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Well Bob, Bill Ford has shown an immense interest. If not for his personal interest in Ford-Otosan, this truck would not exist today. He personally is behind the continual investment. Politics are politics......business is business. Turkey needs business and Ford needs trucks (and cars). Turkish with jobs (good paying jobs) are happy campers. To understand this product, one has to realize the depths of truck passion and commitment at Ford-Otosan. Bill Ford does. These people have BIG ideas, and are driven only to succeed.

MAN Truck & Bus Press Release / September 5, 2018 The highest power density on the market: MAN V12-2000; the strongest V8 engine in the yacht sector: MAN V8-1300; world premier at the 2018 Cannes Yachting Festival At the 2018 Cannes Yachting Festival, MAN Engines will debut two new innovations which stand out from their competitors due to their unique nature: MAN engineers have developed the V12-2000, which is the only twelve-cylinder V-engine with 2,000 hp (1,471 kW) to date, which generates enormous power from 24 litres of displacement. Likewise, the strongest V8 engine for yachts and sport fishing boats on the market is the newly introduced V8-1300, which puts forth 1,300 hp (956 kW) from 16 litres of displacement. Both the V12-2000 and V8-1300 engines impress with extremely high power densities of 61 kW and 59 kW respectively per litre of displacement. The minimal space requirement and low weight spell out a clear advantage in terms of ship design, when compared to similarly powerful engines with larger displacement and more cylinders. This is because the installation dimensions of the V12-1900 and the V8-1200 – the formerly highest power levels – have been retained, as they were already compact. These dimensions are 2,159 x 1,153 x 1,272 mm (length x width x height) for the V12-2000, and 1,736 x 1,153 x 1,222 mm (length x width x height) for the V8-1300. The dry weights of 2,380 kg (V12-2000) and 1,880 kg (V8-1300) have also remained the same; through a power increase of both engines, this also contributes to a noticeably lower power/weight ratio of 1.62 kg/kW for the V12-2000, and 1.96 kg/kW for the V8-1300. “With the V12-2000 and the V8-1300 we have set a new benchmark for performance and compactness,” says Claus Benzler, Head of Marine MAN Engines, delighted. Through a series of modifications, MAN engineers have managed a power increase of 100 hp (74 kW) respectively, compared to the previously most powerful V12 and V8 engines from their range. The performance-oriented design is supported by an improved injection system and new turbo charger. This is aided by newly developed cylinder heads and an adjusted cooling system which noticeably provides thermal relief for the engine with its high performance. Additionally, a new crankcase which has been reinforced in significant areas, ensures high performance throughout the entirety of the engine’s long service life. Highly efficient combustion allows the V12-2000 and the V8-1300 to run quietly, as is typical for MAN Engines, and with low fuel consumption. The V12-2000 offers customers the most powerful engine above the V12-1900, the previously most powerful engine, from the MAN Engines range. The superior engine performance allows shipyards to access additional possibilities for equipping larger ship series of around 100 feet with MAN engines. Additionally, as the most powerful V8 engine on the market, the V8-1300 makes it possible to integrate the highest-performing engines into existing applications. “Our MAN engines have always offered performance at the highest level. We currently stand out to a great extent in the market with the V12-2000 and the V8-1300, and will continue as such in the future,” says Benzler. Both engines meet the currently applicable emissions requirements US EPA Tier 3 as well as IMO Tier II, and can thus be operated in all common and popular areas. With the introduction of both new engine types, MAN Engines offers a gap-free power range for yachts from 730 to 2,000 hp (539 to 1,471 kW) for V8 and V12 engines as well as the following inline six-cylinder engines: i6-730, i6-800, V8-1000, V8-1200, V8-1300, V12-1400, V12-1550, V12-1650, V12-1800, V12-1900 and V12-2000. The V12-2000 and the V8-1300 can be viewed from 11 to 16 September 2018 at the Yachting Festival in Cannes on the Jetée 171 and 178 stands. .

They can do Case IH Red and New Holland Blue, because they own them.

MAN Truck & Bus Press Release / September 4, 2018 Modular exhaust gas aftertreatment with catalytic converter; flexible solution for IMO Tier III as well as US EPA Tier 4 with an optimum space utilization; high packaging density and lightweight MAN Engines will present its solution for meeting the IMO Tier III and US EPA Tier 4 emission standards for commercial use at the SMM in Hamburg: the modular exhaust gas aftertreatment system (EAT). The system sets itself apart with a high level of flexibility and the fact that it is extremely compact, which is ideal in order to meet the various engine room specifications associated with commercial shipping applications. The modular EAT makes a wide range of installation configurations possible as the individual SCR (Selective Catalytic Reduction) components can be positioned differently. Because of this, a flexible system integration, tailored to your specific requirements, can be provided. “By minimizing the system down to just a few components, it stays compact, regardless of its configuration. Thus the system always proves itself as the optimal solution for our customers, even when to be installed in tight engine rooms”, explains Claus Benzler, Head of Marine MAN Engines. However, it’s not just flexibility and compactness that the basically maintenance-free exhaust gas aftertreatment system has to offer – it is extremely lightweight, too. This is also due to the fact that it has fewer components. The centerpiece of the SCR is a catalytic converter which helps to reduce the nitrogen oxides (NOx) in the emissions. In order to do so, a 32.5 percent aqueous urea solution (AdBlue©) is dosed in a SCR mixer and then injected continuously and directly into the exhaust tract. The solution then reacts with the nitrogen oxides and converts them into water (H2O) and harmless nitrogen (N2). This method of SCR injection does not involve compressed air, saving again more space, reducing the technical complexity and installation space required for this already extremely flexible system. In other words, the MAN Engines modular exhaust gas aftertreatment system is a modern SCR-only system, which does without exhaust gas recirculation as well as bulky and heavy components like diesel particulate filters and oxidation catalytic converters. This saves additional costs and makes the system less complex as a whole. Together with the optimized combustion of MAN engines, the SCR catalytic converter meets the requirements of both emission levels IMO Tier III and the US EPA Tier 4. Using the SCR means that specific fuel consumption was additionally reduced by up to 8% per engine while still maintaining the same power. Needless to say that MAN Engines are already known for their impressive fuel efficiency in the industry. Thereby the engineers at MAN Engines achieved to develop an efficient, simple and lightweight exhaust gas aftertreatment system that remains robust and versatile. The foundation of the system is a result of the expertise at MAN Truck & Bus AG, which has successfully been using SCR systems in the group's own trucks in high-volume production since 2006. Furthermore, MAN Engines also benefits from the experience of fitting and installing after exhaust treatment systems gained in the agricultural and industrial sectors. Here the technology has been used since 2015 for in-line and V-engines. Also the SCR system is currently proving its practicality in field trials for commercial work boat applications. As a result, the engines from MAN Engines for work boats are already equipped to meet the IMO Tier III (within NOx ECA North Sea ECA & Baltic Sea ECA) emission standard, which will be mandatory from 2021 on. This standard stipulates a reduction in nitrogen oxides (NOx), depending on the engine’s maximum operating speed, by around 70 percent compared to its predecessor, IMO Tier II. Instead of the 7.7 g/kWh permitted previously, only 2.0 g/kWh will be allowed in the future. At last year’s International Boat Show in New Orleans, LA, MAN launched its SCR system, optimized for work boats and designed to meet the US Tier 4 emissions standard. This standard permits a nitrogen oxide limit value of 1.8 g/kWh and 0.04 g/kWh for particulate emissions, and has been in effect since October 1st, 2017 for all US-flagged commercial vessels with an output of more than 600 kW (816 hp) per engine. This equates to a reduction in nitrogen oxides of almost 68 percent compared to the previous US Tier 3. With its 12-cylinder engines, MAN Engines currently offers a consistent range of outputs from 551 to 1,066 kW for the US Tier 4 emissions standard and up to 1,213 kW for the IMO Tier III emissions standard. This portfolio will be continuously expanded to include other power outputs. MAN Engines will be showcasing its SCR system at the SMM outdor booth # A4.FG10, located between Hall A3 and A4 from September 4th – 7th, 2018. A D2862 12-cylinder engine packaged with a SCR unit will be on display in the atrium, booth # A1.13. .

Fleet Transport / September 6, 2018 The top seven European truck brands must be looking to the East with great interest as the yet unnamed Turkish designed and built heavy duty tractor-unit is soon to enter the marketplace, offering high levels of power, efficiency and driver comfort, together with class leading connectivity. Bearing a striking resemblance to some of the latest Europen truck designs, the name will be revealed at the IAA CV Show 2018 at the Hannover Messe, Germany, along with details of its interior featuring the generic Ford Motor Company design theme. Main details in brief of the new 4×2 tractor, which will enter Eastern European markets iniatially, then Western Europe, Asia and South America: Totally newly designed 2.5m wide, high roof cab Airline cockpit-style dashboard Low internal floor providing 2160mm to ceiling height 90mm engine tunnel height Generous storage capacity with patented airplane type upper bunk stowage with 90 degree foldable upper bed. Best in class interior engine noise reduction Low Total Cost of Ownership (TCO) is key attribute of the new drivetrain, thanks to its powerful and efficient 13 litre Euro 6D Ecotorq diesel engine, developed in-house: 500hp with 2500Nm torque 400 kW Engine brake power (with intarder = total braking power 1000 kW) Fuel efficiency improvement of up to 6% and maintanence cost reduction estimated at 7%, compared to the existing Ford Cargo heavy duty truck, thanks to superior aerodynamics, powertrain calibration and technical features. Up to 7% reduction in maintenance costs with long service Telematics and Connectivity through: ConnecTruck 8” colour cluster screen / 7.2” LCD multimedia touchscreen Up to 4% fuel efficiency with MaxCruise – Predictive Cruise Control The new Ford Trucks’ long haul tractor offers high levels of driver comfort and luxury items as standard in this stand alone model, due to its modern design and driver-focused approach. All dashboard functions are within easy reach and the sense of spaciousness has to be appreciated. With the lower Total Cost of Ownership, smart technology comes in the form of ConnecTruck, offering a wide-ranging benefits. These include remote monitoring of the vehicle using remote diagnostic and over-the-air software. The special topographic map reading through Predictive Cruise Control enables the vehicle to analyze road conditions, allowing to drive at the optimum speed, thereby reducing fuel consumption by up to 4%. Everything from the tyre pressure monitoring system to driver evaluation functions can be displayed on the 8” colour cluster screen. The new Ford Trucks tractor-unit is a finalist in the International Truck of the Year 2019 Award contest. .

Scania Group Press Release / September 12, 2018 Scania is seeing a significant increase in its sales of marine engines, thanks partly to their growing popularity with Australian fishermen At a time when sales of Scania engines are doing well across the board – industrial, power generation and marine – one particular development stands out. A recent uptick in the sales of Scania marine engines can be partly explained by their growing popularity with professional fishermen in Australia. And it’s the Scania 1,000 hp V8 16.4-litre engine that seems in particular to be making waves. The importance of power and fuel efficiency According to the latest statistics available from Australia’s Department of Agriculture and Water Resources, the country’s fishing and aquaculture production had a value of just over 3 billion Australian Dollars (ASD) a year in 2015/16. For many coastal communities across the nation it’s a key part of their livelihood, though the industry is faced with more and more cheaper imports from competing markets in Asia. It’s fierce competition like that, coupled with the big waves that surround Australian shores, that make an engine’s fuel consumption and power all-important to fishermen. And the 16.4-litre engine ticks those boxes. The engine’s new common rail engine technology provides quietness and better fuel efficiency because it offers pre-injection, main injection and post-injection in every firing cycle. And with 1,000 hp, power is central to its performance. A happy Scania customer One happy customer is Barry Williams, who operates a crayfish boat out of Port MacDonnell, South Australia, a place that was once a busy shipping port, but which now relies on summer tourism and its commercial fishermen who seek the ‘gold of the ocean’. Williams has a new 61-foot (18.6 metre) Shoreline-built vessel called BroJak, named after his sons Brodie and Jack. With 30 years of experience, he knows what makes for a great fishing boat, and the Scania V8 16.4-litre engine is at the core of it. “It is the boat I always wanted to build. It’s bigger and more powerful than anything I have had before. It will give me the range to go further in a day, to widen the area within which we can fish,” he explains. The engine’s injection system, assisted by a successful installation in the hull, provides a smooth power delivery and the boat is very stable in the water, with plenty of power for getting through the breakers of the Southern Ocean. Fisherman Williams is certainly happy. “The engine really bites,” he says. .

World premiere: new Mercedes-Benz minibuses featuring unique technology The pioneering technology modules of the Sprinter City 75 Sprinter City 75: flagship of minibus model series Sprinter City at the IAA International Motor Show Stuttgart / Dortmund – Four model series, finally totalling over 20 models, one name: Mercedes‑Benz minibuses. The IAA International Motor Show for Commercial Vehicles in Hanover (20 - 27 September) will see the unveiling of the new minibus generation, which benefits from the advantages of the new Mercedes-Benz Sprinter while offering unique technology modules. World premiere: new Mercedes-Benz minibuses featuring unique technology The new Mercedes‑Benz Sprinter forms the basis for an all-new generation of the successful minibuses bearing the three-pointed star. As before, they comprise the model series Sprinter City, Sprinter Transfer, Sprinter Mobility and Sprinter Travel. The names stand for operations in regular service, as a versatile shuttle bus, for transport of passengers with limited mobility, and for tourist transport. A stand-out role is played here by the all-new Sprinter City 75 with its exclusive technology. At 8.5 metres long, this regular-service bus has seats for up to 38 passengers and features a unique frame structure. Concealed under its attractive body is some unique technology, such as a special long wheelbase of 5095 mm, which provides the basis for a spacious low-floor platform between the axles. This can be put to flexible use with tip-up seats, wheelchair and pram bays, seating with a quick-change securing system or as standing space. Just as important is the heavy-duty rear axle, developed and manufactured exclusively for the Mercedes‑Benz minibuses. Its greater load-carrying capacity of 5.0 t provides the basis for a permissible gross vehicle weight of 6.8 t. Alongside the new Sprinter City 75 is the somewhat more compact Sprinter City 45. The versatile Sprinter Transfer takes to the starting line with a comprehensive line-up. Its four models range from the 5.9 metre long Sprinter Transfer 23 to the 7.7 metre Sprinter Transfer 55, which features an extended rear end that complements the design perfectly. The Sprinter Mobility is the model series aimed specifically at carrying passengers with restricted mobility. The compact Sprinter Mobility 23 benefits from having a permissible gross vehicle weight of just 3.5 t. The Sprinter Mobility 45 deserves particular attention: a new raised floor has been added over the wheel arches. This allows two wheelchairs to stand alongside each other at the level of the rear axle. The model start-up of the new minibuses will be staggered and will reflect the availability of the Sprinter: it will start later this year with the Sprinter Transfer 23 and 35, the Sprinter Mobility 23 and the completely re-engineered Sprinter City 75. The rest of the models in these series will follow next year, as will all models of the Sprinter Travel. Once the model changeover is complete, by the autumn of 2019, the product range will comprise more than 20 left-hand-drive and right-hand-drive models. Sprinter City 75: flagship of minibus model series Sprinter City at German International Motor Show The focus at the International Motor Show is on the new Sprinter City 75. With a length of 8.5 metres, it boasts an impressive size while closing the gap between the minibuses and the Mercedes-Benz Citaro. The vehicle on show is in "Silberstein Metallic". On the inside, the midibus is invitingly fitted out with "Gaya Wood Yellowstone" flooring, fully upholstered seats with "Imperial Blue” covers as well as "Evo Steel" vertical handrails with blue stop request buttons. The spacious low-floor area can be put to versatile use: a wheelchair bay is located behind the driver's area, complemented by two double seats as well as two folding seats each on the driver's and the door side. The rear is designed to accommodate another 12 "City Star Sprinter" seats. The driver sits on a heated suspension seat. The equipment includes a leather multifunction steering wheel, Mercedes‑Benz User Experience MBUX multimedia system with high-resolution 10.25 inch touchscreen as well as an electrically operated roller sunshade. Driver's area and passenger compartment are provided with separate air conditioning. Assistance systems such as Active Distance Assist DISTRONIC, Active Braking Assist and finally the Mercedes‑Benz emergency call system are examples of the outstanding level of safety.

There's the man responsible for successfully turning Navistar around.........President and CEO Troy Clarke.

International Trucks Press Release / September 10, 2018 International Truck is proud to thank the men and women that keep our economy moving. National Truck Driver Appreciation Week. #ThankATruckDriver .

Detroit Press Release / September 10, 2018 .

Kenworth Truck Co. Press Release / September 10, 2018 .

Scania Group Press Release / September 10, 2018 Bigger and more sophisticated … in Germany we could easily be talking about Hamburg’s famed Elbphilharmonie concert hall. In fact, it’s the hall’s namesake, the Elbphilharmonie ferry, one of the latest vessels to grace the Elbe river as it flows through the city. The Elbphilharmonie, launched in 2017, is operated by HADAG, Hamburg, Germany’s­ public transport company. The vessel is the prototype of HADAG’s type 2020 and is almost 30 metres long and 8.4 metres wide, making it larger than other ferries in the company’s fleet. Scania 600 hp 13-litre engines With a capacity of 400 passengers, the vessel has 154 seats on the passenger deck and 88 additional seats on the upper deck, and is equipped with two Scania 600 hp 13-litre engines, selected for their reliability and low weight. Floor-to-ceiling windows ensure that passengers get a perfect view of the river and the city, and plenty of space for bicycles and strollers, making the Scania­-powered vessel great for a tourist trip or a daily commute. HADAG operates 25 vessels and is responsible for all ferry traffic in Hamburg’s harbour in cooperation with the HVV Transport Alliance. It works across 20 piers and serves more than 8 million passengers a year. .

Matt Cole, Commercial Carrier Journal (CCJ) / September 10, 2018 More than 4,000 Freightliner trucks are affected by two separate recalls announced recently by Daimler Trucks North America, according to documents from the National Highway Traffic Safety Administration. One recall, affecting approximately 4,155 vehicles, is for brake caliper mounting bolts that may not have been sufficiently tightened during manufacturing. Loose caliper bolts can reduce the effectiveness of brakes. Truck models included in this recall are: 2018-2019 Freightliner 108SD 2018-2019 Freightliner 114SD 2018-2019 Freightliner 122SD 2018-2019 Freightliner Business Class M2 2018-2019 Freightliner Cascadia 2018-2019 Freightliner Columbia 2018-2019 Freightliner Coronado Only 1 percent of the 4,155 affected trucks are estimated to have the defect. DTNA will begin notifying owners on Oct. 6, and dealers will check and tighten brake caliper mounting bolts for free. Affected truck owners can contact DTNA customer service at 1-800-457-0712 with recall number FL-783. NHTSA’s recall number is 18V-525. The other recall, affecting approximately 116 model year 2018-2019 Freightliner Cascadia tractors, is for pitman arms that may crack and fracture over time, which would cause a loss of steering control. DTNA will begin notifying owners on Oct. 6, and dealers will replace the pitman arms for free. Affected truck owners can contact DTNA customer service at 1-800-457-0712 with recall number FL-784. NHTSA’s recall number is 18V-522.

EPA Green-Lights Audit of Controversial Glider Kit Emissions Study Heavy Duty Trucking (HDT) / September 10, 2018 A 2017 study by the U.S. Environmental Protection Agency that found glider trucks emit more greenhouse gases than newer trucks is getting another look. At the request of four Republican congressmen, the Office of Inspector General for the Environmental Protection Agency announced plans to conduct an audit of the agency’s 2017 study of glider kit trucks. Glider kits are a long-standing option for truck buyers that allows a new truck frame and body to be fitted with an older, refurbished powertrain – which has not been required to meet current EPA emissions standards. While glider kits originally were designed to allow truck owners to refurbish wrecked vehicles, in recent years they gained popularity as a way for truck owners to avoid early-generation low-emissions engines that were plagued with maintenance problems and got poorer fuel economy. Opponents of glider kits saw this as a loophole that needed to be closed, and the GHG Phase 2 emissions/fuel economy regulations curtailed their use. Some glider kit makers, including Fitzgerald, challenged the Obama-era rules. Currently the EPA is still evaluating a proposal that would remove the glider kit provisions from the rules. Two different studies have been cited by those on both sides of the issue, and both have come under fire for different reasons. In a Sept. 4 letter to EPA’s Office of Air and Radiation, the Inspector General’s office said it will “examine the selection, acquisition and testing of glider vehicles at EPA’s National Vehicle and Fuel Emissions Laboratory as well as EPA’s planning for this testing.” The audit is in response to questions raised in June by Rep. Greg Gianforte of Montana, chairman of the House Subcommittee on the Interior, Energy and Environment, who questioned the integrity of the EPA glider truck study. Gianforte was joined by three other Republican congressmen, including Reps. Bill Posey of Florida, Steve King of Iowa, and Brian Babin of Texas, who also wrote to the Inspector General requesting an audit of the EPA study. The EPA study has been controversial since it was released last November, just days after the EPA’s administrator at the time, Scott Pruitt, proposed repealing a rule from the Obama Administration that limited the number of nonemission compliant gliders built by a manufacturer to 300 units per year. The rule was included in the EPA’s 2016 Phase 2 greenhouse gas emissions standards for heavy trucks. Pruitt was forced to resign from the EPA in the wake of scandals earlier this year, although the agency is still considering repealing the Obama-era rule limiting the number of annual glider kit production. Adding to the furor is the fact that the Republican lawmakers requesting the audit seem to be suggesting Volvo North America rigged the study to produce an outcome in support of newer, emissions-compliant truck models. The matter is further clouded by a competing study conducted by Tennessee Tech University and funded by Tennessee-based glider manufacturer Fitzgerald Gliders, which found that newer trucks “in some instances” emitted more harmful emissions into the air than glider kits. The Trump-era EPA has cited this study as a reason for rolling back the Obama-era standards limiting glider kit production. However, Tennessee Tech’s own faculty senate has condemned the study as biased. The school’s president, Phil Oldham, said last February that the school would launch an investigation into how the Fitzgerald-funded study was conducted to ensure that proper scientific and educational standards were followed. While the EPA currently has no plans to audit the Tennessee Tech glider study’s findings, agency spokesperson Jennifer Kaplan stressed that this audit is not an investigation into allegations of misconduct. In his letter to the EPA Inspector General, Gianforte claimed that EPA employees reached out to Volvo — which opposes repealing the glider rule — about obtaining glider kit test vehicles. Volvo agreed to work through its dealer network to obtain at least one glider kit for evaluation purposes. John Mies, manager of corporate communications for Volvo Group North America [and its Mack brand], said in a statement, “Like most of the trucking industry, the Volvo Group for several years now has argued that the improper use of glider kits is bad for the environment and unfair to manufacturers who have invested in the latest environmental controls. All our communication and cooperation with the EPA on this issue has been an entirely appropriate part of a broad trucking industry advocacy effort. We did nothing improper.”

Ram launches chassis cab truck for ag market Trailer-Body Builder / September 11, 2018 Ram is celebrating its agricultural bonds with a new edition designed specifically for America’s farm families. The 2018 Ram Chassis Cab Harvest Edition is an agricultural market-specific truck and is visually distinguished by two limited-availability colors: Case IH Red and New Holland Blue (Brilliant Black and Bright White also available). Ram recently unveiled the new Class 3-5 medium-duty trucks, expected to go on sale in the third quarter of 2018, at the Husker Harvest Days in Grand Island NE. “Addressing a direct request from farmers, Ram is the only manufacturer to offer Chassis Cab commercial trucks in colors that match two of the most popular lines of farm equipment in the nation,” said Jim Morrison, head of Ram Brand, FCA North America. “The Ram Harvest Edition Chassis Cab delivers high capability and gives farming families a way to show their agricultural brand loyalty.” In August 2017, Ram launched 1500, 2500 and 3500 pickup versions of the Harvest Edition. Case IH and New Holland farm tractors and other agricultural equipment are manufactured by subsidiaries of CNH Industrial. CNH Industrial N.V. shares a common ancestry with Fiat Chrysler Automobiles N.V. The Harvest Edition will be available across the Ram 3500 (SRW and DRW), 4500 and 5500 (DRW, 60-inch and 80-inch cab-to-axle lengths) Chassis Cab lineup, in all four-door Crew Cab and two-door Regular Cab configurations. Optional powertrains include 4x4 versions of the 6.4-liter HEMI V-8 or 6.7-liter Cummins Turbo Diesel. Harvest Edition Chassis Cab trucks are loaded with functional features that are designed to work, including large front tow hooks, a transfer-case skid plate, side steps, fog lamps and a rear back-up camera. Ram Harvest Edition Chassis Cab pricing is expected to range from $43,990 or the Ram 3500 to $49,240 for the 5500. .

LEADING THE CHARGE Dennis Eagle Press Release / September 11, 2018 Back in May this year we attended the IFAT exhibition in Munich, where we had the pleasure of previewing our latest innovation – eCollect – which will be the very first OEM designed all-electric RCV (Refuse Collection Vehicle). Due to go into production in 2019, eCollect will initially be available to customers as a 6x2RS narrow chassis, 19m3 body and automatic split bin lift. Very exciting times ahead for the future of alternative fuelled RCV's.

Scania Group Press Release / September 7, 2018 The story of how Scania Crewcab transported brave firefighters to save Sweden’s forests. The summer of 2018 was a time when many fire trucks were put to a severe test. The unusually hot weather in Europe caused a severe drought and in July some 50 forest fires were raging all around Sweden. At this time, four fires were said to be especially difficult to deal with. In fact, they were nearly impossible to put out during the extremely hot weather conditions. These forest fires in the region of Dalarna demanded high attention, not only from the local fire brigade but from all over the country. Scania’s fire trucks – the crewcabs – played an important role at the scene. Help from all over the country Markus Erlandsson is Incident Commander and Operations Manager at the Södertörn Fire Protection Association in Södertälje, a fire department whose fleet mainly consists of Scania fire trucks. Erlandsson was asked to assist at several forest fires, among them one in Älvdalen in the northern part of Dalarna. “We always need to be prepared at our own fire department, but we are more than willing to help out in other cities when our aid is needed,” he says. That’s the case for every municipality. At this stage of the fires, the resources of the fire brigades in Mora and Älvdalen were long gone. The extent of the blazes called for an extraordinary effort. As Incident Commander and Operations Manager, Erlandsson is stationed with the control centre behind the units at the front. The control centre gives the firefighters in the forest directions and decides on what actions to take, depending on wind direction. The part Erlandsson is playing is dependent on how the fire develops. “Sometimes the need for analytics are great, other times you need a logistics person,” he explains. Different tasks at different fires The tasks of the fire trucks differ according to the extent of the fire. A small fire on the ground, maybe caused by a cigarette butt and covering 10 square metres is easily extinguished by the fire truck. At a large forest fire the size of a football field covering up to several thousand acres, the fire trucks play a different role. “We trust the fire truck to take us where we want to go, which is as close to the fire as possible. But often we need to park it and use other vehicles,” says Erlandsson. Forest fires of this summer’s magnitude demand four-wheel drive and tracked vehicles that are suitable for driving in difficult terrain. The fire trucks on the other hand serve as transport to get the firefighters in place as soon as possible. The tanker truck runs like a shuttle service. “Normally we’ll take water from lakes using pumps. Where there’s navigable roads, tanker trucks are also a good option,” says Erlandsson. But in the event of a forest fire close to Stockholm, the conditions are totally different. Here, you can use a road network that doesn’t compare with the much more challenging routes that there are in the more rural areas. Not quite enough The forest fire in Älvdalen was thirty kilometres in circumference. At times, the firefighters were forced to carry many kilometres of fire hose through the forest. The equipment of the fire truck consists of a couple of hundred meters of fire hose. The rest are kept in trailers, owned by each fire department. “For those big fires that I’ve been working at, these are just not enough,” says Erlandsson. Instead, the firefighters used equipment supplied by Swedish Civil Contingencies Agency, that is stored in containers around the country. It is a must to combine the fire-fighting on the ground with airborne water bombing so as to maintain control of the forest fires. Could drones help firefighters in their job? To get an overview at such a massive area is both time consuming and at times even impossible unless you have access to a helicopter. Erlandsson says that it would be a dream to have a drone attached to each fire truck. If so, the firefighters would be able to perceive the extent of the fire much more quickly. But at least Erlandsson and his team have some reliable equipment to help them in their brave mission. And when it comes to the Scania trucks, he confirms that smaller fires are when they are at its best. “Then we can use their full potential and capacity,” he says. .

Scania Group Press Release / September 6, 2018 Customised Scania L-series truck being used as driver recruitment tool. Finnish waste and recycling specialist Lassila & Tikanoja has just taken this stunning refuse collection truck into service. In addition to hand-painted details, the Scania L-series truck features several eye-catching customisations, such as stainless-steel bumpers. With hundreds of trucks in waste collection operations throughout Finland, Lassila & Tikanoja (L&T) is always looking for more drivers. The idea behind the ‘Kierrätysnaattori’ — ‘The Waste Terminator’ in English — was to increase interest in the company, which employs approximately 8,000 people in Finland, helping them in their driver recruitment efforts. Wanted: an army of truck drivers The Kierrätysnaattori made its first appearance at the Finnish Power Truck Show in August, where it received an honorary award. “We’ve recently been especially focused on military garrisons since many of the young male conscripts obtain a truck driving licence during their training. We hope that they will start driving for us after national service,” says L&T’s Communications Specialist Terhi Leiniö. To that end, we’ve been present with our truck and representatives at several sports events for conscripts in Finland.” Clearing ‘customs’ in record time The customisation was carried out by Karhuline Truck Customs, operated by Jani Paukku and his wife Tiina Karhula. “We did most of the work on the truck ourselves but since we only had four to five weeks in which to complete it, we had to outsource some parts,” says Paukku. The truck was delivered to their workshop near Lahti with the compactor loader already installed and painted in L&T’s signature blue. “The cab was white and the colours have to match, which wasn’t simple. Other than that, we were given a free rein. My idea from the beginning was that the truck should look both old and modern at the same time,” the customiser explains. “Beautiful” garbage The couple raced against the clock to deliver the truck in time and Paukku admits that he was uncertain of the end result. “I had to trust my instinct and when I saw the finished product it was actually better than I expected, especially considering the short time that was available to us to work on it.” The customer, L&T is also pleased with their new Scania truck: “For me, this is the most beautiful truck in the world!” exclaims Leiniö. .

Scania Group Press Release / September 7, 2018 With nearly a half century between them, it might not be a fair comparison to put the Scania 140 up against a brand new Scania S 730. Though we thought it'd be fun to do it anyway. We invited four veteran Scania drivers to the Scania Demo Centre in Södertälje, Sweden, where they got to drive and compare the two trucks head to head. .

Scania Group Press Release / September 5, 2018 At IAA, Scania premiers its new Scania "Interlink" Medium Decker coach for liquefied gas (LNG) operations for a range of up to 1,000 kilometres. Scania hereby extends the broad range of alternative fuel options to sustainable intercity coach journeys. “Whereas there are several options for carbon-conscious city and suburban bus operators, there have been fewer alternatives in long-distance travel market that we are now addressing,” says Karin Rådström, Head of Buses and Coaches at Scania. “As LNG is becoming increasingly available throughout Europe, as well as in many other parts of the world, this is a timely and viable alternative.” LNG operations have the potential to reduce CO2 emissions by 20 percent while also substantially reducing nitrogen oxide and particulate matter emissions. Additionally, noise levels are significantly lower. Some countries are also now starting to offer liquified biogas, cutting carbon emissions by 90 percent. Sustainability is Scania’s guiding theme at IAA and the entire bus and coach line-up is operated on alternative fuels ­– from the Scania "Citywide" LE Suburban hybrid to the Scania "Interlink" High Decker for Hydrotreated Vegetable Oil (HVO). Additionally, Scania showcases its battery electric "Citywide" Low Floor bus, which is presently in regular traffic in the northern Swedish city of Östersund. At IAA, visitors will have the opportunity to experience the bus first-hand on an internal route in the Deutsche Messe trade fair area. .

FYI - The Raptor variant of the global Ford Ranger will not be sold in North America. . . . . .

Volvo Trucks North America (VTNA) / September 5, 2018 .

Peterbilt Motors Co. Press Release / August 31, 2018 .

Kenworth Truck Co. Press Release / August 30, 2018 .