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They changed the length laws to make conventional (bonneted) cabs viable. They haven't caught on yet, but the new rules make them feasible. Originally, in 2010, they were looking at building the TranStar, but that was long before the law changed and nothing came of it.

Bob, the CPC has an initiative called "Made in China 2025" (中國製造2025). It's goal is to aggressively acquire leading edge foreign technology so as to leap China forward to the number one spot by 2025. Kuka was a German robotics company, before being acquired by China. They're looking to buy FCA's robotics subsidiary Comau now. China, for example, acquired German concrete pump makers Putzmeister and Schwing.

Navistar's partner in China, truckmaker JAC with whom the produce light truck diesel engines, has been showing a V7 concept based on the ProStar. http://kuaibao.qq.com/s/20181120A0Y6J300?refer=spider .

While Dodge and GM are throwing out specific numbers, Ford is deliberately vague. Why? Is Ford making unexpected last minute updates in an attempt to stay ahead. Dodge is making for a tough act to follow. The Dodge-Cummins argument is stronger than ever.

Michael Martinez, Automotive News / February 11, 2019 You'll rarely see a Ford F-450 in the front of a showroom. A Chevrolet Silverado HD or Ram 3500 won't get a high-profile celebrity endorsement. But the heavy-duty pickups are ubiquitous at construction sites and in commercial fleets. They haul concrete, plow snow and rake in major profits. Ford says its commercial vehicle business — which also includes its Transit and Transit Connect vans — earned $10 billion in 2017 on $72 billion in revenue, for a profit margin of 14 percent. If it were a standalone company, it would be a Fortune 40 business bigger than Procter & Gamble. The big bucks spent in the heavy-duty segment have created a heavyweight brawl as the Detroit 3 race to gain a competitive edge by boosting their trucks' capabilities and adding technology once reserved for luxury brands. Ford, the dominant player, showed a freshened Super Duty at the Chicago Auto Show that features advanced driver-assistance technology and new powertrains it claims will make the model its most powerful. GM, eager to eat into Ford's lead, is adding trims and options to its redesigned Silverado HD and GMC Sierra HD lineups. And Fiat Chrysler Automobiles promised 1,000 pound-feet of torque along with lush interiors on its redesigned Ram 2500 and 3500 HD trucks that debuted at last month's Detroit auto show. "These are kind of the unsung heroes of our portfolio," Kumar Galhotra, Ford's president of North America, said during a media briefing on the freshened Super Duty. "They don't get as many headlines, but they're really strong in terms of growth, in terms of market share, in terms of revenue generation and, most importantly, in terms of profitability." Super power Ford's Super Duty pickups — which include the F-250, F-350 and F-450 — have been steadily updated since their introduction in 1999. The freshened 2020 model will debut the third-generation 6.7-liter Power Stroke diesel alongside a new 7.3-liter V-8 engine and updated 6.2-liter V-8. A new 10-speed transmission, which replaces a six-speed, is better for towing, Ford said, adding that the Super Duty will be the only vehicle in the segment to offer live-drive power takeoff, which allows the operator to engage snowplows and other equipment while driving. Although Ford executives refused to offer specific figures, they said the new powertrains will improve power, payload and towing capability, critical stats for the companies that most use the brawny pickups. In the last 10 years, Ford's maximum towing capability has jumped roughly 10,000 pounds, a spokesman said. The 2019 F-450 can tow up to 35,000 pounds with its diesel engine. Ford would not get into specifics on the 2020 Super Duty, saying only that the rating would increase. Towing battle Rivals are just catching up to Ford's towing figure. GM's redesigned heavy-duty pickups, when equipped with an optional 6.6-liter diesel V-8 rated at 445 hp and 910 pound-feet of torque, will be able to tow up to 35,500 pounds — an increase of more than 50 percent from the outgoing models. The redesigned Ram, meanwhile, can tow up to 35,100 pounds. GM's heavy-duty pickups will offer a 6.6-liter gasoline V-8 with direct injection producing 401 hp and 464 pound-feet of torque. That's 11 percent more horsepower and a 22 percent increase in peak torque, resulting in 18 percent more towing capability — 17,400 pounds — according to GM. It replaces a 6.0-liter gasoline V-8 that delivered 360 hp and 380 pound-feet of torque. The Silverado models, when they arrive in showrooms midyear, will be available in five trim levels, including the loaded-up LTZ and High Country versions, across 22 cab, bed, chassis and driveline configurations. The Sierra HD lineup includes the high-end Denali and the AT4 version targeting off-roaders. Both vehicles will be offered in dual-rear-wheel and single-rear-wheel configurations. Ram, meanwhile, is hanging its hat on its four-digit torque figure. The 1,000 pound-feet for the Ram 3500's new 6.7-liter Cummins turbodiesel engine is a milestone for the segment that bests GM's upcoming 910 pound-feet. Although Ford has not revealed the 2020 model's torque rating, Ram for the moment edges Ford's outgoing Power Stroke diesel V-8, which has a torque rating of 935 pound-feet. Technology updates In addition to capability, technology enhancements and interior improvements have made Detroit's heavy-duty pickups nearly as luxurious as some premium brands — and nearly as pricey. The trend began in the early 2000s when Ford added a leather-laced King Ranch trim to the Super Duty lineup. Ram has followed suit, adding ample leather and wood to its latest models, as well as a 12-inch touch screen option. Ford's newest Super Duty pickups will come with an optional pro-trailer backup assist feature that is used on the smaller F-150. The class-exclusive feature lets drivers steer a trailer via a reverse camera that can handle all styles, including fifth wheels and goosenecks. They also get lane-keep assist, emergency braking with pedestrian detection and blind-spot monitoring technology. The features are standard on XLT and higher trims and were designed specifically for vehicles meant to haul heavy loads. Ford also added new drive modes, including Eco, Slippery and Sand/Mud. The trucks come with an embedded 4G LTE modem and Wi-Fi. "Driver assistance technology is probably more relevant to our commercial customers than anyone else," said Mike Pruitt, Super Duty's chief engineer. "When your truck is your livelihood, its not just yourself you're protecting, it's your assets."

GM is developing an electric pickup truck with a Tesla-sourced powertrain.

Transport Engineer / February 12, 2019 Bulk excavation business Brocks Haulage has taken delivery of its first IVECO vehicles, nine 32-tonne Stralis X-Way tippers, after a successful week-long trial of a demonstrator. The Purfleet-based operator’s new 8x4 rigids are mounted with Boweld bodies and are specified with IVECO’s ‘Off’ chassis set-up, which gives an approach angle of more than 25degs when collecting and delivering off-road. Each is powered by the Cursor 11 engine, delivering up to 414bhp and 2,000Nm of torque. A Hi-Traction system provides additional hydraulic front-wheel traction and, when needed, a ‘boost at start’ function to increase torque on the front axle while starting the engine. Additionally, the vehicles feature the new Hi-Tronix automated transmission and the new Hi-Mux electrical system, which promises improved reliability and increased data management, and IVECO’s Hi-Cruise integrated drive system, which uses GPS to enable predictive cruise control and gear-shifting for optimum fuel performance. As a CLOCS champion and FORS Silver member, Brocks Haulage has specified each Stralis X-Way with a blind spot window in the passenger door for improved visibility, along with 360° camera systems, audible left-turn signal and side underrun guards. Anthony Brown, operations director at Brocks Haulage, says: “We needed to replace our older vehicles ahead of upcoming emissions regulations and read a lot of good write-ups in trade magazines about the Stralis X-Way. This led to us taking on a demonstrator and our driver, who has driven a variety of different tippers over his 20-year employment with us, was very impressed. “We’re now putting all nine through their paces and performance both on and off-road has been excellent. We’ve used other manufacturers in the past, but the Stralis X-Way is now a major consideration for our future replacements.” The X-Way tippers join the firm’s 55-strong fleet and were delivered within eight weeks of the order. They are supplied on a five-year Elements R&M contract. .

Ford’s South Africa plant starts production of refreshed Ranger Irma Venter, Engineering News / February 11, 2019 Ford’s Silverton vehicle assembly plant in Pretoria has started production of the refreshed 2019 Ford Ranger. “Following the investment of over R3-billion in our local operations and extensive upgrades to our plants over the past 18 months, we are delighted to see the first of the new Ford Ranger models coming off our production line,” says Ford Motor Company sub-Saharan Africa region MD Neale Hill. “This is an extremely important and exciting year for the Ford Ranger, which will also see the launch of the first-ever Ranger Raptor – undoubtedly one of this year’s most highly anticipated new models,” he adds. “The 2019 Ford Ranger will deliver more power, greater fuel efficiency, enhanced refinement and even more advanced technologies when it goes on sale in the coming months, and we are confident it will once again set the benchmark in the extremely competitive pickup segment.” Selected range-topping models, including the Ranger Raptor, will be powered by the all-new 2.0 bi-turbo diesel engine assembled at spruced up Ford Struandale engine plant, in Port Elizabeth. This unit produces 157 kW of power and 500 Nm of torque – up by 10 kW and 30 Nm compared with the current 3.2-l TDCi engine. It also delivers an up to 9% improvement in fuel efficiency when combined with a new ten-speed automatic transmission. Other derivatives will feature a 2.0-l single turbo version of this engine, producing 132 kW of power and 420 Nm of torque, mated to the same ten-speed transmission. Various other models in the line-up will retain the current 2.2-l and 3.2-l Duratorq TDCi engines and existing gearbox options. As usual, the new Ranger line-up includes single cab, super cab and double cab body styles. Following the launch of the new Ford Ranger models, attention will shift to the locally assembled Ranger Raptor, which Ford believes will create a new segment in the pickup market. “There is a lot of excitement and hype around the Ranger Raptor, and this exhilarating new model will occupy a white space in the pickup market when it goes on sale in the second quarter of this year, creating the first-ever true performance model in this crucial segment,” notes Hill. “We can’t wait to get the Ranger Raptor to market, enabling our customers to experience unrivalled off-road performance, cutting-edge technologies and the most muscular design yet seen in this class.” Some of the defining features of the Ranger Raptor include position sensitive damping shock absorbers and an advanced terrain management system that includes a Baja mode for fast off-road driving. The vehicle will also sport a toughened reinforced chassis, all-disc braking system and specially developed BF Goodrich tyres.

You must be the only person in America who feels as you do about Allison automatic transmissions. It's stellar reputation in America and around the world speaks for itself.

Peterbilt Motors Co. Press Release / February 8, 2019 .

Peterbilt Motors Co. Press Release / February 8, 2019 . .

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International Trucks Press Release / February 6, 2019 .

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Jim Park, Today’s Trucking / February 11, 2019 LAS VEGAS, Nevada — As trade journalists, we are exposed early to emerging technologies. In the case of battery electric vehicles, we have been writing about them for close to five years now. My first BEV test drive was in 2015, and I have driven about a dozen since then. Except for three of them, most of those trucks were “proof of concept” vehicles, that is, someone bolted a bunch electric stuff onto an existing diesel truck chassis to show it can be done. They succeeded in generating enough of a buzz and the twinkle of possibility to move the concept forward, but it’s sobering to think how far off these things really are for the folks who will eventually use them. It will still be at a least two years before medium- and heavy-duty (Class 6, 7 and 😎 battery-electric trucks are available for fleet consumption. At the risk of over-simplifying things, making light-duty electric trucks work in the real world is fairly easy. Battery capacity and weight are the big limiting factors in any electric vehicle, but weight isn’t a huge concern with courier trucks, last-mile delivery applications, or even transit and school buses. Range is commensurate battery capacity (size and weight), and since these vehicles generally run less than 150 km per day and have plenty of regenerative-braking charging opportunities or short duty cycles (school and transit buses), the battery size and weight can be limited. That’s not the case with heavier classes of truck. Daimler Trucks is just now inviting fleets to the table for serious discussions and in-fleet testing of these trucks. It’s not that Daimler is late to the game, it’s that the company has been evaluating which technologies are best suited to the market and have a real chance of succeeding. There is a lot more to medium and heavy battery-electric vehicles (BEVs) than simply replacing the diesel powertrain with a bunch of electric stuff. It should be noted that Volvo Trucks announced last year that it would have a medium-duty electric truck, the FE, available to European consumers sometime in 2019. There are also plans to bring a VNR Electric to North America by 2020. Meanwhile, Volvo will also begin testing battery-powered refuse trucks and short-haul Class 8 tractors sometime this year. Peterbilt has already begun fleet tests with a refuse truck, the Model 520EV, and a short-haul Class 8 tractor, the Model 579EV. The company also just unveiled its entrant to the battery-powered medium-duty market, the Model 220EV. It’s slated to go into fleet tests this summer. Mack says it will have a battery version of the LR refuse chassis in customer tests in 2019, and International has pledged to bring a medium-duty BEV to the game sometime this year, but we haven’t seen anything from them yet. Just before the Consumer Electronics Show opened in Las Vegas in January, Daimler Trucks introduced its Innovation Fleet of four battery electric vehicles. The fleet includes an M2 106 chassis with an electric powertrain, called the eM2. There’s an eCascadia Class 8 tractor, a Thomas Built electric school bus and a Fuso eCanter Class 4 delivery truck. The eCantor was launched last summer by Fuso (owned by Daimler) in New York City and already dozens of them are in service around the U.S. The introduction of the Innovation Fleet was accompanied by a frank discussion of the hurdles still to be overcome before wide-scale adoption and scaled-up production begins. Challenges range from the cost and weight of the batteries to the appropriate location of the charging plug and what the residual might look like on a five-year-old electric truck. Andreas Jurtzka, e-mobility lead for Daimler Trucks North America, says the OEM must know what the customers’ business is in order to design an appropriate powertrain, while considering range and payload — and of course the weight and cost of the batteries. To illustrate the point, Daimler had an eM2 at CES and Peterbilt had just unveiled its Model 220EV. According to the spec’s for both trucks provided by the companies, the battery capacity on the eM2 is more than twice that of the 220EV — 325 kWh compared to 148 kWh. That doesn’t mean one truck is better than the other, it only implies that the two trucks probably have different target applications. Having double the battery capacity suggests the eM2 will be heavier and more expensive than the 220EV. It will have a longer range, but it may suffer from payload limitations as a result of the heavier battery pack. For the pickup and delivery applications with the eM2, Daimler is looking at a range of 370 km, while the spec’s provided by Peterbilt indicate they are looking at 160-km range. And the final consideration is price. Neither Peterbilt nor Daimler talked about price, but both acknowledged that they will be expensive. There are all kinds of subsidies available in the U.S for BEVs, but few in Canada, and without some hard numbers to compare, it’s impossible to determine the return on investment. So, all that to say, when we do test drive evaluations on electric trucks, we look at them differently than we do diesels. We have a pretty good idea what to expect from an M2 106 chassis with respect to visibility, ride quality and maneuverability. None of that changed with the electric version. We also know from past experience with electric motors that they are very torquey, giving drivers a quick launch. But Daimler had two eM2 chassis in Las Vegas that day, and there were differences. One was the actual truck delivered to Penske in late December, the other was a prototype with which Daimler has been doing some internal testing. The Penske truck reportedly had three battery packs while the stock truck had just one. Performance between the two was noticeably different, but without knowing the technical differences and being unable to factor in cost and weight, it wouldn’t be fair to say the Penske truck was a better choice than the stock truck. Performance was more than adequate on both trucks, acceleration was good, regen braking performance was akin to Level 1 or 2 with a diesel engine brake, and of course both trucks were dead quiet. The eCascadia in town for the event was fully loaded, and very close to an 80,000-pound gross vehicle weighta. It had battery capacity of 550 kWh and peak output of 730 kW (978 hp). The projected range for the truck was 400 km. It too was quiet and quick, and felt very light under foot for a fully loaded five-axle vehicle. Its electric motors clearly outperformed the diesel engines I was used to during a launch and the acceleration phase. As Cascadias go, the electric version was no different from the diesel except, of course, for the near silence in the cab. Peterbilt did not have a 220EV available for test drives. Daimler and the other OEMs have a lot of evaluation and validation work ahead of them, but it looks like battery electric trucks will be on the market soon. Just don’t expect to see one in every fleet in town. They will shine in certain application but current technology will limit the markets they can serve successfully at a reasonable return for the fleets. .

Nikola Teases New All-Electric Truck Models Jack Roberts, Heavy Duty Trucking (HDT) / February 11, 2019 Nikola Motors exploded onto the scene three years ago, initially promising an all-electric, long-haul, tractor. Almost immediately, that mission statement was amended, detailing a hybrid hydrogen-battery electric drive system, which Nikola said would give its truck 1,000 miles of range between refueling stops. But it appears the company never gave up on its initial, proposed, all-electric truck. In a surprise tweet late last week, the company announced that at its Nikola World technology showcase in April it will announce short-haul, battery-electric versions of the Nikola Two and Nikola Tre in addition to the hydrogen-electric model. Nikola said the all-electric truck is designed for inner city delivery routes and weight-sensitive applications. However, the company stressed that it is not phasing out hydrogen drivetrains. Indeed, Nikola said it is expecting to see 50 times the number of orders for hydrogen drivetrains over electric ones – but noted that in some applications, battery-electric trucks “work great.” Details are sketchy – Twitter being what it is – but Nikola did give away some additional information on the news in a series of additional Tweets. Both trucks will be offered in 500kWh, 750kWh and 1mWh versions. And there will be an option to spec Nikola’s hydrogen-electric drivetrain instead of a battery-electric one. H2 is 5,000 lbs lighter than BEV and is cheaper for long haul applications even with H2 costs. BEV is for inner cities and non weight sensitive applications. Nikola is not phasing our hydrogen at all, we will see 50:1 more hydrogen orders but some applications BEV works great. — Nikola Motor Company (@nikolamotor) February 8, 2019 Looking specifically at the Nikola Two model, the company tweeted that it will be an 80,000 lbs. vehicle that uses 2.25 kWh per mile in most applications. The 1 MWh model has a range of 400 miles, which falls to 300 miles in cold weather, the company said. 1) BEV @ 80,000 lbs. uses ~ 2.25 kWh per mile in real weather and normal hills on routes. 1MWh gets about 400 miles. Only 90% battery is useable. In cold weather, you get 300 miles / 1Mwh. Takes 69,000 "21700" cells @ 68grams = 1MWh. 10.5k weight in cells. 20k truck weight — Nikola Motor Company (@nikolamotor) February 8, 2019 2) Fuel cell 80 kg H2 gets 7-10 miles per kg and uses same 2.25 kWh per mile as BEV. Fuel cell weight 15k -17k so about 3k – 5k pounds less than BEV. Fuel Cell can't be beat long haul and BEV is good option for short haul. World needs both. ICE is enemy, not hydrogen or BEV — Nikola Motor Company (@nikolamotor) February 8, 2019 The Nikola Tre previously was announced as a fully electric hydrogen-powered day cab tractor aimed at markets in Europe. Nikola unveiled its first hydrogen-electric prototype, the Nikola One, in December 2016. The official word debut for the Nikola Two and Nikola Tre is stated for the Nikola World technology fair in Scottsdale, Arizona, April 16 and 17, 2019. .

Heavy Duty Trucking (HDT) / February 11, 2019 Volvo Trucks has added an ergonomic workstation option for its VNL760, 740 and VNX 740 models, offering a flexible working environment for drivers while out on the road. It features ergonomic advancements that allow drivers to enjoy the comforts of home while on the road. The workstation transforms from a sitting area and table for relaxing, eating and catching up on work, then lowers as a base for seating cushions that unfold into a bed. Additional enhancements include an angled table for easy seating; a 103-degree cushion seat angle to improve seating comfort; and connected cushions that can be easily secured to allow for adequate rest. The workstation is designed to improve productivity, comfort and overall convenience for drivers in the cab and it is available for order as an upgrade. With various configuration possibilities, solo drivers can leave the table set-up and sleep in the top bunk, while team drivers may choose to collapse the table for access to both bunk beds. The workstation also allows space for storage inside the bottom bunk bases. The workstation option was previously available on the VNL 670 model. “This advanced workstation is the latest example of the emphasis Volvo Trucks has placed on enhancing driver comfort and driver productivity,” said Allison Athey, product marketing manager at Volvo Trucks North America. “The ability to create an exceptional all-in-one living space and working environment is essential to attracting and keeping drivers.” .

Matt Cole, Commercial Carrier Journal (CCJ) / February 11, 2019 Nearly 15,000 trucks manufactured by Paccar, Daimler and Autocar are being recalled for various defects, according to recent documents from the National Highway Traffic Safety Administration. Paccar is recalling approximately 6,857 Kenworth and Peterbilt tractors for an issue with the seat belt assemblies. The company says seat belt buckle assemblies in the affected trucks may have been glued and not sewn during manufacturing, possibly causing the assembly to come apart in the event of a crash. Affected trucks include model year 2018 Kenworth T680 and T880, and model year 2018 Peterbilt 567 and 579. Paccar is notifying affected truck owners, and dealers will replace the seat belt buckle assembles that weren’t sewn for free. Owners can contact Paccar customer service at 1-918-259-3258 with recall numbers 18KWG and 18PBD. NHTSA’s recall number is 18V-870. Daimler’s recall affects approximately 6,795 Freightliner and Western Star tractors and chassis equipped with certain Eaton Electronic Clutch Actuation (ECA) heavy-duty truck clutches. The company says an internal component in the clutch assemblies could fail, possibly resulting in unintended vehicle movement. Affected truck models include: 2018-2019 Freightliner 108SD 2018-2019 Freightliner 114SD 2018-2019 Freightliner 122SD 2018-2019 Freightliner Business Class M2 2018-2019 Freightliner Cascadia 2018-2019 Western Star 4700 2018-2019 Western Star 4900 2018-2019 Western Star 5700 Daimler will notify affected truck owners, and dealers will update the software and repair any physical components for free. Owners can contact DTNA customer service at 1-800-547-0712 with recall number FL-803. NHTSA’s recall number is 18V-903. Autocar also announced it is recalling approximately 1,003 model year 2019 Xpeditor trucks due to an issue where the universal joint strap bolts at the transmission output yoke may not be properly tightened. If these bolts are loose, the strap may disconnect from the truck, and the drive shaft could detach. Autocar has notified owners, and dealers will properly tighten the bolts for free. Owners can contact Autocar customer service at 1-888-218-3611 or 1-877-973-3486 with recall number ACX-1901. NHTSA’s recall number is 18V-889.

Truck News / February 11, 2019 OTTAWA, Ontario – Changes to the Heavy Truck Weight and Dimension Limits for Interprovincial Operations in Canada pave the way for truckers to use wide-base single tires at the same weight limits as duals right across Canada. The decision was made during the meeting of the Council of Ministers Responsible for Transportation and Highway Safety in late January. “We are grateful for the leadership shown by the First Ministers, Council of Ministers Responsible for Transportation and Highway Safety and the provincial and territorial government representatives of the Task Force on Vehicle Weights and Dimensions Policy for moving forward on this issue so that the trucking industry can take advantage of this progressive equipment technology under the MOU umbrella,” said Canadian Trucking Alliance (CTA) senior vice-president of policy, Geoff Wood. The CTA says the next step is for the provinces and territories to amend their regulations to reflect the recent changes, and in the interim, to offer permits to facilitate the movement of single tire-equipped vehicles. “The outcome of this policy decision which also saw an all-hands-on-deck effort from the provincial trucking associations in the Alliance strikes a good balance between road infrastructure preservation and productivity, safety and environmental considerations. It also levels the playing field with respect to Canadian and U.S. fleets in their tire spec’ing options. The ultimate goal of this effort now and all MoU updates is to have all jurisdictions adopt the MOU changes in their regulations as quickly as individual regulatory/legislative timetables permit,” added Wood. The MOU can be read here.