is looking for GDP to hit the skids in the second half.

Ford's director of global strategic design resigns Michael Martinez, Automotive News / June 9, 2019 DETROIT -- David Woodhouse, Ford Motor Co.'s director of global strategic design who was instrumental in crafting the Lincoln luxury brand's latest styling, has resigned from the company. It's unclear why he left. In a Facebook post on Friday, Woodhouse, 50, said it was a "difficult decision," especially considering his personal investment in Lincoln. "Ending a long-standing relationship with a corporation is just like ending a personal relationship multiplied by the number of wonderful friends and colleagues," he wrote. A Lincoln spokeswoman said Woodhouse "elected to leave the company" but gave no other details. Woodhouse worked at Ford in a number of roles since joining the Premier Automotive Group, the company's onetime stable of luxury brands that included Lincoln, Volvo, Jaguar and Land Rover, in 1999, according to his LinkedIn profile. He added the title of director of global strategic design, in addition to duties as director of Lincoln design, in July 2017, shortly after Jim Hackett took over as Ford CEO. As part of the overhaul of Ford's design team at the time, Joel Piaskowski, Ford of Europe's design director, was named global director of Ford design, overseeing cars and crossovers. Woodhouse, Lincoln's design director since 2013, helped turn around the once-moribund brand with new styling centered around a philosophy the company labels "quiet flight." Woodhouse previously was chief designer in Ford's strategic design studios in London and California and was part of the team behind the Lincoln C Concept presented at the 2009 North American International Auto Show in Detroit. The Ford Shelby GR1, Ford Airstream, Ford Reflex, Lincoln Continental Concept, Lincoln Mk9 Coupe and Lincoln Aviator Concept are among the key vehicles Woodhouse had a hand in styling. According to his LinkedIn profile, he was an assistant chief designer with Cadillac in Europe for less than a year starting in late 1998, where he helped craft the Cadillac Imaj concept. Woodhouse began his automotive career with BMW.

Full-size Ford Bronco test mule spotted. .

Transport Engineer / June 5, 2019 Scottish waste management business Barr has added five more Volvo trucks to its fleet, after its first Volvo vehicles “rewrote the book” on reliability and service. Supplied by dealer Volvo Truck and Bus Centre North & Scotland, the Killoch, Ayrshire-based operator’s new additions are two FM tractor units, two FM hooklift rigids and an FE rigid skiploader. The pair of FM 6x2 pusher axle tractor units feature Volvo’s 13-litre engine producing 454bhp, I-Shift automated transmission systems, sleeper cabs with air kits and sliding fifth wheels. Vertical exhaust stacks were also specified. The FM 8x4 day cab rigids come in 8x4 configuration, this time with 415bhp versions of the D13K engine and I-Shift gearboxes. The 32-tonne chassis are fitted with Multilift XR26T.55 hooklift bodies, supplied and fitted by Hiab Scotland. Completing the line-up is a Volvo FE 4x2 rigid with Hiab skip gear. This 18-tonner is powered by a 247bhp D8K engine connected to a nine-speed manual gearbox. Gordon Whiteford, Barr’s operations director, says: “Our first Volvo tractor units rewrote the book on reliability and back-up. There was no downtime to report and the back-up service was excellent. The servicing schedules are carried out either on back shifts or night shifts, and that lets us maximise the trucks’ productivity levels.” He adds: “Another plus is that Hiab Scotland travels to the Volvo dealerpoint for any bodywork servicing or maintenance, making the depot a real one-stop shop. The whole experience has been a very positive learning curve for us.” All five vehicles are supplied on five-year, full-service contract hire, and the operator’s 10-strong fleet is now 100% Volvo. .