kscarbel2

Under the world's best former Mack Trucks parts system, all rubber grommets are 87AX numbers. I don't know off hand the full part number for that one though.

Diesel News Australia / March 2019 Although there are a lot of changes in the new Hino 500 standard cab and when compared to it’s predecessor, there are two major items which stand out. These are the features which are going to push the Hino medium duty truck closer to the top of many shopping lists. It difficult to judge which of the two aspects of the new truck will have the most impact. The new five litre engine seems to be something which will impress many drivers. It is a development from the nine litre engine which came in with the wider and heavier 500 Series trucks launched last year. Hino have cut it down from 6 to 4 cylinders and reduced the stroke to bring it down to a five litre engine. The engines heavier pedigree is reflected in the kind of torque levels available from the engine. It will come to Australia in both 240 and 260 hp versions. Each will reach maximum power at 2300 RPM and have torque, maxing out at 1400 RPM, which is 794 Nm in the 240 and 882 Nm in the 260. This engine produces more torque than the current seven litre engine being sold with these models. In fact, it matches to torque available from the eight litre engine in some of the 500 Series wide cab models. In the limited driving available at the Hino Hamura test facility in the west of Tokyo the depth of the torque available was obvious. The engine would lug up from well below 1000 RPM with a full load on board, effortlessly. The combination of the larger, heavier block and the twin turbos managing the airflow, makes this an impressive engine. The engine has another innovation for a Japanese truck in the Australian market, a jake brake. Instead of the, usually, ineffective exhaust brakes we have become used to from Japanese product, here we have a genuine engine brake which can aid retardation, protecting brakes and improving performance. The new engine is an evolution in the development of engines in Hino trucks. Similarly, innovations introduced into the electronic platform could also be seen as an evolution. However, it is not just the equipment and its capabilities which is being changed, Hino are changing the way truck manufacturers and customers will think about Japanese Trucks into the future. This step change is based on an evolution in the electronic architecture of the truck. This is, all new, the new electronic system is a generational change. It is an architecture on which the next generation of electronic equipment and aids for the operator and driver will need to operate.Making this change at this time Hino are signalling a change in the way they think about truck development. In the past, the Japanese truck manufacturers have specified equipment on trucks to meet the requirements of the Australian market, without needing to go very much further. On the other hand,Australian truck buyers looking at European product have been offered leading edge electronic safety systems and other vehicle management systems, way beyond what they are listing as their requirements. The Hino organisation has decided to take a European attitude to specifications within the new 500. The designers have gone way beyond the ABS and stability control offered in the past. The safety systems offered may come with a different set of acronyms from their European counterparts, but we are dealing with what is, basically, a very similar set of safety inclusions. “Not content with simply leading the market with the standard inclusion of vehicle stability control and reversing camera, the 500 series standard cab will be the first Japanese truck in Australia to offer the next level in active safety technology,” said Hino Australia’s Manager of Product Strategy Daniel Petrovski. Pre-Collision System, Safety Eye, Autonomous Emergency Braking and Pedestrian Detection along with Adaptive Cruise Control, Lane Departure are going to be fitted as standard across this section of the Hino range. And we can expect these systems to appear on the rest of the range as it gets renewed over the next few years. “PCS is a true Active Safety system that, via the combination of camera and radar technology can detect potential collisions with another vehicle, a pedestrian and/or other object,” said Daniel. “PCS continuously scans the road in front of the truck and assists the driver to actively minimise the type of accidents that regularly occur through poor vision, driver distraction or poor judgement. “A common accident scenario that we believe PCS will reduce is a rear-end collision with another vehicle – for instance, on a single lane road where a driver may not notice that the vehicle ahead is slowing or already at a standstill. In this case, PCS detects the vehicle ahead via Safety Eye, and warns the driver both audibly and visually on the LCS Multi Information Display. “If the driver fails to react to the imminent danger, PCS can, as a last resort, engage Autonomous Emergency Braking to apply the brakes to minimise the vehicle’s speed and subsequent damage to the vehicle in the event of an accident, or in some circumstances, assist the driver to avoid the collision altogether.” .

Diesel News Australia / March 2019 At the upcoming truck show in Brisbane the Iveco stand will extensively feature trucks with Euro 6 engines across its light, medium and heavy duty weight categories, including several that will be on public display in Australia for the first time. One model making its first public appearance is the recently-launched, locally-made Euro6 Stralis X-Way, with both a prime mover and rigid model to be displayed. As well as benefiting from a broad range of intelligent active and passive safety features, the Stralis X-Way is equipped with a number of fuel-saving measures including ‘Ecoroll’, ‘Ecoswitch’ and engine anti-idling. Emission control on the X-Way is also advanced, coming courtesy of Iveco’s Hi-eSCR system which does not require driver intervention. There will also be the first glimpse of the all-new, next generation Euro6 Acco, also manufactured in Australia. Still in the midst of extensive in-field development testing prior to launch later this year, the new Acco will build on the toughness of its predecessor while delivering new levels of comfort and safety never before experienced in an Acco. On display in Brisbane will be a 6×4 model with Bucher compactor body and an 8×4 featuring a Hiab hooklift body. Also on show and representing Iveco’s medium duty range is a Euro6 Eurocargo equipped with an INNOV8 attenuator body, while at the lighter end of the product offering is the Daily 70C van with 7 tonne GVM, 19.6m³ volume and Euro6 engine. Off-road fans will be pleased to know that Iveco will also preview a prototype new version of its unstoppable Daily 4×4 with increased GVM capabilities of up to 7 tonnes and a raft of other enhancements including availability of Iveco’s Hi-Matic, 8-speed full automatic transmission. And for those interested in bonneted, North American-style trucks, an International ProStar prime mover model will also be on show. Iveco Australia Marketing Manager, Darren Swenson, said that this year’s stand would hold true to the brand’s global positioning to be ‘Your Partner for Sustainable Transport’. “Iveco is very proud to be a global leader in low emission technologies and at the 2019 Brisbane Truck Show, our low emission capabilities will be strongly displayed and promoted,” said Darren. “Increasingly our customers both in the private and government sectors, are requesting vehicles that meet stringent environmental standards, even before being officially mandated through legislation. “Iveco is very pleased to be able to provide an extensive Euro6 product offering across vans, minibuses and its light, medium and heavy duty truck ranges.”

Big Rigs / April 16, 2019 "I've only been here with RBA for five weeks, but so far I'd have to say this is a great job," Brenton Redshaw from Devonport, told us when we ran into him at Kempton's 24-hour Caltex Roadhouse/Truckstop Mood Food. "I've been working in the tree industry for some years, and it is so good to be back on the road again. This is definitely where my heart is," he said. "I did furniture prior to that up and down the Hume and Pacific Highways to Queensland every three weeks, and it is also really good to be home driving on Tasmanian roads again." He was driving an RBA 2000 Magnum with a 600 Cummins up front, and towing a fridge unit from Hobart on his return to Burnie at the time. He added that the truck hadn't had a permanent driver for a while, and he was looking forward to getting it "up to the standard of the rest of the fleet". Asked about time off he said, in one word, that's "family". .

Diesel News Australia / March 2019 The new T610 1400mm aero roof sleeper is a new bigger sleeper from Kenworth. It completes the T610 range, the 1400mm sleeper cab option is suitable for a variety of applications from single trailers to road trains and has been designed and engineered in Australia. Following the introduction of the T610 and T610SAR in early 2017, Kenworth has progressively released application-engineered T610 cab configurations, including the day cab, 860mm aero, 760mm mid-roof, and most recently the 600mm aero sleeper which offers room for both a sleeper and a bullbar in combination with full-length 34 pallet trailer sets within the 26m B-double envelope. The new 1400mm aero roof sleeper will be the most spacious sleeper in the Kenworth range coming with even more interior space and in-cab standing room than its 50” predecessor. As standard, the 1400mm sleeper comes with a 790mm inner spring mattress, and the option of a King single, which is 300mm wider than the standard at 1090mm. The upper bunk option, if selected is 100mm wider than in the 50” cab. There are many different fit-out combinations and options to tailor to your needs, depending upon your selected bunk size. With the King single there is rear wall hanging space and shelving. The standard bunk comes with multiple storage tower and hanging space options. Both configurations feature separate clean and wet storage under the bunk, provision for a stand up fridge and shelf cavity for appliances such as a microwave, over-door storage, optional 240v electric sockets and sleeper power distribution modules, and the option of a slave air conditioning unit. Designed from the inside out in a decade-long development process, the T610 cabin is centred on the needs of the driver and incorporates greater foot space, more storage, wider walkthrough access between the seats and more door and windscreen glass, providing improved space, visibility and ergonomics. “The core of the T610 project was about building a bigger cab to create the ultimate driver environment, which leads to better all-round driving performance, safety, efficiency and productivity” said Brad May, Paccar Australia’s Director Sales and Marketing. “The 1400mm sleeper cab option allows maximum living space for our customers whose applications allow it. The Aero roof allows freedom of movement with full height standing room between the seats – and a fantastic bunk as standard that allows a quality well-earned sleep for drivers.” Kenworth spent significant time optimising the shape and surfaces over the sleeper cab roof to improve the aerodynamics while delivering an impressive looking truck for the most discerning of buyers. An optional roof fairing completes the picture for when backed up to maximum height trailers. .

Prime Mover Magazine / April 16, 2019 With the expectation of boosting its market share at the lighter end of the heavy-duty sector, UD Trucks Australia has revealed an eight-litre engine variant of the Quon that was launched with an 11-litre engine in 2017. The eight-litre Quon will come in two variants, the CD 25 360 and the CW 25 360, with the former set to be the hero model on UD’s stand at the Brisbane Truck Show in May. Both iterations feature a GH 8 engine producing 350hp (263kW) at 2200rpm and peak torque of 1428Nm (1053lbft) between 1200 and 1600rpm. They are equipped with a host of advanced safety features to ensure the safety of the driver and other road users. This includes: Traffic Eye Brake, UD Stability Control, and Lane Departure Warning System. Other features designed to help maximise fuel savings include ECO mode, adaptive cruise control, and ESCOT Roll. The latter enables the vehicle to coast in neutral on slight downgrades to reduce fuel consumption. UD Trucks Australia Vice President of Sales, Mark Strambi, says the new Quon variants are valuable additions to the UD range. “The eight-litre version is an exciting addition to the Quon range that offers the same levels of drivability and safety as the 11-litre version,” said Strambi. “It really is a fantastic truck. While slightly smaller than the 11-litre models, it still possesses a sizeable payload capacity, while offering operators extra flexibility through greater load efficiency.” On a recent trip to Japan, UD customers were given the opportunity to drive the Japanese-spec eight-litre Quon. In addition to the test drive, the customers visited UD Trucks’ headquarters in Ageo and were given an insight into the company’s innovation roadmap and strategic plans moving forward. “UD Trucks strives to implement care, pride and quality into the mindset of its workforce and how it designs and builds trucks,” said Strambi. “We wanted to highlight UD’s philosophy to our customers as well as give them an exclusive look at the eight-litre Quon,” he said. “The response to the quality of the drive and the features available on the new trucks was resoundingly positive and we are really excited to be adding them to the Quon range in Australia.” .

Freightliner Trucks Australia / April 15, 2019 Learn more about the Argosy - https://www.freightliner.com.au/trucks/argosy .

The Army has a plan for China, and it’s bad news for JLTV and the Chinook Defense News / April 17, 2019 WASHINGTON — Legacy programs built for the conflicts in Afghanistan and Iraq are looking less like vital capabilities and more like bill-payers for the Army, as the service transitions towards a focus on conflict with Russia and China. In a small Tuesday roundtable with reporters, Army Secretary Mark Esper fielded a number of questions about the future of the Joint Light Tactical Vehicle and the CH-47 Block II Chinook, a line of inquiry he tied into a recent meeting between Army leadership and officials at U.S. Indo-Pacific Command. According to Esper, the Army reached out to INDOPACOM leadership to request a meeting, which eventually happened in Hawaii, in order to discuss how the service is developing capabilities to match up with China. The idea, Esper said, is to make sure that as INDOPACOM head Adm. Phil Davidson is developing war plans, he “takes into consideration what the Army anticipates bringing to the table.” Asked which capabilities he sees as vital to the Pacific, Esper identified long range precision fires as “front and center,” which would be used to “hold at bay” Chinese ships. He then added future vertical lift, air and missile defense, and modernized networks as other key areas they briefed INDOPACOM on. Those capabilities are “something that he needs to know about and he needs to know our thinking where that is in the modernization timeline and everything. So as he thinks about his war plans for the out years, he can calculate those in. and by the same token, it’s an exchange — he can tell us ‘here’s what I’m looking for, here’s what I think I would need,’ and we can adjust our plans as well.” That discussion happens as the service intends to cut the planned JLTV buy and end procurement of the CH-47 Block II for conventional forces, something Esper said was a direct result of the Army leaning into the National Defense Strategy. Those two vehicles were designed and procured in “the context of Afghanistan and Iraq,” and hence just not as relevant anymore, Esper said. “Why the [CH-47s]? Got to carry a heavier payload and fly higher in a hotter climate. What was the heavier payload? JLTV. What drove JLTV? IEDs in Afghanistan and Iraq,” Esper argued. “In many ways they were designed for a different conflict. Doesn’t mean we won’t use them in future conflicts, but now my emphasis has to be on rebuilding my armor, rebuilding my fighting vehicles, having aircraft that can penetrate Russian and Chinese air defenses, that can shoot down Russian and Chinese drones and missiles and helicopters and fixed-wing aircraft. “We’re in this transition period and some folks are caught in that transition, and that’s what we’re up against.” More specifically, Esper said there were “no” plans to re-look at the CH-47 decision, and acknowledged that the JLTV total figure is a bit of a moving target. “We are certainly cutting the total number” of JLTV procurement, which had previously been set at 49,000, Esper said. “I know that much. But whether it settles out, finals out right here, today, I can’t tell you. In five years, I could maybe have a different number for you.”

Defense Blog / April 17, 2019 A statement from the U.S. Department of Defense claims that the specialty vehicle manufacturer Oshkosh Corp. to upgrade baseline configuration of Joint Light Tactical Vehicle Family of Vehicles (JLTVs) for U.S. Army. The defense arm of Oshkosh Corp. has received a $19.6 million contract modification to incorporate Engineering Change Proposal into the baseline configuration of the JLTVs. The modification, announced Tuesday by the Department of Defense, provides to incorporate engineering change proposal of capsule roof hatch for the JLTVs. Work will be performed in Oshkosh, Wisconsin, with an estimated completion date of April 30, 2021. The newest family of light tactical vehicles, or JLTV, developed to replace ageing HMMWVs currently in service with U.S. infantry forces including the Army and the U.S. Marine Corps. As previously reported, the JLTV family of vehicles comes in different variants—general purpose, heavy guns carrier, utility, and close combat weapons carrier—all providing protected, sustained, networked mobility that balances payload, performance and protection across the full range of military operations. The JLTV family of vehicles is designed to provide a leap ahead in protection, payload, and performance to meet the warfighters needs. The JLTV is the first vehicle purpose-built for battlefield communications networks and provides increased readiness for 21st century warfare. The Army, lead for the JLTV portfolio, plans to purchase some 49,000 JLTVs while the Marine Corps plans to purchase 9,000. To date, Oshkosh has produced more than 2,000 JLTVs and has delivered more than 1,600 JLTVs to the U.S. Army and Marine Corps. .

Thor Trucks to Become XOS, Thanks to RV Maker Lawsuit Trucks / April 16, 2019 Thor Trucks will change its name to XOS after recreational vehicle maker Thor Industries Inc. filed a lawsuit claiming the electric truck startup infringed on its name. The two companies agreed in January that the Thor Trucks name would go away. Thor decided against fighting the industrial conglomerate that includes Thor Motor Coach and other companies. Thor Industries earned $430 million on sales of $8.3 billion last year. Los Angeles startup Thor Trucks will announce its new name, XOS, at the Advanced Clean Transportation Expo in Long Beach, Calif., next week. “It is a setback. No question,” spokesman Kyle Arteaga told Trucks.com. “We had significant brand awareness. But we feel we can recover from this.” Each company paid its own legal fees in the case filed in the U.S. District Court for the Central District of California. No financial settlement was mentioned in the final judgment and permanent injunction against Thor Trucks. Attorneys for Thor Industries did not immediately respond to calls for comment. Thor Trucks has produced a prototype heavy-duty truck that runs on battery-powered electricity. It also has an agreement with United Parcel Service to test a pair of electric medium-duty delivery trucks in the Los Angeles area. It has a partnership with Troy, Mich.-based AxleTech Inc. to create a specialized axle embedded with electric motors as the powertrain for its electric semi-tractors. Thor believes the design combined with its battery technology will have wide applications, allowing it to sell the integrated system to manufacturers of other vehicles. “The dynamics of electrification are changing,” Arteaga said. “The political environment used to be, ‘Oh, that’s cool.’ Now you have people who really want to move into this space.”

Liebherr Press Release / April 18, 2019 No emissions, no compromises. The new semi-trailers with electric drum drive offer full performance and availability. .

Renault Trucks Press Release / April 10, 2019 .

DAF Trucks Press Release / April 12, 2019 Malaga, Spain - In order to further enhance suitability for the specific requirements of operators in the construction sector, DAF Trucks is expanding its range to include a number of new vehicle configurations, including an 8x4 ‘tridem’ rigid with double-drive tandem and steered trailing rear axle. DAF is also introducing a 10-tonne front axle, and a completely new 7.5-tonne non-steered trailing axle. The new developments underline DAF's ambition to expand its presence in vocational segment — particularly in the construction sector. Range of axles expanded New 10-tonne front axle - Avoids overloading with diminishing loads - For use with heavy cranes directly behind the cab New 7.5-tonne non-steered trailing axle - Die cast, ultra-rigid axle housing - Lower weight - Static load capacity of 26 tonnes - New vehicle configurations CF and XF 8x4 FAW tridem rigid with double-drive and steered trailing axle - Maximum traction for on/off road operation - Gross payload of up to 27 tonnes - Excellent manoeuvrability CF 10x4 rigid with double-drive tandem and steered pusher axle - Tipper chassis for heavy usage - Conversion by Estepe - GVW of 49 tonnes - Net payload of approximately 30 tonnes 8x2 rigid with two steered front axles and steered trailing axle now also available as an XF - GVW of 37 tonnes XF 8x4 FTM tractor for exceptional transport - Combination weights of up to 120 tonnes -Technical GVW of 41 tonnes - DAF Services provides maximum transport efficiency to operators in the construction sector "2018 was an historic year for DAF", says Richard Zink, Director of Marketing and Sales and member of the Board of Management at DAF Trucks. "We ended the year as the second largest truck brand in Europe with a market share of 16.6% in the heavy class. We were the market leader in no fewer than seven countries, produced a record number of 67,000 trucks and were once again the largest import brand in Germany — Europe's largest truck market. Moreover, DAF has been the undisputed leader in the tractor-unit segment in Europe for many years now," he said. The company has plans for further growth. "This is why we intend to make ourselves an even more prominent contender in the rigids and construction vehicle segment", continues Zink. "This is a segment with considerable growth potential for DAF. We offer a strong range of robust chassis and axles, efficient drivelines and comfortable cabs. DAF provides the best truck for every application." . .

Corsair will be first Chinese Lincoln Michael Martinez, Automotive News / April 17, 2019 NEW YORK — Lincoln Motor Co., aiming to build on the momentum from a revamp to the larger end of its utility-vehicle lineup, is now making a big bet on its smallest crossover — particularly in a key market, China. The 2020 Corsair, which replaces the MKC, rides on a new Ford Motor Co. front-wheel-drive platform to better compete in one of the industry's fastest-growing segments. The compact luxury crossover features a new suspension, loads of driver-assist features and a plug-in hybrid option, although that variant won't be ready when the Corsair launches this fall. The MKC has been the brand's second-best seller in the U.S., where it also draws the most customers from rival brands compared with any other Lincoln vehicle. But the compact crossover is even more vital in China, where it's Lincoln's top seller. That's why the Corsair will be the first Lincoln built in China for that market, beginning late this year. By localizing Chinese production, as well as continuing to build the U.S. version in Louisville, Ky., Lincoln is further leaning into utility vehicles as it continues its climb back to relevancy. "Slow and steady wins the race, and cranking out a stable of stylish SUVs with actual names shoppers can identify isn't a bad way to build a brand right now," said Jessica Caldwell, executive director of industry analysis at Edmunds. "If Lincoln continues to build the types of vehicles shoppers want with a focus on style and quality, it has a real shot at a comeback." Lincoln's first-quarter U.S. sales jumped 11 percent, including double-digit gains for all four of the brand's utility vehicles. It's hoping the compact Corsair, unveiled ahead of the New York auto show, will continue that trend, targeting younger buyers as well as defectors from other brands. "It's unapologetically Lincoln," said Joy Falotico, Lincoln's president. "Corsair's addition to the portfolio means Lincoln now has a full family of SUVs to exceed the needs of our luxury clients." 'Sculpture in motion' The vehicle sits on the same fwd platform that underpins the recently retooled Escape, but Corsair has a unique rear integral bush suspension. It's lower, wider and longer than the outgoing MKC, and it features what officials call the "most dramatic expression" of Lincoln's design language. "It is virtually sculpture in motion, a vehicle definitely meant to seduce," said David Woodhouse, Lincoln's design director. Corsair buyers can choose from two four-cylinder engines: a standard 2.0-liter with an estimated 250 hp and 275 pound-feet of torque and an optional 2.3-liter with a targeted 280 hp and 310 pound-feet of torque. While the engines are carryovers from the outgoing model, they're mated to a new eight-speed automatic transmission. All-wheel drive is available with both engines. The vehicle can switch automatically from fwd to awd in response to road, speed, temperature and other conditions, Lincoln said. The Corsair continues Lincoln's rollout out of five distinct drive modes for use in varying conditions: Normal, Excite, Slippery, Deep Conditions and Conserve. It also features a dual-wall dashboard in the engine compartment to reduce vibrations and sound. Tech features The Corsair has "phone as a key" technology, which Lincoln plans to debut on the Aviaitor crossover this summer. Owners can download the Lincoln Way app and use their smartphone to lock, unlock and start their vehicle. If the phone's battery dies, a backup passcode can be entered on the exterior keypad to enter the vehicle, and the center touch screen can be used to start the engine. The vehicle also features Lincoln's suite of standard driver-assist technology: pre-collision assist with automatic emergency braking and pedestrian detection, blind spot information system, a lane-keeping system, a rear backup camera, and auto high-beam lighting. Optional safety features include the company's second-generation active park assist, adaptive cruise control with traffic jam assist, and evasive steering assist. A head-up display is optional. 'Moment of quiet' The Corsair will launch in a hyper-competitive compact luxury crossover segment that jumped 30 percent in the U.S. last year, according to the Automotive News Data Center. MKC sales, in contrast, fell 3 percent. But through the first three months of 2019, MKC sales are up 18 percent, helping the brand to its best first quarter in more than a decade. The Corsair's arrival will follow that of the new Aviator large crossover this summer, which comes on the heels of updates to the Nautilus midsize crossover and the Navigator full-size SUV. . .

Ford to add ‘affordable' nameplate by 2022 Michael Martinez, Automotive News / April 17, 2019 Ford Motor Co. executives have promised for months that they wouldn't abandon customers who want the sedans it's discontinuing in North America. Now those plans are becoming clearer. Jim Baumbick, Ford's vice president of enterprise product line management, on Wednesday said the automaker would by 2022 add an "affordable" nameplate aimed at filling the hole left by ending sales of the Fiesta, Focus, Fusion and Taurus sedans. A Ford spokesman declined to say what sort of body style it would have or how big it would be. "It's an example of how we're moving faster, working together differently and leveraging our five all-new flexible vehicle architectures," Ford said in a statement. "We came up with the concept in just 12 weeks using our new product creation process. Previous all-new vehicles could have taken years of research before receiving approval." Baumbick was speaking at the Bank of America Merrill Lynch 2019 Auto Summit in New York. His presentation also showed that Ford plans to add a higher-performance variant of its "Mustang-inspired" electric crossover that the company has said it plans to start selling in 2020. Ford previously has teased several upcoming vehicles under development, including a small off-road crossover informally known as the Baby Bronco that's planned for mid-2020, the revived Bronco SUV due in late 2020, and a unibody compact pickup expected around 2022. The pickup matches the timeline of the vehicle Baumbick mentioned, but it's unclear whether that is what he was talking about. Ford product chief Hau Thai Tang in August said the Ford brand would grow to 23 nameplates — three more than it had last year — through 2023. He said nine new nameplates were planned, including seven pickups and utilities, as six others are discontinued.

Ford forecasts $1 billion profit improvement from Michigan truck plant Ben Klayman, Reuters / April 17, 2019 DETROIT - Ford Motor Co’s shift in production at a Michigan plant to trucks from less profitable cars will lead to a more than $1 billion improvement in operating earnings, an official at the No. 2 U.S. automaker said on Wednesday. The increase in earnings, before interest and taxes, in 2021 compared with 2017 is due to the shift at the Michigan Assembly Plant in Wayne, Michigan, from C-Max hybrids and Focus compact cars to Ranger mid-sized pickup trucks and Bronco SUVs, Ford’s Jim Baumbick, vice president of enterprise product line management, said at a Bank of America Merrill Lynch conference in New York. “The absolute change in profitability is over $1 billion EBIT and we expect over the long, normal cycle, that to continue to improve,” he said. “That’s just an example of other choices that we’re making in the portfolio that are going to unlock additional value.” Ford has been restructuring its operations globally to improve profitability and speed product development. Ford is making product shifts elsewhere that are similar to those at the Michigan plant. Baumbick declined to provide details but said there were a couple of cases in which Ford was making “major changes in the overall profit contribution” from one vehicle to another. The Ranger went on sale in January and the Bronco will launch next year. In 2017, Ford built about 200,000 C-Max and Focus vehicles and will assemble more than 200,000 of the Ranger and Bronco vehicles in 2021, when the latter is at full production, Baumbick said. Ford invested $850 million in the Detroit-area plant to retool for the pickup and SUV. Baumbick said Ford will not chase volume over profitability with any launches. “If the better business has a slightly lower volume, then so be it,” he said. As part of Ford’s push to speed up product development, Baumbick said a team of employees in 12 weeks developed a vehicle for the “affordable segments” that will go into production before the end of 2022. He declined to provide more detail. Ford, based in Dearborn, Michigan, gets 150 percent of its operating profit from its strongest products, such as F-150 full-size pickup trucks and Transit vans. The focus is on shifting investments to areas that offer operating profit margins in the high teens on a percentage basis, Baumbick said. He also said a Ford Mustang-inspired battery electric SUV that Ford plans to introduce next year would be profitable from its launch and build on company strengths, just like the upcoming electric F-150 will do.