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Chapter 1: The beginning of something greater Scania Group Press Release / 15 January 2019 Line 6 in Östersund is a newly established 14-kilometre long main bus route that runs from Torvalla, south of the city, through the city centre and to the newly built Brittsbo district in the north. The route is operated by Nettbuss, with electric buses from Scania. Line 6 in Östersund is a newly instated 14-kilometre long main bus route that runs from Torvalla, south of the city, through the centre and to the newly built Brittsbo district in the north. This route is operated by Nettbuss, with electric buses from Scania. Since Line 6 began its operations in March 2018, three electric buses have rolled 120,000 kilometres. More than 300,000 travellers have commuted silently to and from their jobs – with zero emission. “In the beginning of 2019, we will add another three of Scania’s electric buses to Line 6. Our plan is to open another electric bus route at Frösön, where Östersund’s Airport is located”, says Anne Sörensson, Climate Coordinator and Project Manager for the electric bus project in Östersund .“This is only the beginning of something greater,” she adds. “We are also exploring the possibility of using electric buses at the two world championships that Östersund and Åre will host in the beginning of 2019: The FIS Alpine World Ski Championships 5-17 February, and IBU World Championships Biathlon 7-17 March. It takes a great deal of planning, as well as adding mobile charging stations at the airport and in Åre. Offering fossil free transport during these major events would be amazing”. The electric buses are an important piece of the puzzle in electrifying the entire transport sector in Östersund. “We invested early in charging infrastructure for electric cars and have now moved to electric buses. We see electrification as an important part of Östersund’s mission to be fossil fuel free in 2030. It is a very ambitious target”, Anne Sörensson continues. “Sustainable transport is about moving people and goods while contributing to economic and social development without risking the environment or people’s health and safety. We are approaching a tipping point, where new technology, new business models and sustainable transport are taking off across the board,” she says. In Östersund, the transition to fully fossil fuel free transport is driven by a partnership between the municipality, companies, organisations, regional and national authorities. Since 2015, municipalities and county councils in Sweden can seek funding from The Swedish Transport Administration to promote sustainability through urban environment agreements. The ideal application should take a holistic approach to promoting sustainable urban environments and sustainable travel. Charging infrastructure for electric buses may be included in the city’s environmental agreements, if they are a part of a larger solution with other public transport facilities, such as dedicated bus routes with bus stops and signal systems. How the project started In the first round of applications in 2015, Östersund’s municipality was granted co-financing for an electric bus line. One of the reciprocal requirements was that it should be completed by 2018. To find suitable vehicles, it was natural for the project group to visit the Scania headquarters in Södertälje. With close to 100 per cent of the existing city bus lines and extensive regional testing of new vehicles and solutions, Scania was already very much present in the Östersund municipality. They eventually selected the model Scania Citywide Low Floor, which was introduced at the world’s largest bus fair Busworld in Kortrijk, Belgium, at the end of 2017. After seven months of operational experience, Anne Sörensson is extremely satisfied with the electric bus system, claiming that it has fulfilled all of their requirements. “We began last winter when it was minus 30 degrees Celsius and we have operated in 30 degrees Celsius weather over the summer. The vehicles have worked flawlessly over a span of 60 degrees!” “And it has been rewarding to see how satisfied the locals are. Their only complaint is that now the old buses are too loud”, adds Anne Sörensson. .

Scania Group Press Release / 17 January 2019 The grayling, the trout and the osprey are back in Billsta stream, where three small-scale power plants produce local renewable energy for Östersund’s electric buses. This small city in the middle of Sweden, located some 560 kilometres north of the capital Stockholm, is developing a sustainable transport system for the future that is partner-driven and combines ecological, economic and social sustainability. For the locals, the reborn wildlife in Billsta stream is the icing on the cake. First and foremost, they are proud of being at the forefront of developing sustainable transport systems for the future. The electrical bus project in Östersund shows that you can combine public transport with modern environmental requirements, efficient renewable hydropower and high natural values. In partnership and cooperation with different stakeholders, a solution has been developed that benefits nature, energy production and transport.

https://www.bigmacktrucks.com/topic/22128-en-471-gas-motor-questions/

Power Torque Magazine / January 2019 Burrumbuttock Hay Runners organiser Brendan Farrell has taken delivery of a Freightliner Coronado ahead of another hay run to the Queensland outback. Freightliner has lent Mr Farrell the Coronado 122 for summer so he can continue his tireless work helping Australian farmers through tough times. In addition to his role helping drought-stricken farmers, Brendan is also an owner-driver and has already put the Coronado 122 to work. The Coronado 122 will also be used to carry hay for the 15th Burrumbuttock Hay Run to be held on January 26, which will deliver hay to farmers in Quilpie and surrounding areas in South West Queensland. The scale of the operation is hard to comprehend, with Mr Farrell expecting a fleet of 300 volunteer truck drivers delivering more than 10,000 large hay bales. Freightliner was quick to organise a truck for Mr Farrell when it heard his own two older trucks were off the road. “Brendan has been helping Aussie farmers for years in a truly selfless manner,” says Freightliner Australia Director, Steve Downes. “When we heard he was having truck trouble, it was a no-brainer to help him out with a Freightliner for a few months. We know the Coronado is tough enough to do this important work and we know Brendan will love driving it.” Brendan has completed several runs in the Coronado 122, which was built to road train specification. He is impressed. “This is Mickey Mouse compared to my old trucks,” he says. “It is so comfortable to drive, and to sleep in. I’m doing a lot of kilometres, so it’s important to be able to get a good rest when I pull up.” Brendan says the Coronado’s 15-litre Detroit engine “has plenty of horsepower.” He is also pleased that it has been fitted with an 18-speed Eaton manual as he still enjoys shifting gears himself. “It’s bloody beautiful – a real nice looking truck,” he says. For information on helping out with the Australia Day hay run or donating to the cause, head to the Burrumbuttock Hay Runners’ Facebook page. .

Owner-Driver / January 18, 2019 Owner//Driver reader Arnold reckons the old gear needs to stay... Contrary to the call by Todd Hacking, Heavy Vehicle Industry Australia CEO, to adopt new prime movers, the undersigned advocates to keep those reliable old girls (in good working order) working hard. The reason? The old girls are inherently safer and are void of EGR, DPF, CRs, ABS, EBS, ESC and precariously located full flow large capacity fuel filters and return line fuel coolers. Hence the old girls are inherently considerably more reliable. Hence use those old girls to haul refrigerated and time sensitive loads. Why? Because new prime movers have the tendency to stop road side simply because a relatively trivial sensor has tripped or become inoperative due to say dirt or moisture ingress or due to excessive ambient heat load. Definitely, keep all the old rust free chassis with chassis numbers and VIN numbers operating. Upgrade the drum brakes on the old girls to disc brakes and install or upgrade the drive air suspension to dynamic load sharing standard. The latter modification is strongly recommended as it will confidently put 30kW of extra power to the tyre road contact where it is needed. Namely, should the standard drive air suspension be maintained the 30kW of power is otherwise dissipated in the driveline so eroding fuel economy. Another major advantage of opting for dynamic load sharing air suspensions is that the prime mover will ride and handle considerably better. Why? Because the extent of prime mover pitching will be greatly reduced. Here it must be noted pitching greatly governs the extent of driver fatigue, front axle suspension thump out, bump steer and roll steer. So keep those smiles to yourself and your bottom line as you pass those new prime mover powered rigs parked road side awaiting an after-hours’ service call out. Furthermore does the very mention of mandatory EGR, DPF, CRs, ABS, EBS and ESC really urge you to race out and buy a new prime mover? .

Cadillac: ‘We've got one chance' Micahel Wayland, Automotive News / January 21, 2019 Returning Cadillac to some measure of its previous glory, and positioning it as an EV leader, promise to be a heavy lift. DETROIT — Behind General Motors' bold pronouncements about a high-tech, electrified future for Cadillac lies a grimmer reality: Despite a decade of similar efforts to elevate and transform the brand, it remains in fragile shape. Strong China results lifted Cadillac to record global volume last year, but U.S. sales for the quintessentially American luxury marque were down for the third straight year, and 2018 marked another upheaval of its executive ranks. But Americans love a comeback story, and Cadillac, led by GM President Mark Reuss and brand chief Steve Carlisle, is promising to deliver one — first, through an influx of new and freshened sedans, crossovers and SUVs, and then through leadership of GM's charge toward all-electric vehicles. Cadillac this month previewed an electric crossover expected in 2021 that will be the first vehicle to ride on GM's next-generation EV platform. "We've got one chance. This is it," Reuss told Automotive News last week. "We will leave nothing on the table, but we've got to get there. ... We're going to get there." Reuss and Carlisle expect to succeed where others have failed by leveraging Cadillac's growing popularity and profits in China, which became Cadillac's top market in 2017. They'll be building on an aggressive product plan orchestrated by Johan de Nysschen, the former Audi and Infiniti executive who left a plodding brand-building effort unfinished when he was ousted as Cadillac's president in April. At the same time, they're erasing some hallmarks of the previous leadership era, during which Cadillac moved its headquarters to New York, embraced esoteric marketing and sought more autonomy from executives in Detroit. Cadillac is now giving up its New York presence entirely and relocating to a refurbished building in suburban Detroit. Reuss took oversight of Cadillac from then-GM President Dan Ammann in June. Cadillac Chief Marketing Officer Deborah Wahl, who returned to the auto industry after a 10-year hiatus to succeed Uwe Ellinghaus last year, is bringing more upbeat, less-pretentious marketing and advertising to the brand. Cadillac is still dogged by a reputation as a large-car brand, she said, but there are "pieces of its heritage that are still strong in people's mind." Returning Cadillac to some measure of its previous glory and positioning it as an EV leader promise to be a heavy lift. It means going up against not only the traditional luxury leaders from Europe, but also electrification pioneers with far stronger brands that are establishing beachheads in high-performance or luxury EVs, including Tesla, Mercedes-Benz, BMW and Porsche. Cadillac's performance against luxury rivals during its current three-year product blitz will either build a firmer foundation for the brand to make that climb into EVs or bury it in an even deeper hole. Head-scratcher Aston Martin CEO Andy Palmer, who is leading the launch of Lagonda as a zero-emission luxury marque, is skeptical that Cadillac can break through. "There's a real disadvantage of being a premium brand inside a mass company," the former Nissan executive said last week at the Automotive News World Congress. "Basically, Cadillac inside of GM, Lincoln inside of Ford or Infiniti inside of Nissan — none of them will make it." Within a mass-market company, Palmer said, such brands are forced to push sales volume and profits for the company, even when it risks undermining the brand with incentives. Brands such as Mercedes-Benz and BMW, he said, don't have that problem. In 2018, Autodata estimates, Cadillac's incentives averaged nearly $8,900 per unit sold — among the highest in the auto industry. BMW and Mercedes-Benz were both at roughly $5,750. As Cadillac unveiled the XT6 three-row crossover last week in Detroit, there were already murmurs that it may not be up to the challenge. A long-awaited vehicle in a fiercely contested segment, it opened to middling reviews for its performance numbers, technology and conservative design, similar to the response that greeted the XT4 compact crossover when it launched last year. "There's no reason why the XT6 can't sell well," said Stephanie Brinley, IHS Markit principal analyst. "But when you think of Cadillac as the leading technology brand, it doesn't have as much technology as some of its competitors." Given the amount of time Cadillac spent on the vehicle, and its being on an established platform — shared with the midsize XT5 and other large GM crossovers — the lack of innovations "leaves you scratching your head a little bit," Brinley said. Missing from the XT6, for example, is Super Cruise, the hands-off driver-assistance system for highways that launched in 2017 on the Cadillac CT6 sedan. It's designed for the kinds of long-haul road trips that a family might take in an XT6. ‘The way it is' Reuss, who last year announced the technology would expand across Cadillac's lineup beginning in 2020, made no excuses for the technology not being on the XT6. "I'm very respectful of all the people who have worked on Cadillac in the past [and] work on it now," said Reuss, who has led GM's product development arm since 2013. "I will take all the heat for it not being there, and that's the way it is." Removing excuses has been part of Reuss' plan since he took oversight of Cadillac last year. It's one of the reasons why he says it was important to move Cadillac's headquarters back to Michigan after the four-year run in New York. The move back, he said, eliminates travel time and moves Cadillac's leadership right across the street from the GM Technical Center just north of Detroit, the automaker's epicenter for product design and development, including battery EVs. "Nothing against New York, but we need really talented people to ... bring Cadillac to a different place than it's been in my entire career, frankly," Reuss said. "I'm trying to eliminate all the excuses of why we're not. And that's one of them." .

https://www.bigmacktrucks.com/topic/54727-from-2009-the-cias-communications-suffered-a-catastrophic-compromise/?tab=comments#comment-408828

The spin-on filters, all with the same proud Mack graphics, were available from Fram or Hastings via a "ship direct" program.......the dealer's choice.

We had Howard Sober (our forwarder) set up a facility at the Port of Wilmington (Delaware) where the Mid-Liners came in. Sober would deck them as 3-ways (2 trucks piggybacking a third truck on the ground). Back at the beginning, most were MS200Ps. I ran many 3-ways up the extension to Allentown and was very impressed with the engine's willingness to pull and the top end, and this all with the Spicer 5-speed.

None of the Mid-Liner transmissions had an odd shift pattern. European Spicer 5052A (5-speed - MS200/250) BDSL5552A (5-speed - CS200/250) BDSL2142 (5-speed - MS/CS300) BDSL2152 (5-speed paired with 2-speed rears) Eaton 4106B (6-speed - MS/CS-200/250) BDSL181 (6-speed - MS/CS-300) BDSL2052R (splitter type 10-speed)

That's a massive distortion of the truth Bob.

Renault 9.8 liter MIDR 06.20.45

Penske, Ryder and numerous other fleets loved them, and local customers waited in line for Penske and Ryder trade-ins.

I have no idea what you're talking about and I know my Mid-Liner transmissions. The Renault 10-Speed BDSL2052R splitter type transmission, fully synchronized and paired with an air-assisted clutch, was an absolute pleasure to operate, alike the pedigreed splitter type TRDL1070 10-speed.

Incestuous......abortion........I myself don't care for that language here. The Mid-Liner was an absolutely superb product that served Mack very well. I'm sorry your Mid-Liner experience did not allow you to realize that.

An early 1990s model "G330" series. Another example:

Allison Press Release / December 13, 2018 One of Australia’s largest fleets of Allison-equipped distribution trucks enjoys greater safety and efficiency, lower maintenance costs MELBOURNE – Australia Post and its parcel and logistics subsidiary, StarTrack, operate a fleet of more than 800 Fuso Fighter medium-duty trucks equipped with Allison fully automatic transmissions for improved safety and efficiency. The Australia Post fleet delivers mail and parcels in urban areas where heavy traffic makes automatic transmissions essential, said Terry Bickerton, national fleet manager for Australia Post and StarTrack. “We’ve introduced Allison automatics into our operations because of their reliability and the safety benefits they offer. There are also lower maintenance costs when compared with manual vehicles.” Designed for severe, high start-stop duty cycles, Allison fully automatic transmissions use a torque converter for launching so there is no mechanical clutch to wear out. Our extended service intervals consist of just oil and filter changes, keeping vehicles on the job longer. An Allison Automatic makes vehicles easier to maneuver, increasing uptime and while improving productivity. “The feedback we’ve had from our drivers is that automatic trucks help with reducing fatigue and are easier to operate in metropolitan areas. The Allison automatics make it easier for our drivers to concentrate on maneuvering their truck in city traffic by removing the need for them to worry about gear changes,” Bickerton added. In addition, Allison Automatics have improved transit times in heavy traffic environments “as they allow the truck to accelerate up to a safe operating speed faster with greater efficiency,” said Bickerton. Australia Post and StarTrack deliver more than 3 billion items a year and operate a network of more than 4,000 post offices and 15,000 street post boxes, with a staff of more than 50,000 people. .

U.S. Dept. Of Defense / January 17, 2019 Talbert Manufacturing Inc.,* Rensselaer, Indiana, was awarded a $360,249,853 firm-fixed-price contract for the procurement of M872A4 semitrailers and associated items. Bids were solicited via the internet with one received. Work locations and funding will be determined with each order, with an estimated completion date of Jan. 16, 2024. U.S. Army Contracting Command, Warren, Michigan, is the contracting activity (W56HZV-19-D-0036). https://dod.defense.gov/News/Contracts/Contract-View/Article/1734769/

Defense Blog / January 18, 2019 Talbert Manufacturing Inc. is to deliver a batch of M872-series trailers to the U.S. Army under a new $360 million contract. According to a statement released by the U.S. Department of Defense (DoD) on 17 January, the Talbert Manufacturing Inc. was awarded a $360 million contract for the procurement of M872A4 semitrailers and associated items. Also noted that work locations and funding will be determined with each order, with an estimated completion date of Jan. 16, 2024. Trailer maker Talbert Manufacturing landed a major contract from the U.S. Army Contracting Command. The 80-year-old company at 1628 W. State Road 114 in Rensselaer, Indiana makes a wide variety of trailers for moving goods by truck, including for hauling building materials, pipes, hazardous materials and nuclear materials for commercial, military, government, aerospace and energy end users. Its custom trailers, such as 13 axle trailers, gooseneck trailers, east/west coast spread axle trailers, lowboy trailers, dual capacity trailers and hydraulic tail trailers, are sold at dealerships nationwide. .

All-Electric Ford F-150 Confirmed Joey Capparella, Car & Driver / January 17, 2019 Ford president Jim Farley told investors on January 16 that a battery-electric version of the F-150 is coming. A hybrid version of the truck has been promised for 2020. There are no mechanical details about the Ford F-150 EV at this point, as little information exists about Ford's impending plans to offer several new electrified models across its lineup. The electric F-150 is likely to share some components with the upcoming Mustang-inspired electric crossover, but the truck will need a larger battery pack and a more powerful electric motor to support its size and meet expectations for towing and hauling duties.

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Volkswagen Group Press Release / January 14, 2019 The all-electric MAN eTGM is now in use at the Porsche headquarters in Stuttgart-Zuffenhausen The tractor-trailer rolls ever so quietly from the Porsche factory in Zuffenhausen and marks the beginning of a new era: With the delivery of the all-electric MAN eTGM to Porsche, the logistics operation of the sports car manufacturer has reached a new level of sustainability. The MAN eTGM is the first such vehicle in Germany that is designed for everyday operations. The emission-free and nearly silent semi-trailer tractor will complement the commercial vehicle fleet used by production logistics in Stuttgart-Zuffenhausen. The Porsche headquarters is focused completely at the moment on preparations to produce the first all-electric Porsche. TRATON is committed to facilitating sustainable transportation with efficient, reliable solutions. These solutions include internal combustion engines that use alternative fuels and all-electric drive systems. “By integrating the e-truck into production logistics, Porsche has taken another step toward becoming a zero impact factory,” said Albrecht Reimold, the Member of the Board of Management responsible for production and logistics at Porsche AG. It is Porsche’s ambition as a company to leave behind the smallest possible carbon footprint along the entire value chain. The company must initiate a number of measures and reach a range of milestones on its way to becoming a zero impact factory. As part of its commitment, all of Porsche’s production sites have been only using energy produced from renewable sources since 2016. Porsche is also working to electrify its logistics vehicles – including vans, trucks and forklifts. The first all-electric tractor-trailer represents a quantum leap in the company’s efforts to make its logistic operations sustainable. The battery-powered truck delivered on December 14 in Stuttgart is a MAN eTGM 18.360 4x2 LL, a tractor-trailer combination that can weigh up to 32 tons on the road. Its lithium-ion batteries can store up to 149 kWh and give the eTGM a range of 130 kilometers. With this e-truck for Porsche, MAN is moving along its e-mobility roadmap. Starting in 2019, the company plans to launch a small series of the MAN eTGM that will be tested by various customers. The commercial vehicle specialist will apply the knowledge it has gained at Porsche to this first small series of vehicles that are planned for 2019. Dr. Manuel Marx, the Head of Vehicle Development at MAN, says: “The MAN eTGM represents a huge step in the effort to prepare electric commercial vehicles for series production. It will also show just how well these vehicles can perform on the job every day. The knowledge we gain together with Porsche from regular plant logistics will flow into other vehicles that will be used for customer tests in 2019. We are passionately working on our e-trucks.” The strengths of electric vehicles range from low noise levels and CO2 neutrality to reduced wear and decreased maintenance needs. Thanks to recuperation, that is, the recovery of energy during braking through an alternator, the electric vehicle can decelerate without using mechanical brakes and does not experience any wear on the brakes in the process. The eTGM will be used in logistics operations on a nearly 19-kilometer-long route that runs between the site at Freiburg am Neckar operated by the logistics partner LGI and the Porsche plant in Stuttgart-Zuffenhausen. The charging station for the electric truck is also located in Freiberg. It is the first model of the new rapid-charging infrastructure that the joint venture Ionity will operate in the future. For this logistics application, the charging power is designed for a maximum of 150 kWh, enough to recharge the truck for its next 100 kilometers of service in 45 minutes of charging time. This will ensure smooth operations. .

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