kscarbel2

I'd have to see the knob and HVAC assembly to be clear.

Navistar downgraded today to Sell from Neutral Goldman Sachs analyst Jerry Revich downgraded Navistar International to Sell and lowered his price target for the shares to $23 from $43. The analyst recommends an increasingly selective approach for the Americas Machinery, Engineering & Construction sector in 2019 amid growing signs of oversupply.

A unique case, the C15 was available on CAT trucks in Australia because the country is Euro 5. But they are heading to Euro 6 and indeed many truckmakers are now selling Euro 6 product there anyway, including Scania. China is Euro 6 in the major cities and heading for nationwide soon. They're using Euro 6 tech to reach Euro 5, so the nationwide jump to Euro 6 will be a blink. The EU of course is Euro 6, where the trucks generally speaking have no issues. Remember EPA2007 and all the EGR issues? American Macks had windshield washer reservoirs melting under the hood. EPA2007 was the equivalent of Euro 5. EU operators had a choice of SCR or EGR. The Scania and MAN EGR trucks had no issues.

In addition to the Scania-Vabis tag, is there a Mack tag? Being a DS, it should be turbocharged.....I'd assume it is a ENDTF475, rated at 216 horsepower. With the information off the Scania-Vabis tag, Scania North America could be of assistance. Are you related to former Mack Trucks Vice President Rick Kilgore?

Yes, they are using it. The systems used in Europe and China for example (two of the three major truck markets), are generally trouble-free. One aspect of the US market is the low expected price point for trucks. The result is often cheaper systems with lower reliability.

So it's a 1997 MS300P (straight truck) or MS300T (tractor). You didn't share the information off the engine data plate......I assume it says E3-220. Again, I'd call Volvo Group's Mack brand customer service at +1 (866) 298-6586 and tell them your dealer is unable and/or unwilling to assist you.

Marketwatch / December 10, 2018 The Paradox The Fed “should” raise rates because the economy is strong, near full employment, even though markets see early signs of a downturn. Nothing about the jobs report changes that — even though headline job gains were low, manufacturers added 27,000 jobs, suggesting that, despite General Motors’ GM, -2.83% big layoff announcement, the trade wars haven’t yet hit employment. Merrill still sees the unemployment rate falling to 3.2% next year as wages rise 3.5%. But the Fed “shouldn’t” raise rates because higher rates’ impact on housing would only worsen with more hikes. Friday’s consumer-confidence report from the University of Michigan says consumers’ expectations for future economic conditions are cooling off, which could be bad for everything from cars to restaurants. Interest rates are a big part of that. And because the unpredictable president and his off-and-on trade war aren’t getting any easier to figure out. The temptation is for monetary doves to say we told you so. If the Fed had moved more slowly, consumers would be more capable of picking up the slack as business investment stumbles on trade worries. It would be a better time for the Fed to raise rates, off of a lower base. But in the world we live in, the Fed has already made housing and cars more expensive, with the biggest risks from Trump still waiting to be quantified. In preparing for a Ghost of Recession (or Inflation) Future, it overlooked the bogeymen haunting 2019’s economy now. It’s going to be a muddle because the Fed has done too much already.

VW-Ford talks are gaining steam Michael Martinez, Automotive News / December 10, 2018 DETROIT — As Ford Motor Co. has tried to downplay its ongoing talks with Volkswagen Group, VW CEO Herbert Diess keeps upping the ante. Besides the potential for cooperating on commercial vehicles and sharing platforms for electric vehicles and pickups, Diess last week revealed that VW is eyeing access to Ford's U.S. manufacturing footprint, too. Since June, VW and Ford have been exploring a strategic alliance that could alter the global automotive landscape. Ford is looking to shed money-losing operations and streamline its work force, and sharing costs on redundant operations with VW would help speed that overhaul. VW, in turn, wants to increase its U.S. production and could use the help of an automaker well-versed in building the type of rugged SUVs and pickups that American buyers demand. After months of Ford demurring on any discussion of what the talks could produce, Diess' comments about using some Ford plants led Executive Chairman Bill Ford to acknowledge that something important might be budding. Ford said he didn't want to overstate the companies' progress but that the talks were going "really well." He added: "The culture fit is good." That's no small endorsement in an industry that has had all manner of alliances, partnerships and mergers collapse because the participants couldn't mesh. Ford, like many automakers, has been working to keep up with shifts in consumer behavior that threaten to upend the delicate balance between demand and manufacturing capacity. General Motors has too many underused plants, and Fiat Chrysler Automobiles is so maxed out that it might open Detroit's first new assembly plant in 27 years. Ford's phaseout of sedan production and shift to more light trucks has left it with some openings that VW could fill, but Diess' options are much more limited than they would be at GM. Most of Ford's U.S. plants are humming along at — and in some cases, over — ideal capacity. LMC Automotive says the automaker's North American utilization rate, including plants in Mexico and Canada, is at an impressive 81 percent. "We really manage that tightly," Ford CEO Jim Hackett told reporters last week. "I'm proud where we're at in our utilization right now." Both automakers declined to elaborate on Diess' comments, but factoring in what they have said about a potential tie-up, only three U.S. Ford plants — two in Michigan and one in Missouri — could realistically accommodate VW production. In June, the companies said their alliance would cover joint development of commercial vehicles for Europe. Diess later confirmed that VW was considering a global successor to its Amarok pickup based on Ford's Ranger, and Bloomberg has reported that the two may also collaborate on autonomous vehicles. 3 plants All of those actions involve operations at Ford's plants in Michigan and Missouri. The likeliest candidate to be involved is Michigan Assembly, which is newly converted to build body-on-frame Ranger pickups and Bronco SUVs. Jeff Schuster, LMC's president of global forecasting, said the plant's 400,000-unit annual capacity would leave room for more product even after the Ranger ramps up and Bronco output begins. It also would fill a weakness in VW's U.S. lineup. VW's Chattanooga plant builds the unibody Atlas crossover and the Passat sedan. VW is debating whether to offer its U.S. dealerships a small body-on-frame pickup based on the Ranger or a unibody pickup that would closely follow the Tanoak concept unveiled in March. Diess in November told Automotive News that a unibody pickup in the U.S. was "probably still a bit risky," but that the final decision would be up to VW's new North American CEO, Scott Keogh. Ford's Flat Rock Assembly Plant in suburban Detroit could be another option. It's the sole global source of the Mustang and Lincoln Continental, but Ford is cutting output to one daily shift in the spring because of weak demand. Even on two shifts today, Flat Rock has a utilization rate of only 49 percent, according to LMC. New product is on the horizon for Flat Rock, however. The site is getting a $900 million investment to build Ford's commercial autonomous vehicle slated for 2021. If VW wanted to partner on self-driving vehicles, that work likely would happen in Flat Rock. The Kansas City Assembly Plant in Missouri, running at just 63 percent utilization, also would make sense. It builds the F-150 and Transit, two huge players in the commercial-vehicle market in which VW is interested. Ford idled its Transit line for two weeks in October in response to slower commercial orders. Plenty of room Questions about possible plant sharing remain. VW has plenty of room at its North American plants, which are running at 71 percent capacity. It's unclear how much volume VW is looking to add, as well as what workers it would use. Any agreement presumably would require approval from the UAW, which has been trying unsuccessfully to organize VW's Chattanooga plant. Diess made his comments during a visit to the White House to discuss the company's U.S. ambitions, as President Donald Trump presses for more investment in manufacturing here. "I think there's certainly some political posturing — 'Look at us. We love the U.S.' — so I think it was done very deliberately around that meeting," Schuster said. "But coming from a German company that probably needs to be careful with what it says and does right now, I would be shocked if that was said without some substance behind it." ---------------------------------------------------------------------------------------------------- Capacity issues Shifts in consumer demand have made it harder for the Detroit 3 to keep their plants running efficiently. Ford could share some underused plants with VW, GM has too many car plants running inefficiently and FCA needs more capacity to make Jeeps. Plant 2018 utilization Ford Avon Lake 87% Chicago 152% Dearborn Truck 115% Flat Rock 49% Kansas City (van) 63% Kansas City (pickup) 102% Kentucky Truck 102% Louisville 91% Michigan 25% GM Arlington 138% Bowling Green 27% Detroit-Hamtramck 37% Fairfax 48% Flint 84% Fort Wayne 78% Lansing Delta Township 89% Lansing Grand River 33% Lordstown 30% Orion 34% Spring Hill 80% Wentzville 124% FCA Belvidere 95% Jefferson North 130% Sterling Heights 92% Toledo North 87% Toledo Supplier Park 9% Warren 46%

I get what you're saying. Now that said, as an American who has sold trucks around the globe, I personally have come to care (find huge interest) in what is going on in all global markets. And, truth be told, the three largest global truck markets are converging.

Investigation into generic "cartel" expands to 300 drugs Christopher Rowland, The Washington Post / December 9, 2018 Executives at more than a dozen generic-drug companies had a form of shorthand to describe how they conducted business, insider lingo worked out over steak dinners, cocktail receptions and rounds of golf. The “sandbox,” according to investigators, was the market for generic prescription drugs, where everyone was expected to play nice. “Fair share” described dividing up the sales pie to ensure that each company reaped continued profits. “Trashing the market” was used when a competitor ignored these unwritten rules and sold drugs for less than agreed-upon prices. The terminology reflected more than just the clubbiness of a powerful industry, according to authorities and several lawsuits. Officials from multiple states say these practices were central to illegal price-fixing schemes of massive proportion. The lawsuit and related cases picked up steam last month when a federal judge ruled that more than 1 million emails, cellphone texts and other documents cited as evidence could be shared among all plaintiffs. What started as an antitrust lawsuit brought by states over just two drugs in 2016 has exploded into an investigation of alleged price-fixing involving at least 16 companies and 300 drugs, Joseph Nielsen, an assistant attorney general and antitrust investigator in Connecticut who has been a leading force in the probe, said in an interview. His comments in an interview with The Washington Post represent the first public disclosure of the dramatically expanded scale of the investigation. The unfolding case is rattling an industry that is portrayed in Washington as the white knight of American health care. “This is most likely the largest cartel in the history of the United States,” Nielsen said. He cited the volume of drugs in the schemes, that they took place on American soil and the “total number of companies involved, and individuals.” The victims were American health-care consumers and taxpayers, who foot the bills for overcharges on common antibiotics, blood-pressure medications, arthritis treatments, anxiety pills and more, authorities say. The costs flowed throughout the system, hitting hospitals, pharmacists and health insurance companies. They hit consumers who lack prescription drug coverage and even those with insurance, because many plans have high deductibles and gaps on prescription drug benefits. In just one instance of extraordinary cost spikes, the price of a decades-old drug to ease asthma symptoms, albuterol, sold by generic manufacturers Mylan and Sun, jumped more than 3,400 percent, from 13 cents a tablet to more than $4.70. The example is documented in a lawsuit brought against the generic industry by grocery chains including Kroger. “Everyone is paying the price,” Nielsen said. He offered a single word to explain the behavior: “Greed.” While precise estimates of alleged overcharges have not been released, generic-industry sales were about $104 billion in 2017. Excessive billings of even a small fraction of annual sales over several years would equal billions of dollars in added costs to consumers, according to investigators. Generic manufacturers reject the accusations. They contend officials lack evidence of a conspiracy and have failed to prove anti-competitive behavior. Among the 16 companies accused are some of the biggest names in generic manufacturing: Mylan, Teva and Dr. Reddy’s. Mylan denied wrongdoing in an emailed statement. Sun, Teva and Dr. Reddy’s did not respond to requests for comment. In a court filing, Teva said allegations of a price-fixing conspiracy “are entirely conclusory and devoid of any facts.” But investigators say voluminous documentation they have collected, much of it under seal and not available to the public, shows the industry to be riddled with price-fixing schemes. The plaintiffs now include 47 states. The investigators expect to unveil new details and add more defendants in coming months, which will put more pressure on executives to consider settlements. Two former executives of one company, Heritage Pharmaceuticals, have pleaded guilty to federal criminal charges and are cooperating with the Justice Department in a parallel criminal case. A Justice Department spokesman declined to comment. The alleged collusion transformed a cutthroat, highly competitive business into one where sudden, coordinated price spikes on identical generic drugs became almost routine. Competing executives were so chummy they had an alphabetical rotation for who picked up the tab at their regular dinners, according to a person familiar with the investigation who spoke on the condition of anonymity because the case remains under investigation. Annual trade conferences and “Girls Night Out” cocktail meetings were other prime opportunities to swap sensitive information about markets and prices, according to court documents. “It’s particularly ironic since the whole idea of generic drugs was we would get a lower price,” said Henry Waxman, the Democratic former California congressman who co-wrote the 1984 law establishing the Food and Drug Administration’s rules for generics. “If generic versions are higher than need be through rigged systems, that undercuts the whole idea.” Generics account for 90 percent of the prescriptions written in the United States but just 23 percent of costs, according to the industry trade group, the Association for Accessible Medicines. And generic drugs do act as a check on soaring drug bills fueled by brand-name manufacturers. In the Medicare prescription-drug program, according to a government study, prices on a benchmark set of older generic drugs dropped 14 percent between 2010 to 2015. But for some generic manufacturers, the anti-competitive agreements drove up prices on most, if not all, of the products they sold, according to the states. Officials say they have documented price increases of up to 2,000 percent. Throughout 2013 and 2014, soaring generic prices sparked consternation at drugstores and among state and federal lawmakers. Independent pharmacists said they were dismayed to learn of the price-fixing allegations. “There’s old, old drugs that have been around a long time, and all of a sudden their price has increased by hundreds of percent and we don’t know why,” said J.D. Fain, owner of Pieratt’s Pharmacy in Giddings, Tex., a small town an hour drive east of Austin. Unlike the brand-name drug industry, which gets years of patent exclusivity for novel drugs, generic companies operate in a market that was designed to save consumers and taxpayers large sums through aggressive competition. When the FDA grants approval for a generic product, the first company in the door gets six months of exclusive rights to market the drug. The price discount from the brand-name product is relatively small, say 10 percent. Prices plunge as much as 50 percent once a second generic enters the market, the FDA has estimated. And by the time six or seven generic companies are competing on a particular drug, the price has declined 75 percent. Rigging the market has turned that model upside down for some drugs, state officials say. “It makes me angry,” said Eric Belldina, an operator of pharmacies in Masontown and Morgantown in West Virginia. “Most people think when their prices go up it’s because of a raw-ingredient shortage, not thinking the companies are sitting down, saying, ‘Hey, let’s do this.’ ” The states’ lawsuit contains particularly pointed allegations against Mylan and its president, Rajiv Malik, who is personally named as a defendant. Mylan faced public scrutiny in 2016 for raising the price of its EpiPen, to treat allergic reactions, by about 500 percent. Although the EpiPen was not a generic product at the time, the outcry from physicians, patient groups and members of Congress drew negative attention to the second-largest generic manufacturer. While traveling in the United Kingdom in 2013, Malik took a phone call from an executive of a competing firm, Heritage, the states say in their lawsuit. Heritage had won FDA approval to market a version of the antibiotic doxycycline called Doxy DR, which is used to treat acne and a long list of infections. That would put it in direct competition with Mylan for sales of the drug. During the transatlantic phone call, Malik and the Heritage executive, Jeff Glazer, agreed to divide up the sandbox, the U.S. market for sales of Doxy DR, according to the lawsuit by states and similar complaints by independent pharmacies and grocery-store chains. During subsequent conversations, according to the complaints, Mylan agreed not to sell Doxy DR to CVS and the wholesaler McKesson — sales volume worth about 30 percent of the U.S. market for the drug. As part of the alleged deal, Heritage agreed not to set a low price. Without a reduction in price, U.S. consumers ended up the biggest losers in the deal. Mylan said it has no evidence its executives did anything wrong. “We have been investigating these allegations thoroughly and have found no evidence of price fixing on the part of Mylan or its employees,” the company said in a statement. “Mylan has deep faith in the integrity of its president, Rajiv Malik, and stands behind him fully.” Heritage did not return repeated phone messages. Glazer and another Heritage executive, Jason Malek, pleaded guilty in 2017 to federal charges of conspiring to rig prices and stifle competition. The terms of their plea agreements said they are cooperating with a Justice Department criminal probe. A drug to treat bone issues related to cancer, zoledronic acid, was the subject of another alleged price-fixing scheme, this time between Heritage and Dr. Reddy’s. Heritage became the first generic manufacturer of the drug in the spring of 2013, but Dr. Reddy’s was close behind. Executives at the companies cut deals so each got a “fair share” of the market, while also conspiring to fix an inflated price, the complaints said. Dr. Reddy’s, which did not respond to requests for comment, wound up with about 60 percent of the market and Heritage claimed 40 percent, according to the states’ lawsuit. Investigators cited evidence that executives knew they were acting illegally. As the discussions with Dr. Reddy’s took place, according to the complaints, a Heritage executive “sent a text message to his entire sales team reminding them not to put their pricing discussions with competitors in writing.” Mysterious price spikes continue to roil pharmacies and patient groups occasionally, though widespread price collusion was curtailed after authorities issued subpoenas in recent years, said Michael Cole, a Connecticut assistant attorney general actively involved in the case. But many drugs remain at artificially inflated prices. “There have not been rollbacks in the price increases,” he said. “We’re still paying.”

Isuzu Trucks Australia / December 4, 2018 The 2018 N Series was recently put to the test by Australia's top truck media. The consensus...a compelling example of why Isuzu is number one. Check out the latest range as it's put through its paces both on and off the blacktop. .

Prime Mover Magazine / December 5, 2018 International ProStar is touring a prime mover with loaded tri-axle single trailer on a regional ProStar Roadshow of Australia in a bid to showcase the model to prospective customers. A joint program between International and Australian distributor IVECO and engine partner, Cummins, the ProStar Roadshow will travel the country with key representatives to help demonstrate the truck’s features and benefits while also allowing for evaluation opportunities. The X15 Cummins rated 550 horsepower engine is matched with an Eaton Roadranger 18-speed manual transmission, and can be recalibrated by the team to an optional 600hp. Other features of the ProStar include a swept-back design with swooping nose, wrap around windshield, set-back ‘A’ pillars and streamlined bumper and aerodynamic guards for gains, reportedly, in fuel efficiency. ProStar claims it is up to 10 per cent more aerodynamic than traditional flat fronted commercial vehicles. Paul Dinicol, IVECO Key Account Manager said the brand had a strong legacy in regional Australia and his team were looking to reconnecting with it. “International Trucks are well regarded in rural and regional areas particularly for their durability and functionality – many rural fleets are in fact still operating older International models.” “With this in mind, we want to take the latest generation International ProStar to our customers and show them that while these trucks still have all the proven components for longevity from Cummins, Eaton, Meritor, Hendrickson and the like, the latest product offering also adds efficiency, comfort and refinement to the mix.” “Furthermore, with a short bumper to back of cab, the ProStar range is ideal for a wide range applications from tipper and dog to single trailer, B-double and even B-triple and two trailer roadtrain work. The model is versatile and a great fit for life in rural and regional Australia.” The ProStar Roadshow has kicked off in Central Victoria before it tours other states in 2019. .

Sorry your Mack brand distributor won't assist you (Name?). We don't have access to such information. Your last resort is to call Volvo Group's Mack brand customer satisfaction department at +1 (866) 298-6586.

Traton holds group conference in Munich Linkedin / December 3, 2018 Global collaboration is king! For the Alliance Leadership Conference our partner Navistar Inc and our TRATON brands MAN Truck & Bus AG, Scania Group, MAN Latin America and RIO The Logistics Flow came together in Munich. .

Contact your local Mack brand distributor.

Carbon Kevlar front brake pads and slotted rotors, and rear shoes, will help. Note they offer a rear disc brake conversion for your dualie. Good people, good product......http://www.egrbrakes.com/Dodge parts list.htm I swear by Motul RBF600......https://www.amazon.com/Motul-MTL100949-Factory-Percent-Synthetic/dp/B004LEYJO4/ref=sr_1_1?m=ATVPDKIKX0DER&s=automotive&ie=UTF8&qid=1544390090&sr=1-1&keywords=rbf600&refinements=p_6%3AATVPDKIKX0DER

Land Line (OOIDA) / December 5, 2018 Navistar is recalling certain 2018-2019 model year International trucks. According to National Highway Traffic Safety Administration (NHTSA) documents, affected vehicles have an issue with the clutch assembly. Nearly 21,000 International automated manual transmission trucks with Eaton ECA [Electronic Clutch Actuator] heavy-duty truck clutches [featured on UltraShift Plus and Advantage AMTs] are part of the recall. An internal component in the clutch assembly may fail, possibly resulting in unintended vehicle movement. Unintended vehicle movement can increase the risk of a crash. The following International truck models are included in the recall: HV (2019) HX (2018-2019) Lonestar (2018-2019) LT (2018-2019) MV (2019) Prostar (2018-2019) RH (2018-2019) Transtar (2018) Workstar (2018-2019) Owners of affected trucks will be notified by Navistar. Dealers will recalibrate the transmission control module for free. Recalls are scheduled for Jan. 18. For questions, call Navistar customer service at 800-448-7825 with recall number 18518. NHTSA’s number for this recall is 18V-826.

Nice.....congratulations.

Cultural decay and declining standards of behavior in these United States A scumbag (Charles Alton Stratton Jr) steals purses from elderly women......and then drives over them. An obese mini-van driver does nothing more than look at the obviously injured elderly woman on the ground. If I was king for a day, I would first of all order Mr. Stratton to be tied to the ground and driven over with his own RAV4 (an eye for an eye). Then I would liquidate his property including the car to reimburse the government (the American taxpayer) for his handling to our new penal colony. .

I think International deserves credit for first creating the modern "Baby 8" with their Loadstar 6x4 models.

FCA presents U.S. Postal Service withe alternative Next Generation Delivery Vehicle (NGDV) proposal. .

What brand and model truck? Dealer name and location? Full specifications list? (scan and attach the quotation) No such thing as an average discount along the lines you are thinking.

You're creating a can of worms. Respectfully speaking, you'd be far better off to buy a truck factory-spec'd as you want/need.