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Daimler Press Release / January 11, 2019 Germany by night with a low-flying Airbus A 320 and a heavy-haulage Actros SLT tractor unit from Mercedes-Benz – this spectacular heavy-haulage operation took place throughout Germany and drew in the crowds wherever it passed. No surprise really when you take a look at the vital statistics involved: 60 m long, 90 t in weight and 5 m wide. The Actros SLT with around 630 hp was tasked with bringing the Airbus A 320 to southern Germany. The sensational transport task of the fuselage took around 11 days. Stuttgart-based heavy-haulage firm PAULE loaded the Airbus onto their Actros SLT in Tallinn (Estonia) after it was damaged during a heavy landing. A truck ferry took the freight across the Baltic Sea to Lübeck's docks. From there the Actros SLT heavy-haulage team took three nights to cross Hamburg, Magdeburg, Nuremberg and Stuttgart before heading for the northern part of the Black Forest. Twice along the route, the Airbus heavy-haulage convoy had to leave the motorway to avoid low bridges. Plus, after the Actros SLT left the motorway and was driving along a side road at one point, the driver even had to drive the long combination backwards so as to be able to re-enter the motorway in the opposite direction. What's more, a second Actros SLT was also brought in in readiness for the freight arriving at its final destination. On a tight and steep forest road, the SLT duo brought the Airbus to its new home on the training grounds of the KSK Special Forces Command in Calw. There, the Airbus will soon be put to use as part of realistic training scenarios for the protection of airline passengers. Heavy-haulage firm PAULE opted for the Mercedes-Benz Actros SLT as its tractor unit of choice because such extreme transport tasks dictate 100% reliability. .

VW, Ford eye low-cost Turkey, Poland production to boost profits in lucrative van market Nick Gibbs, Automotive News / January 16, 2019 Ford likely will build mid-size vans for Volkswagen in Turkey while VW will produce compact vans in Poland as the two automakers jointly develop commercial vans to tap into a lucrative market that each automaker was too small to effectively compete in on their own. VW Group CEO Herbert Diess said Ford's factory in Turkey that builds the Transit vans is "an option" for VW's Transporter midsize vans. Such a move would mean VW transferring production of its T6 vans from Hanover, Germany, to Turkey and the next Transporter moving to a Ford platform using Ford engines. VW is in discussions with labor representatives in Hanover about the change, Diess said on Tuesday, as Ford and VW announced details of their partnership. Germany's Handelblatt said VW likely will continue to build T6 passenger vans continue in Hanover while panel vans for businesses would transfer to Turkey. VW needs to free up capacity in Hanover after announcing in November that it will build the I.D. Buzz retro-styled minibus at the factory, with production likely starting in 2022. Ford and VW plan to launch vans in 2023 to replace the current Transit and the Transporter vans. VW will build a new compact van to replace both the VW Caddy and the Transit Connect at VW's plant in Poland, where the automaker produces the Crafter large van, Handelsblatt reported. The new van would use VW engines. Ford will build a midsize pickup to replace the VW Amarok to sold alongside a new Ford Ranger starting in 2022. The models will be sold in Europe, South America and Africa, the companies said. No production location was given. Ford currently builds the European Ranger in South Africa. Volkswagen Commercial Vehicles CEO Thomas Sedran said that "clear decisions" on production locations have not yet been made. To be competitive "the more production we have in the low-cost countries the better, and of course Turkey and Poland are both very competitive," Sedran said. Diess said VW and Ford would see similar savings from the commercial vehicle partnership by helping spread the cost of future technology and also making savings on product development. "It's mitigation against potential cost increases because of the new drivetrains we need for the electrification in this segment and also the CO2 penalties we are facing," he said. Rising demand Unlike the slowing passenger-car market, demand for light commercial vehicles is on the rise. Global output will increase by 12 percent in the next five years, forecaster LMC Automotive says. The business commands higher profit margins. Ford has said profit margins on its European van range run at 13 percent. Ford's head of global markets, Jim Farley, said on Tuesday he expected Ford to make a pretax profit gain of $500 million annually by 2024 once the joint vehicles were on sale. Together VW and Ford could become the industry's highest-volume global collaboration in that market, they say. In Europe, the two companies combined build more light commercial vehicles than PSA Group, Renault-Nissan and Fiat Chrysler, all of which are currently larger, according to LMC. With VW taking over production of compact vans, Ford's factory in Valencia, Spain, would lose the Transit Connect, the only van Ford does not build for Europe in Turkey. The plant also makes the Mondeo, S-Max and Galaxy, three models thought to be under threat as Ford looks to cut unprofitable lines. Ford announced in 2017 an investment of 750 million euros for the plant to build the next-generation Kuga compact SUV. The current Kuga accounts for around half the output of the plant. .

Farley says Ford, VW alliance could eventually include U.S. project Michael Martinez, Automotive News / January 15, 2019 DETROIT — The budding alliance between Ford Motor Co. and Volkswagen Group eventually could include a vehicle program in the U.S., said Jim Farley, Ford's president of global markets. The two sides on Tuesday announced a broad partnership under which Ford will build commercial vans for VW in Europe and midsize pickups in South America, Europe and Africa, among other things. The plans don't include selling any vehicles in the U.S. — at least not yet. "We're still talking," Farley said Tuesday. The two sides also are exploring tie-ups on autonomous and electric vehicle development. Farley on Tuesday evening reiterated that the two companies will not merge and are not seeking equity stakes in each other. "When we did an inventory of all the lessons we've learned as a company on our partnerships and joint ventures, it was a really pithy list and in that was 'pick the right projects,'" he said. "If you pick the wrong projects, it doesn't matter how hard everyone works; things could — and have — gone south." Farley said both companies' product cadence matched up well. They anticipate launching the vans and pickups as early as 2022. "The product timings are perfect for both companies," he said. "What happens next will be based on that criteria." Ford's partnership with VW comes as it seeks to turn around its struggling business in Europe. Ford last week announced plans to cut thousands of workers and eliminate low-profit vehicles. Farley on Tuesday said the VW deal "will help Europe but won't save Europe" for Ford and reiterated the need to restructure now so it can work toward making a profit again. Ford Europe operated in the black for three consecutive years, from 2015 through 2017, but anticipates posting a loss for 2018.

James Jaillet, Commercial Carrier Journal (CCJ) / January 15, 2019 The U.S. Supreme Court has ruled that legal disputes between carriers and independent contractors cannot be forced into arbitration even if their contractor agreements include an arbitration clause. In a unanimous 8-0 decision issued Tuesday, the nation’s high court sided with owner-operator Dominic Oliveira over his carrier, New Prime Inc., the legal name for the Springfield, Missouri-based Prime Inc. Prime has contracts with more than 5,000 independent contractors. The question before the Supreme Court was whether arbitration clauses within contracts between fleets and independent contractors are binding. Oliveira sought to have a lawsuit he brought against New Prime over his employment status heard in court. New Prime argued that his lawsuit was bound to arbitration, per the arbitration clause within his contract with the company. The 1926 Federal Arbitration Act established that arbitration is mostly a binding agreement, but there are exceptions, particularly for transportation workers. Oliveira argued his situation was an exception to the 1926 law, and the Supreme Court agreed, meaning he has the ability to pursue his original lawsuit in court rather than via a third-party arbitrator. Oliveira’s original lawsuit sought to challenge his classification as a contractor. He claimed he was a company driver and an employee of Prime, but that he was misclassified as an independent contractor. The Supreme Court did not rule on that matter. Instead, they simply ruled on whether Oliveira could pursue his challenge via the courts instead of arbitration. However, the question before the court was even more nuanced. It wasn’t centered directly on whether disputes should be handled via arbitration or in court. Instead, the question was about who decides — courts or arbitrators — whether the ensuing procedures should be handled by courts or if they’re bound to arbitration. Justice Neil Gorsuch wrote the opinion for the court. “The parties’ private agreement may be crystal clear and require arbitration of every question under the sun, but that does not necessarily mean the Act authorizes a court to stay litigation and send the parties to an arbitral forum,” he writes. Gorsuch added that Prime’s arguments weren’t “compelling.” Justice Ruth Bader Ginsburg wrote a concurring opinion, citing the intentions of the 1926 Arbitration Act and subsequent litigation that fell in favor of Oliveira’s claims that owner-operators are exempt, as transportation workers, from the 1926 law. Lower courts, including the U.S. Court of Appeals for the First District, also ruled in favor of Oliveira. Prime appealed that court’s ruling to the Supreme Court, who heard oral arguments in October.

Even the leading Chinese heavy truck makers have made electric primers standard.

Not the full-size Crafter, but rather than dated mid-sized Transporter.

Transport Engineer / January 14, 2019 Food and drink logistics operator NFT Distribution has taken delivery of 82 Renault Range T tractors with sleeper cabs, as part of its policy to boost safety, efficiency, fuel economy and driver comfort. The trucks are the first to sport NFT’s new livery and follow the operator’s earlier deals with the marque for 20 Range Ts in 2017 for a contract with Sainsbury’s, and 32 Range T 6x2 tractors on 12-month rental with RH Rentals, the latter now extended for another 12 months. All have performed well, according to NFT fleet engineer David Seaton: “They came out favourably on fuel and the reaction from drivers was good; based on their feedback we have further improved the specification for the new vehicles.” Fuel economy was a priority and the latest Range Ts have been specified with the Fuel Eco Pack, which includes Eco Cruise Control with Optiroll, and Optidriver gearbox with automatic clutch and gearshifting. “Renault Trucks’ full Optifleet package is excellent and provides us with comprehensive fuel data and, depending on the time of the year and delivery profile, we have been achieving impressive fuel consumption figures,” adds Seaton. Safety features include lane departure warning, AEBS and the Anti-Runaway Automated Park Brake. NFT has also specified extra features such as heated and air-suspended driver’s seat with adjustable lumbar support, one-touch electric windows, leather steering wheel with cruise and telephone control, and forward-facing cameras. The operator has also upgraded its trailer fleet recently, with 40 tri-axle reefers from Schmitz Cargobull. .

Ford, VW advance alliance plans on vans, pickups Michael Martinez, Automotive News / January 15, 2019 DETROIT — Ford and Volkswagen on Tuesday said they will collaborate on commercial vans and midsize pickups, and are exploring the joint development of autonomous and electric vehicles as part of a broad partnership designed to save both companies money. The automakers have been exploring ways to collaborate since at least June. Both sides released details of their talks and planned a conference call with media featuring Ford CEO Jim Hackett and VW CEO Herbert Diess. Both men met briefly Monday at Ford's stand at the Detroit auto show. As part of the alliance, Ford will develop medium-sized pickups and commercial vans for both companies as early as 2022. The mid-size pickup will be based off Ford's global Ranger and the van will be based off Ford's mid-size Transit Custom, which is not sold in North America. Volkswagen intends to develop and build a city van for both automakers. Ford and VW are also open to working on additional vehicle programs. The companies estimate the cooperation will yield improved annual pretax operating results starting in 2023. The two sides also signed a memorandum of understanding "to investigate collaboration on autonomous vehicles, mobility services and electric vehicles." "Over time, this alliance will help both companies create value and meet the needs of our customers and society," Hackett said in a statement. "It will not only drive significant efficiencies and help both companies improve their fitness, but also gives us the opportunity to collaborate on shaping the next era of mobility." Diess said the two sides will "harness our collective resources, innovation capabilities and complementary market positions to even better serve millions of customers around the world," Diess said. "At the same time, the alliance will be a cornerstone for our drive to improve competitiveness." .

Navistar updates guidance January 14, 2019 Navistar (NYSE:NAV) updates 2019 financial guidance to account for 70 percent of Navistar Defense being sold. The company now expects 2019 revenue to range between $10.5B to $11.0B [previously $10.75B and $11.25B] and adjusted EBITDA to land between $825M and $875M [previously $850M-$900M]. SEC Form 8-K

Cummins 6.7 Turbo Diesel Unveiled in New RAM Heavy Duty at NAIAS 2019 Cummins Inc. Press Release / January 14, 2019 Cummins Inc. unveiled its next generation 6.7L turbo diesel engine boasting a first-in-class 1,000 pound-feet of torque. From the introduction of Cummins 5.9L Turbo Diesel powered RAM trucks in 1989, to the latest 6.7L turbo diesel, Cummins has worked with RAM to provide drivers the toughest, most reliable engines on the road. The Cummins under the hood of the new 2019 RAM HD pickup is a real showstopper in the RAM Trucks booth at the North American International Auto Show in Detroit, Michigan. This next-generation 6.7L Turbo Diesel provides the power for RAM HD pickups to deliver increased payload and towing while engineered to maintain Cummins proven reliability and dependability. Setting A New Standard in The Heavy-Duty Pickup Market The Cummins 6.7L turbo diesel is offered in two variants; standard output 370 horsepower (850 pound-feet of torque) and high output 400 horsepower (record setting 1,000 pound-feet of torque). The high-output (HO) rating is offered exclusively in the RAM 3500 equipped with the Aisin transmission option. The standard-output (SO) at 370 horsepower and 850 pound-feet of torque when matched with the 68RFE transmission option. “The Cummins name has been synonymous with technological innovation and reliability since 1919,” said Melina Kennedy, General Manager – Cummins Pickup segment. “We’re proud to introduce our most powerful 6.7-liter engine ever on the year of our centennial – setting the new standard in the heavy-duty pickup market.” Celebrating A 30 Year Partnership “In addition to celebrating 100 years of diesel engine production, we are also celebrating 30 years of powering RAM trucks,” stated Srikanth Padmanabhan, Vice President - Cummins Engine Business. “Together, RAM and Cummins have accomplished many milestones and technological advances. From the time the first prototype truck was put together in the 1980s to now, breaking the 1,000 pound-feet barrier together, exemplifies the strength of our partnership." In the last 30 years, Cummins has produced almost 3 million turbo diesel engines installed in RAM trucks, earning the respect of truck customers everywhere. The blocks are machined and engines are assembled just outside of Cummins’ global headquarters in Columbus, Indiana. Featuring the Latest in Cummins Technology Base engine improvements made to support the new higher output ratings of the next-generation 6.7L engine include a compacted graphite iron engine block that increases peak cylinder pressure capability, a new cast-iron cylinder head containing high-temperature capable exhaust valves actuated by all-new hydraulic lash adjusters in the block eliminating the need for valvetrain adjustment service intervals. The heart of the engine is a higher strength alloy crankshaft with a 10-bolt crank flange driving newly-designed forged connecting rods and new bearings which transfer power from the low-friction ring wrapped pistons. A new larger Cummins-Holset variable-geometry turbocharger optimized with heavy duty bearings, and a new compressor-side housing is a key ingredient in the new ratings pumping 33 pounds per square inch (psi) of fresh air into the engine. The new fuel-delivery system includes a new 29,000 psi (2,000 bar) fuel pump and fuel rail with Cummins Filtration “filter in filter” NanoNet® technology. .

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You have a truck with the inside-outside [engine] air intake option (with in-cab control).

2019 Ram HD Offers Most Powerful Pickup Engine Ever Heavy Duty Trucking (HDT) / January 13, 2019 Ram Commercial has boosted performance and capability of its 2019 Ram Heavy Duty (2500 and 3500) pickup trucks with a new, high-output 6.7-liter Cummins inline-six-cylinder engine with the most power of any light-duty pickup on the market. The trucks, which were unveiled at the Detroit auto show, also add more technology and interior upgrades, including the 12-inch landscape touchscreen found in the 2019 Ram 1500. The newly updated pickups will go on sale by July 1, according to Dave Elshoff, a Ram spokesman. The Ram 2500 and 3500 pickups are powered by three engines, including a pair of updated 6.7-liter inline-six cylinder Cummins turbo diesels and standard 6.4-liter Hemi V-8. A high-output 6.7-liter Cummins that tops the engine lineup produces up to 400 horsepower and 1,000 lb.-ft. of torque. Ram engineers were able to achieve a significant boost in horsepower and torque, while reducing overall engine weight by 60 pounds. The second 6.7-liter Cummins turbo diesel produces 370 hp and 850 ft.lb. of torque. The Ram HD's base V-8 gasoline engine power has been increased to 410 hp and 429 lb.-ft. of torque. The engines will deliver their power via three transmissions. Ram is pairing its high-output diesel with the Aisin AS69RC six-speed automatic that improves shift quality. The standard 6.7-liter diesel will deliver power through an upgraded Ram 68RFE six-speed automatic transmission. Ram is pairing its Hemi V-8 with a new TorqueFlite 8HP75 eight-speed automatic transmission. The increased power has boosted the hauling capabilities of the Ram HD trucks to a maximum of 7,680 pounds of payload and 35,100 pounds of tow weight. To achieve these weights, the truck would need to be equipped with the high-output 6.7-liter diesel engine. In addition to the added power, Ram has reduced overall weight by up to 143 pounds by incorporating lighter-weight materials in the frame, powertrain, and with an aluminum hood. Ram is adding a third cab, called a Mega Cab, alongside the regular and crew cab models that will offer 258 liters of interior storage capacity. Technology upgrades include a new 360-degree surround-view camera with a trailer reverse guidance view and an advanced trailer tire pressure monitoring system that accomodates up to six pickup tires (for dual rear-wheel models), 12 trailer tires, and four towing profiles. The fully redesigned interior adds the Uconnect 4C navigation system with a 12-inch screen. The trucks add more than 100 available safety features such as automatic emergency braking, a cargo-view camera, and Ram 3500 back-up sensors with wider coverage for dual-rear-wheel trucks. Ram will also offer an updated 2019 Power Wagon based on the 2500 pickup with new content such as a 360-degree camera, front-mounted WARN Zeon-12 winch, and a Power Wagon package for the Tradesman model. The trucks will be built at the Saltillo Truck Assembly Plant in Coahuila, Mexico. .

Heavy Duty Trucking (HDT) / January 14, 2019 Wabco has announced a global long-term agreement to supply its next-generation automated manual transmission (AMT) control technology to Daimler. Wabco will develop and introduce its next generation AMT control technology into Daimler‘s global truck and bus series production. With a lighter-weight, robust, and more compact design, according to Wabco, the new gearbox control unit reduces noise levels, optimizes gear shifting performance, and increases driver comfort. In addition, the new system is designed to support an extensive range of different truck types, gearboxes, and market-specific functionalities, which will support global AMT technology to further increase penetration in all regions. With more than 4 million systems sold, Wabco’s AMT solutions help to improve vehicle safety and comfort for commercial vehicle drivers. Eliminating the distraction of gear changing in diverse driving conditions and environments, the system enables drivers to fully focus their attention on the road. It also removes any performance and efficiency gaps between skilled and less experienced drivers. .

2019 Ram Heavy-Duty Pickup Muscles Its Way into the 1000-LB-FT Club Andrew Wendler, Car & Driver / January 14, 2019 Refreshed 6.7-liter Cummins turbo-diesel / all-new body and chassis With all three of the major players in the heavy-duty truck segment offering diesel pickups that have crested the 900-lb-ft torque plateau, it was only a matter of time until one of them eclipsed the magic 1000-lb-ft mark. The 2019 Ram Heavy Duty is the first to claim the title, thanks to a heavily reworked version of the venerable Cummins inline-six turbo-diesel. Hitting the 1000-lb-ft measurement right on the head in its high-output configuration, it enables a Ram 3500 regular cab 4x2 long-box dually equipped with the Max Tow package to tug a ridiculous 35,100 pounds or carry a 6570-pound payload. But there's more to the story than just raw grunt. Air Springs and High-Strength Steel The truck is essentially new from the ground up, built on a new frame that makes extensive use of high-strength steel—98.5 percent, according to Ram—for improved strength and weight savings, with six crossmembers and fully boxed rear sections. A pair of Active-Tuned Mass Modules similar to those used on the 2019 Ram 1500 help dampen vibration. Suspension upgrades include new, stronger and lighter front and rear axles, plus progressive springs and upgraded bushings. The 3500 one-ton has rear leaf springs, while the 2500 three-quarter-ton retains the coil-spring setup. Rear air springs are available, with the 2500 setup replacing the traditional springs with a pair of air springs. The 3500 supplements the leaf springs with air bags, allowing the engineers to spec a smoother-riding leaf spring when the truck is unladen. Three modes of operation control the air springs: Normal/Payload automatically detects the load and adjusts the springs accordingly, Trailer Mode allows the bed to lower about an inch to maintain a level relationship with the trailer, and Bed Mode permits lowering of the bed to simplify trailer hookup or ease loading. Riding atop that frame is a freshly restyled body that features an increased amount of high-strength steel, which, combined with an aluminum hood and other weight-saving measures, contributes to a claimed 143-pound overall weight reduction. Engineers strived for a sleeker profile and managed to come out of the wind tunnel with a 0.41 drag coefficient, the lowest ever for a Ram HD. The bodywork is exclusive, too, sharing no panels with the recently refreshed Ram 1500. Combined with new engine mounts, hydraulic body mounts at the C-pillars, active noise cancellation, new exhaust components, and the aforementioned vibration dampeners, Ram says it has lowered the ambient interior sound level by 10 decibels, a claim we will gladly confirm when we test one. Extensive revisions were also made to the electrical system, including two available dual alternator setups to make sure all the latest tech features, instrumentation, and accessories function properly and to ensure plenty of power and junction points for upfitters who reconfigure the Ram chassis for commercial and emergency-vehicle use. The interior continues the brand-wide uptick in quality and refinement started by the recently redesigned Ram 1500, emphasizing a new instrument panel, upscale materials, and a revised HVAC system that moves a higher volume of air while simultaneously reducing noise. Electric heating elements on diesel models speed up the delivery of warm air on cold mornings. The redesigned center console provides enough storage area to put a 15.0-inch laptop out of sight and offers three USB ports in front and two in back for a total of five; three of them, including one in back, communicate with the Uconnect infotainment system. A 5.0-inch screen is standard; an 8.4-incher is optional, as is a fully configurable 12.0-inch screen with unique graphics keyed to individual Ram models. Powertrains Built for Towing and Hauling Looking deeper into the powertrain, the lineup starts with a naturally aspirated Hemi 6.4-liter V-8. (The previous base engine, the 5.7-liter Hemi, has been removed from the lineup.) Rated at 410 horsepower and 429 lb-ft of torque, the 6.4 sends its output to the maker's 8HP75 eight-speed automatic transmission made by ZF. Beefed up for HD duty with additional planet gears for two of the gearsets, a reinforced torque converter, and a heavy-duty parking pawl, it uses sixth gear as direct drive and seventh and eighth as overdrives. Interestingly, the Ram HD's maximum payload figure of 7680 pounds is earned by a regular-cab long-box 3500 dually model equipped with the 6.4 gasoline Hemi V-8. It's not that the diesel couldn't handle the load, but the gasoline engine's lighter weight contributes less to the gross vehicle weight rating. Revisions to the Cummins 6.7-liter inline-six turbo-diesel are significant. Ram claims the new engine is 60 pounds lighter than its predecessor. New pistons, said to be lighter and stronger, utilize low friction rings and ride on new forged connecting rods in a new block made from compacted graphite iron. The new cast-iron cylinder head is home to new rocker arms, exhaust valves, and springs. Compression ratio for the standard output is 19.0:1; the high-output version uses a lower 16.2:1 ratio to facilitate additional boost. Speaking of which, the improved variable-geometry turbo mounts to a new exhaust manifold and is capable of delivering up to 33.0 psi of boost; the intercooler has been enlarged to the point where Ram calls it the largest ever fitted to its diesel pickups. The redesigned fuel-delivery system features a new pump running at 29,000 psi. The standard-duty model is rated at 370 horsepower at 2800 rpm and 850 lb-ft at 1700 rpm; the high-output version clocks in at 400 horsepower and 1000 lb-ft at 1800 rpm. Shifting duties for the standard-output 6.7-liter diesel fall to an upgraded version of the six-speed automatic transmission used previously. Shift quality is said to be improved by the use of variable-force solenoid controls for the torque-convertor clutch, and a new reverse accumulator improves shift feel when going from park to reverse. Additional hydraulic elements were tweaked to smooth the shift from drive to park. Buyers opting for the high-output diesel get an Aisin six-speed automatic transmission with a larger thrust bearing and additional heat treating for specific components. Choosing four-wheel drive brings a trio of transfer-case options. The 6.4-liter Hemi gasoline V-8 and standard-output 6.7-liter diesel powertrains utilize a BorgWarner transfer case with either a manual (BW-44-47) or electric (BW 44-46) shift. The low-range ratio is a 2.64:1 reduction. Harnessing the mountain of torque from the high-output Cummins requires the talents of the new and hefty BorgWarner part-time transfer case (BW 44-48) that is designed to withstand the 3500's tow rating of 35,100 pounds when equipped with the Max Tow package (trailer-brake controller, cargo-view camera, fifth-wheel hitch, 12-inch rear axle with a 4.10:1 ratio gear set, larger bearings, dual rear wheels, and a few additional items). Ram says the braking system has been upgraded with a new brake booster and master cylinder. We'll have to take Ram's word for it for now, but we can tell the front rotors measure 14.7 inches and the rears 14.1 inches and both are pinched two-piston calipers. Either way, Ram points that braking on the diesel models is aided by an integrated exhaust brake. Power Wagon and Trim Levels As usual, Ram will offer its HD pickup in Power Wagon form. Based on the 2500 4x4 Crew Cab, it brings a distinct suspension with factory lift, locking front and rear differentials with 4.10:1 gears, a disconnecting anti-roll bar, and a Warn winch with a kink-resistant synthetic cable that weighs in at 28 pounds less than a comparable steel cable. It's also still possible to order the Power Wagon content on the base Tradesman model while retaining the Tradesman design elements. Six trim levels fill out the 2019 HD lineup: Tradesman, Big Horn (rebranded as Lone Star in Texas), Power Wagon, Laramie, Laramie Longhorn, and Limited. In addition to the usual smorgasbord of tech, luxury, and utility options available a la carte, buyers can select from numerous body configurations including a regular cab with a 169.1-inch wheelbase and an 8.0-foot box, a crew cab available in either a 149.1-inch wheelbase with a 6.4-foot box or a 169.1 wheelbase with an 8.0-foot box, and Mega Cab models with a 160.2-inch wheelbase with a 6.4-foot box. There are 12 exterior colors offered, including three new ones: Billet Silver, Patriot Blue, and Diamond Black. Six new eight-lug wheel designs ranging from 17 to 20 inches are also on tap. The heavy-duty truck segment lives and dies by the numbers, and when you're talking diesels it's torque that gets the headlines. No matter that most casual owners will never come close to exploiting the maximum capability of the 1000-lb-ft beast, this is Ram's time in the spotlight. No doubt Ford and Chevrolet are already plotting strategies to knock it off its perch. Photo gallery - https://www.caranddriver.com/photos/g25858874/2019-ram-heavy-duty-pickup-photos-info-gallery/?slide=1

Power move: Ram hits 1,000 lb.-ft of torque Richard Truett, Automotive News / January 14, 2019 Grunt now needs an extra digit. The diesel pickup torque tug-of-war being waged among Detroit's truck brands lurches into 2019 with a change at the top of the leaderboard: The re-engineered 2019 Ram heavy-duty 3500 pickup arriving soon at dealerships sports the industry's first engine to crank out 1,000 pound-feet of torque. That torque figure is not a PR and marketing gimmick — although the figure will no doubt feature prominently in ads. It's an important measurement buyers who tow and haul heavy loads consider when they shop for heavy-duty pickups. The 1,000 pound-feet rating is a 70 unit bump over the outgoing 2018 truck's top torque. The engine will be optional only in the biggest, most expensive Ram, the 3500. A lower-power six-cylinder diesel will be offered along with a gasoline engine in the Ram 2500 and also the 3500. Ram is dropping the manual transmission option in the 2019 models. The power boost comes courtesy of the next-generation Cummins diesel engine. Though it remains 6.7 liters and an inline-six, the engine has been redesigned to not only boost power, but also to reduce weight, Fiat Chrysler Automobiles says. Ram, which has used a Cummins-built inline six in its heavy-duty trucks for 30 years, edges out Ford's 6.7-liter Powerstroke diesel V-8, which has a torque rating of 935 pound-feet. The 6.6-liter Duramax diesel V-8 in the redesigned heavy-duty Chevrolet Silverado and GMC Sierra pickups coming midyear is rated at 910 pound-feet of torque. When it comes to horsepower — which is more closely related to a vehicle's top speed, not its hauling capability — both the Ford and GM diesel heavy-duty V-8 truck engines outhustle the Ram's inline-six. Ford's Powerstroke heavy-duty diesel is rated at 450 hp and GM's Duramax is 445 hp. Ram is rated at 400 hp. Upgrades to the Ram's Cummins engine include: A new lighter, stronger cylinder block made of compacted graphite iron, which replaces cast iron. The new block reduces vibration and helps lower weight by 60 pounds. A hollow camshaft, new rods and low-friction bearings. Lighter and stronger pistons with low-friction rings. A redesigned exhaust manifold and improved turbocharger with higher boost pressure. Fuel injectors that can handle 29,000 pounds of pressure. One key piece of information Ram has not revealed is the price of the 3500 with the 1,000 pound-feet engine. But the price bump over lower-powered counterparts is likely to be significant, perhaps around $11,000. On the 2018 Ram 3500 with the high-output engine, the price walk looked like this: Choosing the Cummins engine over the available gasoline Hemi V-8 added $9,300. And getting the high-output diesel meant adding another $2,695. Ram's lead in torque and maximum towing may be short-lived. Ford plans to launch a redesigned Super Duty pickup second half of this year. --------------------------------------------------------------------------------------------------------------------------------- Putting on muscle 1989 Dodge launches Cummins diesel in the Ram pickup Horsepower: 160 with auto transmission (175 with manual) Torque: 400 lb.-ft. 2001 High-output Cummins engine introduced Horsepower: 235 Torque: 505 lb.-ft. 2011 Horsepower: 350 Torque: 800 lb.-ft. 2016 Horsepower: 385 Torque: 900 lb.-ft. 2018 Horsepower: 385 Torque: 930 lb.-ft. 2019 Cummins engine redesigned Horsepower: 400 Torque: 1,000 lb.-ft. .

Go ahead and laugh. What could I possibly know? Good day sir.

That’s what the western press said....yes. Not the true situation on the ground.

I was there during the Olympics,. Having toned down the rural factories in surrounding Hebei, the air quality was pretty good. Pooh hasn’t been banned.....don’t believe everything you read.