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Saved from a sinking ship.......you can't get much better than that.

Isuzu Trucks Australia / March 21, 2019 .

A Bigger B-triple Diesel News Australia / March 2019 At the National Heavy Vehicle Regulator PBS demonstration event in Portland this week a new groundbreaking combination hits the streets, it’s a bigger B-triple, a lot bigger at 42 metres long and with a GCM of 82.5 tonnes. The much increased length means this combination suits high cube loading and will be going into service with Direct Freight Express as soon as the demo day is over. This new vehicle marks a change in the development of the B-triple. In the past the push has always been towards a modular B-triple with set lengths for the lead trailers and the dog. In fact the B-triple has had limited success as the A-double has come on stream with similar capacity but as a more flexible after the combination is broken up. This long B-triple is able to travel on PBS Level 3B roads which basically equates to the Type 1 Doubles over 36 metres in length network. Its much improved swept path performance should see operators get access beyong the as of right 3B in certain circumstances. That improved swept path comes from four steering axles on the trailers. there are two on the first lead trailer and one on the second with the rear trailer also having one steer axle. This also reduces drag on the prime mover, road damage and tyre wear, as well as enabling the three trailers to negotiate roundabouts and other intersections. These trailers as demonstrated are specified for high cube express post and time sensitive parcel freight. The trailers are 4.6 metres high with double drop decks all round. The gaps between the trailer bodies has been minimised to reduce wind drag. The combination also utilises all of the latest safety systems with EBS, ABS and Rollover protection and it’s all monitored in the Intelligent Access Program. This is what the whole PBS project was supposed to be about, pushing the limits to enable operators to find real productivity gains while running safer trucks out on the highway. .

Prime Mover Magazine / March 21, 2019 Can the A-double change the trucking industry? That was the question posed at the start of a very comprehensive story back in 2011 on the then fledgling A-double combination. Now eight years down the track, it would appear the answer is a resounding yes. When the concept of Performance-Based Standards (PBS) was first mooted more than two decades ago, the visionaries of the scheme had general ideas of the kinds of innovative vehicles that could be nurtured. The main thrust of PBS, as it transpired, was to create a space for innovative designs capable of enabling a quantum leap in productivity improvements for transport on Australian roads. In the earlier years following the turn of the century (the PBS scheme was introduced in 2007) most of the PBS approvals on the highway achieved small productivity gains due to incremental dimension changes, extra axles or self-steering axles. Enter the A-double. Finally, in 2010 a combination emerged with the potential to make the quantum shift required to give PBS some credibility, providing the sort of productivity boost for which the industry had been crying out. Ironically, the A-double is probably the simplest of all the combinations, comprising two semi-trailers linked by a tandem-axle (there are A-double combinations with tri-axle dolly) converter dolly. But herein lies one of its greatest strengths – versatility – because it can be easily separated into two standard semi-trailers. In the past, this combination – known logically enough as a double road-train – was seen as a necessary evil in remote areas, but on-road performance made it unsuitable to come anywhere near large centres of population or busy traffic conditions. However, all that changed due to the inclusion of modern technology, specifically focussed on the converter dolly, as part of an intense engineering effort by a number of trailer manufacturers including Haulmark Trailers to get the A-double concept up and running. “The whole thing started in late 2006 after Haulmark had been involved in the PBS process for many years,” says Haulmark’s National Sales and Marketing Manager, Mark Johnston. “We had built a number of PBS approved vehicles, steerable extendable trailers and a 52-foot trailer without a self-steering axle. “The A-double is the game-changing solution which comes up with the very elusive quadruple bottom line: It offers considerable improvement in productivity, emissions, congestion and safety for everyone.” Developing vehicles for PBS requires a deep understanding of how a vehicle performs. Designers need to know where it performs well and where it doesn’t perform well. They have to identify what needs to be worked on and improved to meet the standards. Understanding the dynamics of these vehicles leads to developing the technology to provide solutions. “We need to continually find solutions for the growing freight task, to control emissions, deal with congestion, all of those things,” Mark says. “We take the principles of PBS, our understanding of the dynamics of vehicles and then we try to apply technology to a range of those vehicles to see which is actually going to come up with the real trump card. “We came up with the A-double concept because it gives us a significant step up in mass – up to 85 tonnes gross combination mass (GCM) – a significant step up in trailer length and in so doing we significantly improve emissions and congestion with a safer vehicle.” Fast forward to the present and according to Mark Johnston, the success of the A-double between Toowoomba and the Port of Brisbane has been phenomenal and there are now more than 150 of these super-efficient combinations plying this route. He estimates that this equates to around 200 less trucks used for this purpose compared to before the A-double was introduced. However, he maintains the ongoing stumbling block to wider use of higher productivity PBS-approved combinations like A-doubles is the approval process. “It requires a positive mind-set on the part of the road managers, be it state or local government, in wanting to make these things happen in a timely fashion so that operators can make a business case for investing in these vehicles,” Mark explains. “If this happens then it can actually make a big difference by removing a large number of trucks from a given route. This has the flow-on effect of improving safety, reducing greenhouse gas emissions and making things commercially more palatable for operators.” Prime Mover also spoke with Les Bruzsa the Chief Engineer of the National Heavy Vehicle Regulator (NHVR), who reiterated that the original purpose for developing the A-double centred around carrying containers from Toowoomba to the Port of Brisbane. He explains that the original A-doubles have an overall length of 30 metres and are able to carry two 40-foot containers and up to four 20-foot containers, depending on how much each weighs, providing 100 per cent productivity benefits for specific freight tasks like containers For example, two 20-foot containers of grain weighing up to 30-32 tonnes each can be carried on the centre of the trailers for the inbound journey and four empties carried on the return trip, which is not possible on conventional combinations like B-double or prime mover semis. “This combination is certainly one of the PBS success stories,” Les exclaims. Another is the four-, five- and six-axle truck and dog tipper combinations, with the quad-axle variants proving particularly popular. He went on to say that last year the NHVR approved 1,862 PBS combinations which is around a 30 per cent increase on 2017. “In general PBS is growing very quickly, we approved 197 PBS A-double combinations last year,” Les says. While the A-double had its formative years in Queensland, other jurisdictions are also starting to realise the benefits. “Now we have A-doubles operating in South Australia, NSW and Victoria while the first approval for Tasmania is due to happen soon.” Les suggests the willingness of road authorities to recognise the benefits of PBS combinations to the road network and society in general has markedly improved in recent times. For example, he cites the development of A-double combinations with an overall length up to 34 metres which enables larger axle spacings between the axle groups leading to less strain on older bridges. “The original 30 metre A-double is still probably the most common but we now have shorter and longer versions including 26 metre and up to 34 metre units which still meet Level 2 PBS requirements. “We have some A-doubles operating in Victoria at longer than 30 metres because at the 30-metre limit they would have had too large an impact on certain bridges.” In summing up, Les remarked that A-doubles represent a good option compared to B-doubles due to the extra axle group. “This means a given load is distributed over more axles and a longer distance which reduces the impact on roads and bridges.” As the momentum of PBS-approved vehicles increases and with further development of a ‘bigger picture’ approach to access approval by road regulators, it seems the use of high productivity combinations like the A-double will continue to grow. .

Prime Mover Magazine / March 22, 2019 Interstate express freight company, Direct Freight Express, has displayed its new B-triple in a comprehensive demonstration of Performance-Based Standards (PBS) approved combinations organised by the National Heavy Vehicle Regulator (NHVR) at Portland in Victoria this week. In a similar vein to the B-quad combinations operated by Lamattina, the Direct Freight Express B-triple has been designed as a modular combination. This means it has the versatility to operate with maximum productivity in both the full combination at just under 42 metres overall length and with a gross combination mass (GCM) of 83 tonnes between Adelaide and Perth under Level 3 access. Alternatively, by decoupling the tag trailer and operating as a B-double with Level 2 road access, the 30-metre combination will operate on the eastern seaboard under L2 access with a GCM of 63 tonnes. Fresh from the highly successful PBS vehicle demonstration day at Portland, Chief Engineer at the NHVR, Les Bruzsa, was keen to extol the virtues of what is ostensibly the most productive B-triple on the road today. “This is a modular design and Southern Cross Trailers are doing this extremely well,” said Bruzsa. “It has the same modular operating ability as the B-quad which can be also run as a B-triple or B-double.” This modularity is one of the stand out features of Direct Freight’s B-triple because unlike earlier B-triples, each trailer is the same length at 14.3 metres and each tri-axle group has a maximum load capacity of 20 tonnes. With a train-like overall length of nearly 42 metres, the triple trailer combination has a height of 4.6-metres, with the curtain-sided double drop deck trailers configured to maximise cubic freight volume in its intended role transporting express post and time sensitive parcel freight. All of the trailers utilise mezzanine decks which enable the transport of a staggering 120 pallets in double-stacked formation. This reduces to 84 pallets when in B-double guise. Due to the absence of converter dollies, the roll-coupled B-triple configuration offers the multiple benefits of maximised payload space while minimising turbulence and wind resistance between trailers. Other benefits of this design are said to include superior stability and tracking for improved road safety. Furthermore, there are four self-steer axles across the combination, two on the rear two positions of the lead trailer and one each on the rearmost position of the middle and tag trailers. The two on the lead trailer have electronic sensors which harmonise the respective wheel cut angles to minimise tyre scrub and sidewall deflection when turning at slow speeds. All of the steer axles have speed activated locking mechanisms which lock the wheels in the straight-ahead position above 40km/h to improve dynamic stability at higher speeds. Each of the trailers rides on Stefair airbag suspension which is road-friendly certified. The full disc electronic braking system (EBS) incorporates anti-lock (ABS) and stability program (ESP) to mitigate the risk of rollover in the event of a sudden manoeuvre. To ensure compliance with routes, the unit is continuously monitored under the Intelligent Access Program (IAP). .

Prime Mover Magazine / March 22, 2019 Mining services company, Bis, is leveraging its position as a mine haulage operator and original equipment manufacturer to design and build a robust haul truck in-house in Perth, Western Australia. Bis has named the truck Rexx, which reportedly offers ‘compelling’ value to miners. Rexx is built to carry a 160-tonne payload, and is expected to travel more than four times further than conventional dump trucks. Rexx will form part of Bis’ suite of bespoke load and haul solutions, which also includes dual powered road trains. Speaking at the product launch in Perth, Bis CEO, Brad Rogers, said Rexx was a game changer for mine haulage, incorporating the best features of long-haul road trains and short haul mine trucks. “Rexx’s robust and simple design leverages our existing knowledge and resources,” he said. “This has meant we were able to keep our manufacturing costs low, allowing Bis to deliver savings to customers through our service delivery model. “At Bis, we are driven by bringing technology and innovation to our customers to deliver real value. We are very excited about the opportunity that Rexx creates for a whole range of mining operations in Australia and internationally.” Rexx has been designed to operate on narrower, lower specification roads. The design, according to Bis, offers a smoother ride and better visibility for operators and dramatically improved tyre management. Rexx has also been designed for ease of maintenance. Rexx’s greater distance capability is said to eliminate the need for double handling and its associated risks. Designed with the highest safety requirements in mind, Rexx is equipped with Bis’ fatigue management system, as well as 360-degree view cameras and reversing cameras for greater hazard management. .

Pilots transitioning to the Boeing 737 Max 8 aircraft from older 737 models were given a short, self-administered online course that made no mention of the new MCAS software system now at the center of two crash investigations, say pilots' unions spokesmen for Southwest Airlines and American Airlines. Pilots of Southwest Airlines and American Airlines took courses -- lasting between 56 minutes and three hours -- that highlighted differences between the Max 8 and older 737s, but did not explain the new maneuvering characteristics augmentation system (MCAS). "The course was not instructor-led. It was self-administered," said Southwest Airlines union spokesman Mike Trevino. The set course took pilots approximately three hours to complete, he said. The 8,500 pilots of Southwest Airlines exclusively fly the 737, and it is the world's largest operator of the 737 Max 8, employing 34 of the aircraft. "MCAS was installed in the aircraft and Boeing didn't disclose that to the pilots," said Trevino.

Ford hires Amazon vet to succeed Shanks as CFO Michael Martinez, Automotive News / March 21, 2019 DETROIT -- Ford Motor Co. said Bob Shanks, its CFO since 2012, will retire at year end and be replaced by Tim Stone, a 20-year veteran at Amazon and former CFO of Snap Inc., the parent company of popular phone app Snapchat. The move is part of series of global changes announced Thursday that include new presidents of Ford's European operations and international markets group. Stone, 52, will join Ford next month as a company officer and will become CFO on June 1. He will report directly to CEO Jim Hackett. Shanks, 66, joined Ford in 1977 and was previously CFO at Mazda Motor Corp. He'll stay on through year end to assist on special projects, Ford said. His departure had been expected. "Bob will leave a remarkable 42-year legacy at Ford," Hackett said in a statement. "As a CFO, he's been relentless in driving for results and pushing the company to greater heights. He's also been a wonderful colleague who leads with integrity, warmth and humor. Bob's leadership was integral to Ford's comeback during the Great Recession, and he has been an invaluable partner as we transform Ford to succeed in the next era." Stone has a background in the tech sector, which could suit Ford well as it tries to redefine itself as an auto and a mobility company. Stone said he's familiar with Ford because his family drove Explorers and Ford vans, and his father used Ford vehicles in his work as a general contractor and plumber. "He was a key player in the incredible success at Amazon and he understands the principles of fitness and growth as complementary virtues for Ford's future," Hackett said. The automaker also announced other changes to its leadership team: Peter Fleet, president of international markets group, will retire. The international markets group is a new business unit that Ford will begin reporting financial results for on Jan. 1. It covers about 100 markets, including operations in Africa, ASEAN, Australia, India, Mexico, Middle East, New Zealand and South Korea. Fleet, 51, has held roles in Ford marketing, sales and service, and global business operations. Most recently, he was Ford's president of Asia Pacific. He'll be replaced April 1 by Mark Ovenden, president Ford Middle East & Africa. He'll report to Jim Farley, Ford's president of global markets. Stuart Rowley, 51, COO for Ford North America, will replace Steven Armstrong as president of Ford of Europe. Armstrong will become chairman of Ford of Europe. In his new role, Armstrong, 54, will oversee key transformation projects and joint venture partner interactions for the region, as well as lead Ford's engagement with European governments on key industry legislation and issues, the automaker said. Both men will report to Farley, and the moves are effective April 1, Ford said. Birgit Behrendt, 59, vice president, joint ventures, alliances and commercial affairs in Europe, will retire at the end of March. In her role, she helped establish Ford's global alliance with Volkswagen. She'll continue to be a member of the Ford Werke Supervisory Board. Ford did not name a successor.

Tampa, Florida based Brandon Ford was recently named the world's largest volume Ford truck dealer for 2018. Los Angeles-based Galpin Ford remains Ford's largest overall volume sales dealer.

Transport Engineer / March 18, 2019 DAF Trucks has announced that its LF Sweeper chassis, in partnership with Johnston Sweepers, is now available with ZF’s 12-speed AS Tronic transmission. The new gearbox option comes following demand from Johnston Sweeper’s customers and, says DAF, bridges a gap between the existing manual and fully automatic transmission options from Allison. The wide ratio spread (10.37:1 to 0.81:1) is said to suit both local authorities and contractors, delivering low-speed control and acceptable highway speeds. The AS Tronic option is available on DAF LF with Paccar PX-7 engines at 16 and 18 tonnes GVW. The first two 18-tonne GVW Johnston-bodied vehicles equipped with the AS Tronic option are now in operation with Go Plant and Sweeptech. “We’ve made an already excellent sweeper truck even more appealing to a greater number of customers,” says David Price, municipal sales manager for DAF Trucks. “The AS Tronic is a proven automated manual gearbox, and one with which our customers will be very familiar.” .

Transport Engineer / March 14, 2019 Waste management and recyling operator McGrath Group has taken delivery of four new Volvo vehicles, as part of a fleet replacement programme. Supplied by Volvo Truck and Bus Centre London, the new arrivals are two FMX 6x4 tractors and two FM 8x4 hooklifts. The FMX tractor units replace models from another manufacturer, as the operator moves to a Volvo-only policy for trucks that are 18 tonnes and above. The tractors are powered by a Euro VI D13K engine delivering 494bhp and 2,500Nm of torque, and their Sleeper cabs are specified with the One Bed Resting package. The FM hooklifts are powered by the D11K engine, delivering 404bhp and driving through the I-Shift automated transmission system. The vehicles replace existing FMs and come complete with FM Day Cabs, cruise control and a three-year subscription to the Dynafleet telematics and tracking system. The FMX and FM vehicles are subject to three-year and two-year warranties, respectively. “We were keen to upgrade the lifting equipment that we use on our vehicles and these new Volvos give us the ability to do that,” says John McDaid, transport director at the Essex-based operator. “With the FMX tractor units, we were particularly impressed with the improved manoeuvrability, driveability and fuel consumption that we experienced.” .

Commercial Motor / March 20, 2019 .

Scania Group Press Release / March 19, 2019 Three new lines of specially-designed watches go on sale Scania has launched a special range of watches to mark the 50th anniversary of the V8 engine. The three different watches have been developed by Scania R&D designers, and those who wear them can expect to have a roaring time as the watches are inspired by details from the V8 truck. The watches were designed from scratch, making it possible for the design team to style them after features of the real trucks. “We could decide completely what details and design elements from the V8 trucks we wanted to highlight to get the proper V8 look and feel,” says Jesper Höglin, Product Manager at Branding Products. Close cooperation with R&D The new models have taken over a year to design and develop. During the conceptual phase, Antonio Cantos, Senior Graphic Designer and Fredrik Rudenstam, Team Leader Visual & Graphic Design at Scania’s R&D department sketched out and built models, applied details and produced a whole new design language. “When we developed the V8 merchandise products, we wanted to emphasise the heritage and what the V8 represents today: power and precision. The V8 is a source of great pride to Scania and to those who drive it,” says Rudenstam. He adds, “We have a refined exterior and powerful interior. Precision outside, power inside. Features that normally don’t fit together, but in the V8 they do. You get the power you need for a certain moment, combined with precision.” The watch cases are designed with elements and angles taken from the V8 truck and its engine. V8 Limited Edition The first model is the ‘V8 Limited Edition’, a chronographic (display and stopwatch) high-end watch. It comes in a limited edition of 500, each one numbered on the back. Its black leather band and red stitching evokes the look and feel of the V8 steering wheel. The model also has a timing feature and buttons on the side that are inspired by the V8 piston head, as well as a pattern with holes that is a nod to the V8 steering wheel. And the hands of the clock are the same as the speedometer needles. The Scania logo and V8 symbol adorn the watch face, while the Scania griffin is embossed on the rear. V8 Black Edition The second model ‘V8 Black Edition’ is sportier. It has the characteristic red colour from the V8 truck’s styling kit included on the strap, which is also inspired by the timing belt in the engine. The rough surface of the bezel (the grooved ring that holds the cover of the watch face in position) is meant to emphasise the tough heart of the truck. The watch face is adorned with the Scania logo and V8 symbol, while the case back is embossed with the Scania griffin. V8 Metal Edition On the third watch, ‘V8 Metal Edition’, small Vs have been added around the clock face, emulating the shape of the V8’s logo. It has a sleek and sturdy profile and a subtle brushed metal finish. The watch movement is solar powered and can run for more than four months on just one charge. Facts: The three new watches are available now. They are on sale at Scania dealers around the world and are also available via Scania’s web shop. https://www.scania.com/global/en/home/experience-scania/merchandise.html Only 500 of the chronograph model ‘V8 Limited Edition’ have been made, with each watch numbered on the back. Each model is solar-powered by a hidden panel beneath the dial that converts light into electrical energy. The watches can operate for more than two months on a full charge. They are water resistant to 100 metres. The watches have luminous hands and markers. .

F-150, Ram, Titan top IIHS passenger-side crash tests; GM pickups, Tundra among the worst Michael Martinez, Automotive News / March 21, 2018 The Ford F-150 is the only pickup to earn top ratings in passenger-side crash testing by the Insurance Institute for Highway Safety. The IIHS on Thursday said all four of General Motors' pickup nameplates earned only "marginal" ratings [pictured below], while the Toyota Tundra [pictured below] was the only one of 11 crew-cab pickups tested to get a "poor" rating. GM's pickups and the Tundra received "poor" ratings for how the vehicle's structure held up in the passenger-side small overlap test, which IIHS initiated in 2017. All 11 pickups tested earned "good" ratings for head, neck and chest injuries. The Tundra was the only one not to receive a "good" rating for hip and thigh injuries. The Ram 1500 and Nissan Titan joined the F-150 in receiving "good" ratings overall for passenger-side safety, though they landed one notch below the F-150 for structural integrity. The results contrast with top ratings for nine of the 11 pickups on driver-side testing conducted previously. The Honda Ridgeline, despite trailing the top performers with an "acceptable" overall passenger-side rating, is the only pickup to qualify for a 2019 Top Safety Pick award. That's because the Ridgeline is the only one to also get the required ratings of "good" for headlights and "superior" for front crash prevention. "We commend Ford, Nissan and Ram for providing state-of-the-art crash protection for both drivers and front passengers of their large pickup models," David Zuby, IIHS chief research officer, said in a statement. "As a group, however, the pickup class still has a lot of work to do." Small-overlap crashes account for about 25 percent of the serious driver injuries and deaths that occur in frontal impacts, IIHS says. The test, introduced in 2012, involves 25 percent of a vehicle's front end on the driver side striking a 5-foot-tall barrier at 40 mph. IIHS added a passenger-side small-overlap crash test in 2017. Vehicles are given "good," "acceptable," "marginal" or "poor" ratings. Many automakers initially struggled with the driver-side tests but have increasingly added features to improve their performance. Ford in 2015, for example, added steel horns -- known by most engineers as wheel blockers -- onto the frame of some F-150 versions to redirect the energy of the collision away from the passenger cabin. The automaker later spread the wheel blockers across all F-150s. For the redesigned 2019 Ram 1500, Fiat Chrysler Automobiles incorporated what it calls a "splayed" frame, spreading the leading elements of the frame outward on each side of the pickup -- and protecting the wheel in the process. IIHS said the Tundra's dummy received the most damage during testing, indicating a right lower leg injury would be likely in the event of a real-world crash. Right hip injuries also would be possible. Maximum intrusion into the Tundra's structure was 15 inches, vs. only 5 inches for the F-150. The dummy in the F-150, by comparison, showed no signs of potential injuries. The Tundra, along with the Nissan Frontier, are the only pickups to not earn a "good" rating in either driver-side or passenger-side tests. IIHS noted that they are the oldest in the group, with the Tundra's basic structure dating to the 2007 model year and the Frontier's to the 2005 model year. .

Matt Cole, Commercial Carrier Journal (CCJ) / March 20, 2019 Daimler Trucks North America is recalling more than 3,000 Freightliner Cascadia tractors over a potential issue with an optional steering wheel air bag, according to National Highway Traffic Safety Administration documents. The recall affects approximately 3,365 model year 2018-2020 Cascadia trucks equipped with the optional air bag. In these trucks, the air bag could deploy unexpectedly. DTNA says it will notify owners, and dealers will remove the air bag as an interim remedy, for free, while the company develops a remedy program. Owners of affected trucks can contact DTNA customer service at 1-800-547-0712 with recall number FL806. NHTSA’s recall number is 19V-066. NHTSA adds that this recall supersedes a recall issued in November over faulty air bags.

"It wasn't so much about avoiding tariffs," Hinrichs said, "it was about improving the business." These guys regularly lie through their teeth Bob.

Ford to build some EVs in Michigan, next Transit Connect in Mexico Michael Martinez, Automotive News / March 20, 2019 DETROIT -- Ford Motor Co. has changed its North American production plans for autonomous and electric vehicles, again. The automaker on Wednesday said its Flat Rock Assembly Plant near Detroit eventually will become a second location for production of battery-electric vehicles, in addition to a plant in Cuautitlan, Mexico. It is scrapping plans for an autonomous vehicle center at the Flat Rock site and instead will build those vehicles at another location in southeast Michigan. The $900 million Ford had planned to spend on AV production in Flat Rock through 2023 will instead be largely dedicated to EVs and the next-generation Mustang, officials said. The plant, which is scheduled to lose its second production shift this spring, eventually will get the shift back, along with 900 new jobs. Ford did not say when the jobs, which it had previously announced, would be added. As part of the moves, Ford said production of the next-generation Transit Connect van would shift to Mexico from Spain. Ford had been expected to start North American production of the Transit Connect, with Flat Rock among the locations believed to be under consideration. "It's a better plan for how we allocate capital in a more efficient way," Joe Hinrichs, Ford's president of global operations, told Automotive News. The automaker did not disclose a location, investment figure or jobs estimate for its autonomous vehicle center. In a statement, Ford said the site will upfit purpose-built, commercial-grade hybrid vehicles with self-driving technology and unique interiors. Production is slated to begin in 2021, with the vehicles being used commercially rather than sold to consumers. "As we ramp up AV production, this plan allows us to adjust our investment spending to accommodate the pace of growth of this exciting new technology," Hinrichs said. "This new plan combines our core strength in mass manufacturing with the agility and leanness we've shown with our modification centers for specialty manufacturing." Ford has shifted its EV and AV assembly plans several times since January 2017, when it canceled a $1.6 billion small-car plant under construction in Mexico shortly before President Donald Trump took office. At the time, Ford said it would make a big investment in Flat Rock to build autonomous vehicles and a long-range battery electric crossover. Later that year, it reversed the decision, saying it would focus on AVs in Flat Rock and move production of the battery-electric crossover to Mexico. The long-range battery electric crossover, which Ford says is inspired by the Mustang and due in 2020, will still be built in Mexico. Flat Rock will be dedicated to Ford's future EVs, which will sit on a new, dedicated battery-electric architecture. Ford's decision to build its next-generation Transit Connect in Mexico, after years of importing it from Spain and Turkey before that, allows the company to source more parts for the van from North American locations to meet requirements for the pending USMCA trade agreement. Ford is involved in a court battle with the government over allegations that it was unfairly skirting the so-called chicken tax -- a 25 percent tariff the U.S. has levied on light-truck imports since 1964 -- by bringing over Transit Connects that were built as passenger vehicles and then converting them to cargo vans stateside. The third-generation Transit Connect, which analysts expect to go on sale in 2021, will be made in Hermosillo, Mexico, where production of the Fusion and Lincoln MKZ is slated to end at an undisclosed time. "It wasn't so much about avoiding tariffs," Hinrichs said, "it was about improving the business."

Why don't you request one from your Mack brand distributor?

It was an available factory option. https://www.bigmacktrucks.com/topic/30186-macks-powered-by-other-engine-manufacturers/

Noose hanging at Ram plant adds to industry tensions Gabrielle Coppola, Bloomberg / March 19, 2019 Fiat Chrysler workers discovered a noose hanging in a Ram truck plant in Michigan late last month, prompting a second investigation into racism at a factory already simmering with tension. The company brought outside investigators into its Sterling Heights assembly plant to look into who hung the noose, commonly understood to be a threat of violence against African Americans, but hasn’t found the culprit. “If and when that person is identified, their relationship with the company will be terminated,” the automaker said. “This type of behavior will simply not be tolerated.” It’s the second internal investigation into racist harassment at the assembly plant north of Detroit since late 2017, according to people with knowledge of the events, and the latest in a series of racist incidents alleged at U.S. auto plants. At a UAW convention in Detroit last week, union members passed a set of resolutions that acknowledged “much more work to do” to secure protections against discrimination in the workplace. “A rise in recent years of incidents targeting people based on their race, gender, immigration status, or religious beliefs is impossible to ignore and requires an aggressive response,” the resolution stated. General Motors faces allegations of racial harassment at a plant in Toledo, Ohio, while Ford has settled claims at a Chicago factory. Fiat Chrysler workers at the Sterling Heights facility first reported ropes that looked like nooses hanging in the factory in late 2017, as the automaker started preparations for its new pickup, according to people familiar with the events, who asked not to be identified because they weren’t authorized to speak. The company investigated and determined there was no malicious or racist intent, but together with the UAW agreed that workers wouldn’t leave knotted ropes hanging to avoid any further offense or misunderstanding. Paint shop Workers reported finding another noose between 1 a.m. and 3:30 a.m. local time on Feb. 22 in the paint shop at the Sterling Heights assembly plant, commonly called SHAP. The next day, on a Facebook page for UAW Local 1700, which represents workers at the factory, an anonymous post was shared alluding to “several disturbing incidents” at the plant in the last few months, including one as recently as that week. “We must speak up and speak out when we are aware of heinous discriminatory acts being committed by co-workers,” the post reads. “Fear-mongering through race based attacks and antics should not and will NOT BE TOLERATED AT SHAP.” The people with knowledge of the noose incidents said tensions have risen at the Sterling Heights plant since headcount ballooned to more than 7,000 hourly workers, from about 3,000, after the company overhauled the factory to make pickups instead of Chrysler and Dodge sedans. A large portion of the new workers were transfers from a nearby Fiat Chrysler facility in Warren, Mich.. This influx has triggered conflicts over job placements and seniority, the people said. A separate noose incident took place at another Fiat Chrysler factory last year. A subcontractor fired one of its employees at the automaker’s Toledo Jeep plant in June for hanging one, a Fiat Chrysler spokeswoman said, confirming an earlier report by The Toledo Blade newspaper. Fiat Chrysler said it will continue to conduct training to “underscore the value of diversity and inclusion.”

GM to invest $2.7B in Brazil, maintain 15,000 jobs Reuters / March 19, 2019 SAO PAULO -- General Motors said on Tuesday it would invest 10 billion reais ($2.65 billion) in two of its Brazilian plants located in the state of Sao Paulo. The two plants are located in Sao Caetano do Sul and Sao Jose dos Campos and employ 15,000 people, jobs that will be maintained as part of the investment plan. Two months ago, GM's Brazil unit was in advanced talks with Sao Paulo state to receive tax incentives, the company told public officials and union representatives a few days after telling workers in a memo that it was losing money in the country. GM's top executives in South America attended the meeting along with union representatives and mayors of the two cities where the automaker's Sao Paolo state plants are based. Two officials representing the two cities told Reuters GM disclosed the tax incentive discussions at the meeting. The automaker, for several years, has been restructuring its operations in South America, where the automaker leads in market share. In February, GM CFO Dhivya Suryadevara said the company had reduced its break-even point by 40 percent since 2012. GM, she said, was working with dealers, suppliers, government officials and labor unions to “create a business plan that’s going to weather these economic circumstances better.” She noted foreign exchange rate – particularly for Brazilian and Argentinian currencies – as a continuing headwind. “What we’ve been doing is structuring the business such that even in more extreme levels of currency, we’re still able to break even and turn a profit,” she said. GM, according to Suryadevara, would share additional details of the company’s efforts in South America in the coming financial quarters.

Dana Press Release / March 18, 2019 Dana today announced the launch of its Spicer Trac-Lok limited-slip differential for Spicer S140 single drive axles, which will be available in June for medium-duty work truck applications. The differential provides improved traction during unexpected wheel-slip events and utilizes a reliable five-pinion design to serve Class 6 applications. The Spicer Trac-Lok provides improved traction capability without requiring switches, wires, sensors, air hoses or manual input from the driver. During a slip event, it automatically sends approximately three times more torque to the high-traction wheel-end. The Spicer Trac-Lok then returns to normal wheel-end differentiation as conditions change in order to deliver maximum vehicle handling. "The Spicer Trac-Lok differential for Class 6 applications utilizes a proven design from Dana products in the Class 5 and light-vehicle markets. Our team utilized an established Dana technology, making application-specific refinements and adaptations, to maximize benefits and increase productivity," said Mark Wallace, president of Dana Commercial Vehicle Driveline Technologies. "We are pleased to now offer a Dana-developed commercial-vehicle version of the enhanced differential for medium-duty applications that improves vehicle performance and uptime." In addition to providing automatic engagement and enhanced traction, the Trac-Lok device is lightweight and fully interchangeable with a Dana standard S140 axle differential. Trac-Lok will be available on Spicer S140 single drive axle models with gross axle weight ratings from 17,000 pounds up to 21,000 pounds. Simplifying installation and use, Trac-Lok does not require wiring, pneumatic connections, special lubricants, or additional friction modifiers. The Trac-Lok limited-slip differential is supported by Dana Aftermarket, which will offer Spicer Trac-Lok differential retrofit packages for all S140 drive axle models currently in service. .

Volvo Group Press Release / March 18, 2019 .

I'd argue the Paccar video is better, AND Paccar has not blocked North America-located people from viewing it. .

Oshkosh Dealt a Blow in Pentagon Budget Lou Whiteman, The Motley Fool / March 16, 2019 A new military truck manufactured by Oshkosh is among the notable losers in the Pentagon's fiscal 2020 budget request as the Army rethinks its priorities and questions how many of the Humvee replacements it will need over the next half century. The Pentagon is requesting $1.6 billion to buy 4,090 Oshkosh-made Joint Light Tactical Vehicles (JLTVs) for the Army and Marine Corps as part of a broader request for $14.6 billion in ground systems. The JLTV request is down from the $1.928 billion allocated for 5,900 vehicles in fiscal 2019 and below the $1.9 billion the military was expected to spend on the vehicles in fiscal 2020. The Army had originally planned to spend at least $28 billion over the next 20 years to acquire more than 49,000 JLTVs, replacing about half of the service's Humvee fleet. Although the spending was to be spread out over decades, it is still significant for Oshkosh, which currently generates about $8 billion annually in revenue. Rethinking priorities Army officials admit that the reallocation of funding is likely not a one-time move. The Pentagon is in the process of shifting its attention away from fighting insurgencies in the Middle East and toward investment to prepare for a potential major power conflict with Russia or China. The Army is at the heart of the shift, with the service cancelling or scaling back nearly 100 programs over the next five years in order to free up $30 billion for higher-priority buys. The JLTV was designed specifically to address the shortcomings last-generation Humvees were found to have while operating in the desert, including the legacy vehicle's vulnerability to improvised explosive devices, but they are not central to a major-power war. Army Under Secretary Ryan McCarthy, during a press briefing on the budget request, noted that the Army currently has more than 100,000 vehicles in its fleet, saying there are limits on how many more are needed. "We're trying to hone in on the exact number of requirements of vehicles," McCarthy said. "That's why the buy will be truncated over time." Issues and design trade-offs The budget request comes less than a month after the JLTV was the subject of a Pentagon report that deemed it "not operationally suitable" due to a range of issues including "reliability, maintainability, training, manuals, crew situational awareness, and safety." The Pentagon's Director of Operational Test and Evaluation warned that the vehicle will likely require more maintenance than the Humvee, with a greater reliance on contractors to perform that maintenance due to its "poor manuals, and the challenges with troubleshooting the vehicle." The vehicle is also at a greater risk of being detected on the battlefield because of its larger size and greater noise signature, the report found. ----------------------------------------------------------------------- The Pentagon Just Slammed This Contractor's Flagship Vehicle Lou Whiteman, The Motley Fool / February 28, 2019 The Pentagon's Humvee replacement has been deemed "not operationally suitable" due to a wide range of deficiencies, a setback for the $30 billion program and a fresh challenge for vehicle manufacturer Oshkosh (NYSE:OSK). The first Oshkosh-made Joint Light Tactical Vehicles (JLTVs) were fielded at Fort Stewart in Georgia in mid-January, a major milestone for one of the Army's priority replacement programs. But according to an annual report prepared by the Pentagon's Director of Operational Test and Evaluation, those vehicles suffer from a range of issues in areas including "reliability, maintainability, training, manuals, crew situational awareness, and safety." The JLTV will likely require more maintenance than the Humvee, the audit warns, with a greater reliance on contractors to perform that maintenance due to its "poor manuals, and the challenges with troubleshooting the vehicle." The close-combat version is "not operationally effective for use in combat and tactical missions" at this time, the audit warns, because the missile reload process "is slow and difficult for crews," and the JLTV provides poor visibility for crews. The vehicle is also at a greater risk of being detected on the battlefield because of its larger size and greater noise signature, the report found. Trade-offs, teething, and training The report is a black eye for the JLTV, but some of the complaints are issues typical for a new program, and they can be addressed in later manufacturing batches. The vehicles have engine wiring issues and brake system faults that need to be redesigned, and in some cases, the doors would jam and prevent a quick exit from the vehicle. Other issues are tied to design choices made by the Pentagon. The JLTV from the beginning was meant to improve upon the Humvee's shaky record in the Middle East, where it was susceptible to ambushes and improvised explosive devices. The response was to create a larger vehicle with better body armor and more high-tech electronics. The armor and extra battery power for the electronics require a bigger, heavier vehicle with a more powerful, and louder, engine. The decreased visibility is another trade-off of loading the vehicle with more armor so it is better able to withstand an enemy attack. Much of the Pentagon's plan to address the identified shortcomings is classified, implying that the Army is willing to live with the issues and adjust tactics instead of demand wholesale changes to the design.