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Hino strives for a piece of the Class 8 truck market Brian Straight, Freight Waves / March 28, 2019 COLUMBUS, Indiana. It’s been about 50 years since a truck maker has successfully entered the Class 8 market in North America and lasted, said Dominik Beckman, director of marketing and dealer operations for Hino Trucks. So what makes Hino think it can do that now? “We still view ourselves as an emerging player,” says Beckman, despite the fact that Hino has been selling trucks in the U.S. for 30 years. Beckman said the company has earned 15 percent overall market share in the medium-duty segments, selling 14,492 units in 2018. That market share is 17 percent in Class 4, 31 percent in Class 5 cabover diesel, and increased 10 percent in Class 6, where Penske, Ryder and Enterprise purchase 38 percent of all vehicles. Growth in these segments are being driven by last-mile, Beckman said, as Hino trucks come off the assembly line as chassis that are then outfitted with a wide array of bodies. Opportunity exists in Class 7 and Class 8, Beckman believes, and Hino is looking to prove that out. The company is no stranger to heavy duty trucks. Part of Toyota, Hino sells Class 8 vehicles in many global markets. The new trucks in America will launch later this year. Orders will be taken starting in May. The XL Series will be offered in the Class 7 XL7 straight truck or the Class 8 XL8 tractor configuration. Both will be powered by Hino’s A09 turbo diesel, 8.9 liter inline 6-cylinder engine. The trucks will be come in various configurations, ranging from a gross vehicle weight rating (GVWR) of 33,000 to 60,000 lbs. and gross combined weight rating (GCWR) up to 66,000 lbs. The engine can produce up to 360 horsepower and 1,150 lbs.-ft. torque. Wheel base options include configurations up to 304 inches. Tandem axle is also an option. The truck will be built at Hino’s new Mineral Springs, West Virginia factory, a 1-million square-foot facility opening this year. Inside the truck, driver comfort was considered. Model-year 2020 vehicles will include an air-ride cab and driver’s seat, hands-free Bluetooth audio/calling, steering wheel controls, LED headlights, cruise control, and air conditioning will all be standard equipment. The vehicles will come with HinoWatch 24/7 roadside assistance and HinoCare maintenance programs. Hino’s telematics solution, Hino Insight, will also be available. Hino Insight Telematics carries a one-year complimentary subscription, while Insight Remote Diagnostics and Insight Case Management are complimentary for five years. The Hino Insight package offers customers up to a 30 percent reduction idle time, 25 percent reduction in fuel costs, and 20 percent increase in fleet utilization through its data insights, Beckman noted. Since being introduced in 2017, more than 40,000 Hino trucks have been sold with the Insight package. Beckman also said that Hino will added extended cab and crew cab configurations of the XL series as well as a heavier front axle option for snow plow applications. Those updates will be formally announced at the North American Commercial Vehicle show in Atlanta this fall. The company will also give its Class 4-5 cabovers a makeover for the 2021 model year. .

Kenworth Truck Co. Press Release / March 28, 2019 COLUMBUS, Miss., March 28, 2019 - The 200,000th PACCAR MX engine produced for the North American market at the PACCAR Engine Company’s engine plant in Columbus, Mississippi, was celebrated recently during a special presentation to UPS. The milestone engine is a PACCAR MX-13 rated at 455 hp and 1,650 lb-ft of torque that resides in a new, fuel-efficient Kenworth T680 Day Cab going into service in UPS regional haul operations. “It was fitting to recognize UPS with the 200,000th PACCAR MX series engine. We have established an excellent collaboration with UPS over the years, aided by the strong support of MHC Kenworth – Atlanta and the PACCAR Columbus engine plant,” said Mike Dozier, Kenworth general manager and PACCAR vice president. “PACCAR MX engines are known for outstanding fuel efficiency, exceptional reliability and durability, low ownership cost, high horsepower and torque ratings, and quiet operation. These important attributes provide tangible benefits to UPS and all our customers operating PACCAR MX engines.” “We appreciate the selection of UPS to receive the milestone 200,000th PACCAR MX engine for installation in our newest Kenworth T680. Our Kenworth T680s equipped with PACCAR MX engines are performing well in UPS operations throughout the United States,” said Bill Brentar, UPS Senior Director of Maintenance and Engineering for Transportation Equipment at the company’s headquarters in Atlanta, Ga. “UPS maintains a productive working relationship with Kenworth and MHC Kenworth – Atlanta, and we look forward to our continued mutual success.” UPS purchased its first Kenworth trucks with PACCAR MX engines from MHC Kenworth – Atlanta in 2012. Today, UPS operates more than 3,000 Kenworth T680s with the PACCAR MX-13 engine. “Our collaboration with UPS is very important. UPS further optimized the PACCAR MX-13 engine’s benefits by also making the PACCAR 12-speed automated transmission standard for its T680s, beginning with last year’s 700-truck order of Kenworth’s on-highway flagship,” said Eddie Davis, MHC Kenworth vice president. During the special ceremony, Kevin Baney, Kenworth assistant general manager for sales and marketing, presented a special commemorative plaque to Brentar and Mark Collins, UPS Director of Maintenance and Engineering for Transportation Equipment. Also participating were MHC Kenworth’s Eddie Davis, and Katie Guest, new truck sales, MHC Kenworth – Atlanta; Lance Walters, plant manager for the PACCAR Engine Plant in Columbus, Mississippi; Kathie Falcone, Kenwoth director of sales operations; and Andy Manos, Kenworth national fleet service manager. The PACCAR MX engine series is comprised of two engines. The 12.9-liter PACCAR MX-13 engine provides efficiency and flexibility together into one, high-performance solution, and is available with ratings of 405 to 510 hp and 1,450 to 1,850 lb-ft of torque. The 10.8-liter PACCAR MX-11 engine features superior performance, powerful and lightweight design, and offers ratings of 355 to 430 hp and 1,250 to 1,650 lb-ft of torque. Both the PACCAR MX-13 and PACCAR MX-11 offer a B10 design life of one million miles in line haul applications. This means 90 percent of PACCAR Engines will log up to one million miles without a major overhaul. The state-of-the-art Columbus factory began producing PACCAR advanced diesel engines in 2010. Located on a 400-acre site in the Golden Triangle Industrial Park, the 450,000-square-foot factory employs more than 600 people, and produces 160 engines each day of operation, according to plant manager Walters. The plant has been a zero-waste-to-landfill facility since it was opened, and nearly 90 percent of material arrives at the plant in returnable containers. “Employees are critical to the plant’s success with the quality, innovation, technology and care they build into every PACCAR MX engine produced here,” Walters said. .

Cummins Inc. Press Release / March 27, 2019

Heavy Duty Trucking (HDT) / March 27, 2019 Fontaine Modification and Daycab Company are offering a new extended cab option for International HX Series trucks that adds eight inches of interior space to the rear of the cab. The expanded cab offers drivers additional space for storing personal items and adjusting seats to increase comfort on the road. Some fleets choose the HX Series for applications where length is a primary concern because of the design’s short bumper to back of cab measurement. But for applications where this is not as critical, an extended cab can expand the truck’s versatility. “In some applications where drivers spend extended periods of time in their trucks, additional cab space can improve their safety, efficiency and comfort,” says Jamil Young, president, Fontaine Modification Fleet Services. “This new modification is a simple, effective solution.” The cab extension was designed to use many original equipment parts, maintain the existing cab and exhaust mounting, and utilize only minimal specially designed parts. Daycab Company builds the extensions at its Tennessee manufacturing facility and paints them to match the existing cabs. Fontaine then installs them on the trucks at its Laredo, Texas, modification center, which is located near the Navistar International manufacturing plant where the HX Series is built. After installation, Fontaine returns the trucks to International’s transportation system. Using this ship-thru process allows customers to receive vehicles quickly and efficiently, reducing logistical time and cost. .

ZF to acquire WABCO in $7 billion deal Fleet Owner / March 28, 2019 With WABCO, ZF looks to form the world’s leading integrated systems provider for commercial vehicle technology as race for autonomous vehicles heats up. German auto parts manufacturer ZF Friedrichshafen AG is acquiring WABCO Holdings Inc., a global supplier of technologies and services that improve the safety, efficiency and connectivity of commercial vehicles. The deal will combine WABCO’s specialty in commercial vehicle safety systems — which includes technologies that can automatically slow or stop a vehicle — with ZF’s driveline and chassis technologies. Under the agreement announced on Thursday, ZF will acquire all outstanding shares of WABCO for $136.50 per share in an all-cash transaction for an equity value of over $7 billion. The acquisition price represents a 13% premium to the closing stock price of $120.75 on Feb. 26, the date before media reports and WABCO’s confirmation that ZF had approached the company. The acquisition is part of ZF’s Next Generation Mobility strategy and will expand the company’s expertise to include commercial vehicle braking solutions for the first time. This plays a central role for the control of automated driving functions – including emergency braking maneuvers of trucks and trailers. Following the acquisition, customers of both companies will be able to have a fully integrated system approach, new drive systems for E-Mobility and autonomous driving functions. ZF expects that automated driving functions will primarily be implemented for commercial vehicles and in areas with low complexity and traffic – such as factory sites, at airports, and in agriculture. The combination of both businesses is expected to further accelerate the development of new technologies to enable autonomous commercial vehicle functions, making ZF less dependent on the economic cycle of the passenger car industry. In a company statement, ZF added that the acquisition is consistent with its goal to develop and deliver technology solutions that make cars and commercial vehicles see, think and act in order to reduce emissions and increase road safety. While ZF already has sensor systems and computing technology for its “see“ and “think” competence, together with WABCO ZF will in future be completing the portfolio for commercial vehicle technologies to offer solutions to allow vehicles to “act”. ZF notes it is already a leading supplier in the area of steering and driveline technology. “This is the right combination at the right price at the right time for WABCO,” said Jacques Esculier, chairman and CEO of WABCO. “We have a history of successful collaboration with ZF, including prototyping industry-first technologies, and the strategic fit between our two companies is compelling. After a thorough review, we are very pleased to announce a definitive agreement that we believe is in the best interest of WABCO shareholders.” Wolf-Henning Scheider, CEO of ZF, said: “We believe that, together with WABCO, ZF can form the world’s leading integrated systems provider for commercial vehicle technology, creating long-term value and security for its customers, employees and owners.” For ZF, the acquisition of a specialist in commercial vehicle braking systems “means adding a stable and growing business segment and enables our existing commercial vehicle division to expand its expertise in vehicle dynamics control,” Scheider added. “This will create the foundation for ZF to offer comprehensive systems for safe and automated mobility solutions for passengers and goods to our customers. This is also in the best interest of our owners, the Zeppelin Foundation and the Dr. Jürgen and Irmgard Ulderup Foundation, as the transaction will result in a sustainable strengthening of ZF.” Esculier said he’s proud of WABCO’s track record since becoming a stand-alone public company nearly 12 years ago. He added that WABCO’s “early anticipation of industry dynamics and ongoing ability to innovate technology ahead of others are key contributors to our sustained differentiation and success. We are therefore highly attuned to long-range competitive forces and their potential implications as the sector contemplates a future of autonomous, electric and connected vehicles.” Esculier said it has become apparent that the industry will face “a new level of strategic complexity” and will attract new competition, including new entrants from outside the sector that are able to bring resources to the table. “Considering these factors, we strongly believe this is the appropriate moment to be joining forces with ZF, providing access to critical technology and the global size and scale to de-risk the return on investment required as the industry transforms. And as a result, it will realize certainty of value and liquidity for our shareholders,” Esculier said. The transaction, which has been unanimously approved by WABCO’s Board of Directors, is expected to close in early 2020. It is subject to approval by WABCO’s shareholders, customary closing conditions, and regulatory approvals. .

German supplier ZF agrees to pay $7 billion for Wabco Automotive News / March 28, 2019 Trucking parts supplier Wabco Holdings Inc. on Thursday said it agreed to sell itself to German rival ZF Friedrichshafen in a deal valued at more than $7 billion. The all-cash deal is for $136.50 per share and represents a 13 percent premium to Wabco's closing price of $120.75 on Feb. 26. The two companies said the deal, which is expected to close in early 2020, had been unanimously approved by Wabco's board of directors. The deal is contingent on ZF clinching more than 50 percent of Wabco's shares. Last month, Reuters reported that ZF had held takeover talks with Wabco, as the unlisted company seeks to overhaul its business for an era of self-driving trucks. Wabco, based in Brussels for tax purposes with its operational headquarters in suburban Detroit, specializes in braking control systems and other safety technologies for commercial vehicles. Last month Wabco reported record annual sales and earnings, posting net income of $394 million on revenue of $3.83 billion. It employs about 16,000 people in 40 countries. Last year, Wabco invested $20 million to build a 102,000-square-foot headquarters in Auburn Hills, Mich. It's unclear whether ZF will maintain that building or consolidate it with other large operations around suburban Detroit in Livonia and Northville. Following the acquisition, ZF expects to generate about $44 billion a year in revenue. ZF CEO Wolf-Henning Scheider said in a statement: “We believe that, together with WABCO, ZF can form the world’s leading integrated systems provider for commercial vehicle technology, creating long-term value and security for its customers, employees and owners. "For ZF the acquisition of a specialist and leader for commercial vehicle braking systems means adding a stable and growing business segment and enables our existing commercial vehicle division to expand its expertise in vehicle dynamics control. "This will create the foundation for ZF to offer comprehensive systems for safe and automated mobility solutions for passengers and goods to our customers." ZF has done large acquisitions in the past and in 2014 bought TRW Automotive for $13.5 billion to expand into the potentially lucrative self-driving car market. Previously, ZF has said it plans to invest more than 12 billion euros ($13.6 billion) into e-mobility and autonomous driving.

Transport Topics / March 28, 2019 ZF Friedrichshafen AG, a global supplier of mobility systems for commercial vehicles, passenger cars and industrial technology, announced it has entered into a definitive agreement to acquire Wabco Holdings Inc. for $7.1 billion, or $136.50 per share. The planned acquisition has been approved by ZF’s management board and supervisory board, and Wabco’s board of directors. Once completed, the combined company will have sales of about $45 billion. Wabco’s products and services include integrated braking systems and stability control, air suspension systems and transmission automation controls, as well as aerodynamics, telematics and fleet management offerings. “We do not expect other offers and view ZF as the most logical acquirer given their size, complementary commercial vehicle business and stated aim to grow this area of their business,“ R.W. Baird & Co. analyst David Leiker wrote in a note. “Other companies over time with a rumored interest in Wabco include Continental AG and Cummins Inc., but we do not expect either to make a competing offer. Continental is pursuing other areas of investment, while Cummins has remained focused on powertrain-related products,” Leiker added. ZF expects to close the transaction in the beginning of 2020. The acquisition is subject to regulatory approvals, other customary closing conditions and shareholder approval with more than 50% of Wabco’s outstanding shares.

VW updates status of Ford alliance talks Jan Schwartz, Automotive News / March 28, 2019 HANNOVER -- Volkswagen Group has signed a deal to develop a pickup truck with Ford and may extend its alliance to include autonomous driving and mobility services, the German automaker said. In January, VW and Ford agreed to develop a range of midsize pickups and commercial vehicles. They also agreed to explore cooperating on electric and autonomous cars as part of a sweeping alliance designed to save each automaker billions in costs. The successor to the VW Amarok pickup will be the first joint vehicle project with Ford, Volkswagen Commercial Vehicles CEO Thomas Sedran said on Thursday. Ford has a platform for its Ranger midsized pickup truck, which could help VW lower development costs. Other joint vehicle projects may follow including joint EVs, Sedran said, without elaborating. Discussions over VW's investment in Ford's self-driving unit Argo AI have been ongoing for several weeks. "We are in constructive talks about taking a stake in Argo, the Ford division for autonomous driving. A joint company for offering mobility as a service is also a possibility," Sedran said Thursday. Last month, The Wall Street Journal reported that VW is preparing to invest $600 million as an equity investment in Argo, with each company owning half of the business. VW would invest $1.1 billion in working capital for the entity's r&d operations, the report said. The talks will come to a conclusion in the coming months, Sedran said. Ford bought Argo, a Pittsburgh-based self-driving startup, in 2017 but development costs for autonomous cars have spiraled in recent years, leading several carmakers to seek alliances and outside investors.

Isuzu Truck America Press Release / March 20, 2019 Class 6 Truck Comparison of an Isuzu FTR and F-650. All testing performed by an independent third party. .

Cummins Inc. Press Release / March 22, 2019 There’s something to be said about confidence. Confidence gives you the feeling of security, support, and strength. We all look for the edge that allows us to perform our best, whether that’s on the job or off the clock. Why not have an engine that gives you that extra edge of confidence in your truck? Cummins 6.7 Liter Turbo Diesel takes 3500, 4500 and 5500 RAM customers to the next level of performance. PERFORMANCE An engine needs to provide the power and performance you need on and off the job. Cummins is committed to providing customers with an extra edge of confidence in performance while hauling, so you can work hard and play hard. The Cummins 6.7L Turbo Diesel for Chassis cabs boasts 360 horsepower and 800 pound-feet of torque. The RAM 3500 / 4500 / 5500 Chassis Cabs with the Cummins 6.7L turbo Diesel are offered with an Aisin 6-Speed Auto Transmission. With the 3500 delivering a 25,890 lbs. of best-in-class towing capability Also available with the 45/5500 RAM Chassis Cab, with 800 pound-feet of best-in-class torque, delivering 35,220 lbs. of maximum towing capability. HIGH RELIABILITY From hauling your equipment on and off the job site, to Hauling your toy hauler on the weekend, you should have the highest level of reliability when it comes to hauling, towing, and payload. This legendary engine provides fuel efficiency and class-leading 12,000 thousand mile oil change intervals. That’s power and reliability you can always count on. DURABILITY As the only engine with its own high mileage club, there is no denying that at 100,000 you’re just getting started with a Cummins powered RAM. Wear your engine’s high mileage like a badge of honor. Become part of the Cummins legacy of longevity with an engine that will withstand what you need for your work, business, or personal needs. Sign up with your high mileage RAM today at highmileage.cummins.com LEGACY Cummins has been providing confidence for100 years. From pioneering new technology to first partnering with Ram in 1989 to haul two tons more than any competitor at the time. Cummins has been a leader in the diesel engine world since Clessie Cummins launched the company in Columbus, Indiana in 1919, with a commitment to producing the finest diesel engines on the planet. From humble beginnings grew an international enterprise that today provides products and service to customers in more than 150 countries. Nearly a century spent perfecting diesel engine performance provides Cummins unmatched insight and expertise. The Cummins 6.7L Turbo diesel in RAM HD Pickup and CC are manufactured in our plant in the same community where it all started. And Customers can expect the same reliability and dependability they have experienced since Cummins began powering Ram trucks in 1989. .

Matt Cole, Commercial Carrier Journal (CCJ) / March 25, 2019 A small number of Freightliner Cascadia, Mack Anthem and Pinnacle, and Autocar Xpeditor tractors are being recalled for various issues, according to National Highway Traffic Safety Administration documents. Daimler Trucks North America announced a recall of approximately 111 model year 2013-2016 Cascadia tractors equipped with Hendrickson 5-inch drop axles. The company says that in certain front axle, brake lining and brake spider combinations, braking may cause high vibrations, resulting in early failure of the tie-rod tube. A tie-rod failure would cause a disconnect between the front wheels, resulting in a loss of steering. DTNA will notify affected owners, and dealers will replace the stamped brake spiders and the toe-rod for free. Owners can contact DTNA customer service at 1-800-547-0712 with recall number FL-807. NHTSA’s recall number is 19V-093. Mack Trucks is recalling approximately nine model year 2018-2019 Mack Anthem and model year 2014 Mack Pinnacle tractors equipped with air brake supply tanks that have an air volume amount ranging from 70 to 96 percent of the amount required by federal regulations. These trucks fail to meet the “Air Brake Systems” section of the Federal Motor Vehicle Safety Standard. The undersized air brake supply reservoir may not provide enough air to properly operate the brakes during repetitive brake applications, reducing brake performance. Mack will notify owners, and dealers will add an air tank to the affected trucks for free. Owners can contact Mack customer service at 1-800-866-1177 with recall number SC0417. NHTSA’s recall number is 19V-107. Additionally, Autocar is recalling approximately 260 model year 2008-2019 Xpeditor trucks equipped with undersized brake chambers, which could allow the trucks to roll when parked. The undersized brake chambers are out of compliance with the “Air Brake Systems” section of the FMVSS. Autocar will notify owners of affected trucks, and dealers will replace the parking brake chambers with properly sized chambers for free. Owners can contact Autocar customer service at 1-888-218-3611 or 1-877-973-3486 with recall number ACX-1903. NHTSA’s recall number is 19V-091.

Paccar Ltd Press Release / August 22, 2017 .

Ford planning major cuts in Russia Keith Naughton, Bloomberg / March 26, 2019 Ford Motor Co. may close two of its three assembly plants in Russia as part of a restructuring of its money-losing business operations in the country, a person familiar with the matter told Bloomberg. The automaker, which operates a joint venture in Russia with local automaker Sollers, plans to make an announcement about the future of its operations there on Wednesday, the person said. Ford is likely to close one passenger-car factory near St. Petersburg and another in the Tatarstan region, but continue producing commercial vehicles at a third plant, said the person. Moscow-based Sollers said in a statement that the two companies have reached a new agreement on the future of their venture and are finalizing details. Ford announced it was putting the business under review in January as part of a broader restructuring in a region that’s dragged on earnings for years. Ford is also ceasing production at a French transmission factory, reducing its German staff by more than 5,000 people and cutting an unspecified number of jobs in the U.K. Ford’s 50-50 joint venture with Sollers dates to 2011 and currently manufactures seven models, according to FordSollers’ website. The plant near St. Petersburg builds the Focus and Mondeo models, and the Tatarstan facility in Naberezhnye Chelny makes the Fiesta and Ecosport crossover. Ford also has an engine plant and third assembly factory in the Tatarstan region in the town of Elabuga, which produces the Kuga crossover, Explorer SUV and Transit light commercial vehicles.

Dealers get a glimpse of Bronco prototype Michael Martinez, Automotive News / March 25, 2019 In the 800-plus days since Ford Motor Co. flashed a Bronco logo on stage at the 2017 Detroit auto show, development of the highly anticipated SUV has been shrouded in secrecy. But Ford used a gathering of its top-selling dealers last month in Palm Beach, Fla., to take the wraps off a prototype and to divulge plans for a "family" of rugged off-road vehicles, which sources told Automotive News will eventually include a small unibody pickup. Dealers, after relinquishing their phones, were shown an early build of a two-door Bronco and told that a four-door version also would be offered, according to multiple sources in the room. The Bronco is designed to be customizable, with a removable hard top and removable doors that can be stored in the vehicle's cargo area, the sources said. The side mirrors will be attached to the front pillars so they remain in place when the doors are taken off, unlike the Jeep Wrangler — one of the chief rivals Ford is targeting with its Bronco revival. Those in the room said the SUV has a retro design, featuring a rectangular grille, round headlights and the word "Bronco" stamped across the front. The Bronco, a nameplate that Ford killed in 1996, and other off-roaders are key products for the automaker as it ditches unprofitable cars and devotes 90 percent of capital spending to more lucrative light trucks. Ford also showed dealers its small off-roader — unofficially referred to as the Baby Bronco — as well as its upcoming Mustang-inspired, electric crossover with a 300-mile range. Executives did not divulge names for either of the vehicles, due next year. The Bronco reveal was the highlight of the two-day confab, which included a private concert by the band Earth, Wind & Fire and an appearance by legendary NFL quarterback Joe Namath, who handed out Ford-blue sport coats and championship-style rings during a dealer Hall of Fame induction ceremony. The Bronco "was twice as cool as I thought it would be," said one dealer, who asked to remain anonymous while discussing future products. "It's going to be a game changer," said another dealer who attended. Ford described its off-roaders to dealers as a family of vehicles, although the company stopped short of labeling them as a subbrand. The off-road lineup will include the two- and four-door Broncos, the Baby Bronco and the unibody pickup, sources said. Jim Farley, Ford's president of global markets, confirmed plans for a compact pickup in January after Automobile magazine reported that Ford was working on such a vehicle. This is the first time, however, that the pickup has been tied to a larger off-road lineup. Dealers were told the Bronco would be available in late 2020, as soon as three months after the Baby Bronco. The unibody pickup isn't expected until at least 2021, according to another source with insight on Ford's product plans. CEO Jim Hackett did not attend the meeting, but most of Ford's senior leadership team was there, including Farley, Joe Hinrichs, Kumar Galhotra, Mark LaNeve, Matt VanDyke and Elena Ford. Ford plans to make the Bronco at its Michigan Assembly Plant, alongside the Ranger midsize pickup that went on sale in January. The automaker has been tight-lipped about the vehicle, offering only a teaser image of a boxy SUV draped in a mud-caked covering. It declined to show even an image or rendering at larger dealer gatherings such as the National Automobile Dealers Association Show in January or a meeting in Las Vegas last fall, when it displayed photos of the Baby Bronco and other future products. During the Las Vegas gathering, Farley teased dealers by promising to show them a Bronco, which turned out to be a picture of his own classic 1973 model. .

GM claims most powerful diesel engine in a 1/2-ton pickup Michael Wayland, Automotive News / March 26, 2019 DETROIT — General Motors is delivering on a promise that the new diesel engine in the 2019 Chevrolet Silverado 1500 and 2019 GMC Sierra 1500 pickups will achieve segment-leading power. GM on Monday said the Duramax 3.0-liter inline-six turbodiesel will deliver an SAE-certified 277 hp and 460 pound-feet of torque. That compares with Ford Motor Co.'s 3.0-liter Power Stroke V-6 diesel rated at 250 hp and 440 pound-feet of torque in the 2019 F-150 and Fiat Chrysler Automobiles' previous 3.0-liter EcoDiesel V-6 in the Ram 1500, which was rated at 240 hp and 420 pound-feet of torque. Ram is working on a new version of the [VM Motori-produced] EcoDiesel, which was last available for the 2018 model year. The engine is expected to debut in the Jeep Wrangler in 2019, followed by the Jeep Gladiator pickup in 2020. The company has not announced availability of the engine for the Ram 1500. When unveiling the 2019 Silverado in January 2018, GM product boss Mark Reuss, now also president of the company, said he was "really confident" that GM would have "the best-performing diesel in the segment." GM didn't release towing capacity, payload and fuel economy ratings for the Duramax diesel model, which is expected to arrive in dealerships this summer. It will be a first for a full-size GM pickup since the late 1990s. The fuel economy improvements in the pickups' gasoline engines have been unimpressive, including some carryover engines that achieve up to 3 mpg combined below the comparable outgoing models. The Duramax diesel model — paired with a 10-speed transmission — will be priced starting at $2,495 over a 5.3-liter V-8 model and $3,890 over a 2.7-liter turbo model. Both prices are identical to the upcharge for a 6.2-liter V-8, which is rated at 420 horsepower (313 kW) and 460 pound-feet of torque. .

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We're generally told that our theme song is a "government of the people, by the people, for the people". Most agree that Lincoln pegged it. So why then do the people's employees keep secrets from the people? The President (whomever it may be at the time) is chosen by the people. If he/she is alleged to have been involved in wrongdoings, should not the people be in the loop on that? In its entirety? After all, the people are allegedly "the boss" in a democracy (In a democracy, political issues are supposedly decided by a majority vote of the people). Why would it ever be appropriate to hide (cover up) such matters from "the people" ? ----------------------------------------------------------------------------------------------------------------------------- Attorney General Barr weighs how much of Trump-Russia report to release Associated Press / March 24, 2019 WASHINGTON — Attorney General William Barr has scoured special counsel Robert Mueller’s confidential report on the Russia investigation with his advisers, deciding how much Congress and the American public will get to see about the two-year probe into President Donald Trump and Moscow’s efforts to elect him. Barr was on pace to release his first summary of Mueller’s findings on Sunday, people familiar with the process said. The attorney general’s decision on what to finally disclose seems almost certain to set off a fight with congressional Democrats, who want access to all of Mueller’s findings — and supporting evidence — on whether Trump’s 2016 campaign coordinated with Russia to sway the election and whether the president later sought to obstruct the investigation. Barr and Deputy Attorney General Rod Rosenstein, who appointed Mueller and oversaw much of his work, analyzed the report on Saturday, laboring to condense it into a summary letter of main conclusions. Mueller delivered his full report to Barr on Friday. The Russia investigation has shadowed Trump for nearly two years and has ensnared his family and close advisers. And no matter the findings in Mueller’s report, the probe already has illuminated Russia’s assault on the American political system, painted the Trump campaign as eager to exploit the release of hacked Democratic emails to hurt Democrat Hillary Clinton and exposed lies by Trump aides aimed at covering up their Russia-related contacts.

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.