kscarbel2

The non-emissions 12-valve B Series engines averaged 22 miles per gallon.

Disc wheels....open cab.....nice.

No. Germany is handing their technology to the Chinese on a silver platter. In China, the Japanese are far better than the Germans at withholding the secrets of their technology.

More GOP Congressmen Question Legitimacy of EPA Glider Kit Study David Cullen, Heavy Duty Trucking (HDT) / July 13, 2018 Yet more Republican members of the House of Representatives have fired a broadside at the Volvo Group, as well as at the Engine Manufacturers Association, in the ongoing congressional questioning of the legitimacy of a study on glider kit regulations conducted recently by the Environmental Protection Agency. On July 12, the Republican leadership of the House Science, Space, and Technology Committee sent a letter to EPA Acting Administrator Andrew Wheeler requesting information on the study, which was conducted by the National Vehicle and Fuel Emissions Laboratory. Released in 2017, the study compared emissions from glider trucks to non-refurbished or unmodified or, simply put, conventionally manufactured trucks. In the report, EPA testing found that the NOx levels of glider vehicles are four to 40 times higher than that of current powertrains and that associated particulate matter levels are 50 to 450 times higher. What the committee’s letter questions in no uncertain terms is whether the study was put together objectively, as would be expected. “Documents obtained by the Committee indicate that representatives from Volvo and the Truck and Engine Manufacturers Association engaged in what appears to be a concerted effort with EPA staff at the NVFEL to shape the study’s design to achieve a desired outcome,” the committee alleges in a press release on the letter. “In one email, the representative from Volvo lays out the ‘ideal’ test program for the NVFEL, listing specifically the test articles to use and the schedule by which the test program should be conducted,” the committee’s letter states. “These documents raise serious questions as to the objectivity and legitimacy of the NVFEL study,” the letter continues. “To better assist the Committee in understanding how EPA intends to uphold scientific integrity and how it undertakes decisions to perform scientific studies underlying regulation, we request a briefing for Committee staff by the appropriate EPA officials who are familiar with this matter.” The committee also requested all documents related to the NVFEL glider study. The letter was signed by Committee Chairman Lamar Smith (R-TX), Rep. Bill Posey (R-FL), Oversight Subcommittee Chairman Ralph Abraham, MD (R-LA), Oversight Subcommittee Vice Chairman Clay Higgins (R-LA), Environment Subcommittee Chairman Andy Biggs (R-AZ), Space Subcommittee Chairman Brian Babin (R-TX), and Rep. Gary Palmer (R-AL). Commenting on the July 12 letter from the Science, Space, and Technology Committee leaders, Volvo Group spokesperson John Mies told HDT that, “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,” he added. Earlier this month, two other letters were sent to EPA — one sent jointly by four House GOP members and the other by the Republican chairman of the House Subcommittee on the Interior, Energy, and Environment— alleging that Sweden-based Volvo Group (parent firm of both Volvo Trucks North America and Mack Trucks) had undue influence with some employees at the agency, provided glider kits for the testing, and that the study was done without the approval or knowledge of EPA leadership. The letters also asked EPA to look into a potential lobbying violation by the Truck and Engine Manufacturers Association. The back story to all the back and forth on glider kits is this: In October 2016, EPA and the National Highway Traffic Safety Administration issued the final GHG/Fuel Efficiency Phase 2 rule. Among other things, this rule required engines in new “glider” vehicles to meet the emissions standards for the year the vehicle was assembled, rather than the year the engine was manufactured. In July 2017, after glider kit-maker Fitzgerald Glider Kits petitioned the agency to do so, EPA announced it intended to revisit the glider kit provisions. In November, it issued its official proposal, which would repeal emission requirements for glider vehicles, glider engines, and glider kits. The repeal proposal has yet to become a final rule. The proposal to allow a glider kit loophole to the GHG/fuel economy regulations has drawn criticism from environmental groups, truck and engine makers, the American Trucking Associations, some large fleets such as FedEx and PepsiCo, two former EPA administrators, some state attorneys general, and some Democratic senators, among others. The most recent development came on July 9, when EPA said it will not enforce for 2018 and 2019 a 300-unit production cap put in place on the manufacture of glider kits that do not comply with Phase 2 GHG emission rules. EPA said this action is being taken because it is working to finalize its proposed rule to repeal “certain emission requirements” on glider kits that were imposed under the Phase 2 rules. News of the enforcement loophole was broken by The New York Times one day after the resignation of EPA Administrator Scott Pruitt on July 5.

Agreed, they are ridiculously overpowered. Dodge got airborne with Cummins in the second generation 1994-2001 BR/BE pickup/cab&chassis trucks. The 12-valve Cummins B with the 5-speed New Venture 4500HD manual was rated at 175hp, the automatic paired with a 160hp rating. With their vast torque, they offered abundant performance.

Mark, I completely understand where you're coming from. From a sales engineering perspective, my goal is to evenly distribute the load on the chassis, taking full advantage of the front axle's rated capacity, as I do with the rear.

Ana Swanson, The New York Times / July 13, 2018 DETROIT — China’s flag flies high above Henniges Automotive, alongside those of Germany, Mexico, Canada and other nations, reflecting the global nature of Michigan’s auto industry and, increasingly, its reliance on Beijing. Henniges, which produces sealing products for cars, was bought in 2015 by the Aviation Industry Corporation of China, a [Chinese Communist Party (CCP)-controlled] state-owned company that has snapped up other investments in the Detroit area, including the automotive supplier Nexteer, which sits just across Interstate 75 from Henniges. Over the past several years, Beijing [in effect the Chinese Communist Party] has steadily pumped billions of dollars’ worth of investment into Michigan, buying crumbling factories, building new ones and supporting more than 10,000 jobs in the state. But where Michigan sees an economic partner [???], President Trump sees an “economic enemy” — one intent on overtaking America’s competitive edge by stealing technology, trade secrets and jobs from domestic companies. As Mr. Trump tries to punish China with tariffs and other restrictions, Michigan is caught in the cross hairs, with its ability to remain competitive and develop emerging technologies like autonomous vehicles, robotics and artificial intelligence highly dependent on ties to international markets, including China. “The automotive industry is a global industry,” said Michael O’Kronley, a top executive at A123 Systems, an electric vehicle battery maker purchased out of bankruptcy by the [CCP-backed] Chinese company Wanxiang in 2013. “If you’re going to supply products into that, you need to be global.” General Motors now sells many more cars in China than it does in the United States [not true], and the largest exporter of cars from the United States by value is not an American brand, but BMW [true - South Carolina-built SUVs]. By some calculations, the car with the highest proportion of United States and Canadian-made content is the Honda Odyssey — and even that includes roughly a quarter of foreign-made parts. Companies — and their workers — say they recognize there are certain risks from sharing their technological secrets with Chinese competitors, but they say it is no longer a choice whether Michigan, the automotive capital of North America, should engage with China, the world’s largest auto market. “You can’t separate the two,” Jerry Xu, former president of the Detroit Chinese Business Association, said of China and Michigan. “You’re going to kill the industry if you try.” The inevitability of foreign ties has even filtered down to the industry’s rank-and-file workers, who — after witnessing years of layoffs and plant closings — say it matters less who owns their company than that it continues to survive. “There’s Japanese owners, there’s Chinese owners,” said Roy Pierce, an autoworker who, for more than 20 years, has helped make interiors for vehicles like the Jeep Wrangler and Ford F-150 at a facility in Port Huron, Mich., near the Canadian border. “As long as they’re making it here, I can’t complain. It’s still paying our wages.” Michigan is one of the industry’s global hubs, home to more than three-quarters of all automotive research and development that occurs in North America. The Detroit area boasts two major testing sites for autonomous vehicles, sprawling compounds of interstates, guardrails, and mock pedestrians and bicyclists that companies and researchers use to test their technology. At the University of Michigan, a driverless vehicle shuttles students around the campus. Global competition is stiff, however. China’s progress on both autonomous and new energy vehicles is booming, in part thanks to generous subsidies and government funding, restrictions on gasoline cars, and regulations that require Chinese automakers to produce a certain number of low-emission cars per year. Last year, China accounted for more than half of the electric vehicles sold globally, according to the International Energy Agency. Although many in Michigan say China is on equal footing or still behind the United States in technological development, they do not expect that edge to last long. To stay competitive, Michigan has spent much of the past decade trying to woo foreign investment from Beijing alongside longstanding investors from Japan, Europe and South Korea [Spent 10 years handing over US technology to foreign aggressors]. In early May, as the Trump administration prepared to roll out tariffs and investment restrictions against China, Rick Snyder, Michigan’s Republican governor, welcomed more than 150 potential Chinese investors to tour Detroit, Ann Arbor and Grand Rapids. While Washington was projecting a hostile climate, Mr. Snyder told the delegation that Michigan was “open for business.” In each of the past seven years, Mr. Snyder has traveled to China to visit entrepreneurs and solicit investment. The overtures have paid off. Oakland County, a Detroit suburb home to many auto suppliers, ranks third nationally among American counties in terms of the number of jobs that depend on Chinese investment. Chinese firms have also flooded into Wayne County, which includes downtown Detroit, to buy up defunct office buildings and vacant factory space. Larry Williams, the president of Henniges, said a cash infusion from [CPC-controlled] Aviation Industry Corporation of China (AVIC) allowed his company to expand abroad and add jobs at its American facilities, including its Michigan headquarters. That investment was a key to the company’s remaining competitive globally, he said, since major automakers like Ford, Volkswagen and Daimler now standardize their products internationally and will no longer do business with suppliers that can compete in only one market. “I don’t think they’re coming here to steal technology or steal intellectual property,” Mr. Williams said of the Chinese. “I think they’re coming here to learn, but not to take it back to China and forget about North America. They want to create global companies.” [Did Mr. Williams have a straight face when he said that?] The acquisition by AVIC, a [massive] Chinese state-owned company that supplies aircraft and weapons to the Chinese military, was reviewed by the interagency Committee on Foreign Investment in the United States, which vets foreign deals for national security risks. Mr. Williams said he feared that, in today’s climate of rising suspicions toward China, the deal would be subjected to even more intense scrutiny. The Trump administration has taken a far more pessimistic view of Chinese investment, particularly in technology and manufacturing, and is supporting legislation that would make it harder for foreign companies to invest in American companies like Henniges. Peter Navarro, a top trade adviser to Mr. Trump, has argued that China’s trade surplus with the United States has given it vast financial resources to buy up American companies, a process he describes as “conquest by purchase.” Other White House officials have said that some loss in Chinese investment, especially in sensitive technologies, is nothing to be dismayed about. “There are a lot of areas where we do not want Chinese investment: militarily sensitive things, some areas of high tech,” Wilbur L. Ross Jr., the commerce secretary, said. “There are lots of areas where we do welcome it, and that’s the prerogative of any country.” Mr. Trump’s trade policies are beginning to chill Chinese investment. To pressure Beijing to change its trade practices, the president has put tariffs on tens of billions of dollars’ worth of Chinese products and threatened hundreds of billions of dollars more, especially goods that feed into the “Made in China 2025” plan to cultivate high-tech industries. He has also proposed expanding government reviews of foreign investment. Those actions, combined with tighter restrictions by the Chinese government on money flowing outward, are stemming Chinese investment in the United States. It plummeted more than 90 percent between the first half of 2017 and the first half of 2018, to its lowest level in seven years, according to tracking by Rhodium Group. He Xian, a lawyer for the firm Butzel Long who helps arrange Chinese investments in Michigan, said the tariffs are actually encouraging some Chinese companies to move their operations to the United States, especially if they are seeking to supply to the American market. But many other Chinese clients that depend on international ties are choosing to invest elsewhere because of tariffs and other barriers, as well as growing antagonism toward China more generally. One of Butzel Long’s clients, a Chinese entrepreneur who was planning to set up a $10 million research and development facility in Michigan, recently chose to go to Germany instead because of concerns over new regulations on licensing and technology transfer. Another Chinese company Mr. Xian worked with had been planning to import 5,000 tons of beef a year from Michigan — a win for the Trump administration, which reached a deal last year to finally open the Chinese market to American beef. But in recent months, the Chinese company decided to give up on the deal, seeing the threat of a 25 percent Chinese tariff on American beef as too great a risk. “We need predictable, stable policies,” Mr. Xian said. "Without certainty, nothing can happen.” The auto industry is facing other pressures from the president’s trade agenda. His administration is investigating the national security threat posed by imported autos and auto parts, which could result in sweeping tariffs for the industry. Steel and aluminum tariffs levied by the administration earlier this year are raising material costs for car companies, while the president’s threats to withdraw from the North American Free Trade Agreement would put the industry’s most valuable export markets at risk. The Trump administration has pointed to a rising share of imports in the American automobile market and falling numbers of manufacturing jobs as evidence that the industry needs help — though many economists attribute these trends in large part to the irreversible processes of globalization and automation. The administration also sees the auto market as a key to reducing what it sees as an unsustainable trade deficit. Mr. Ross said at an investment forum in June that the trade deficit “really has two sets of origins.” “One is a geographic one, that’s called China,” he said. “The other is a product one, that’s called automotive. If we don’t solve those two, we will not be able to do much to fix the trade deficit.” But to many Michigan firms that have benefited from ties to China, the strategy appears counterproductive to America’s long-term growth. As members of the United Automobile Workers, the industry’s main labor union, gathered for their constitutional convention in downtown Detroit, they acknowledged a wariness of foreign takeovers, but said investment from abroad had benefited them and their colleagues in the past. Dominic Miccichi, a 24-year-old autoworker from Tiffin, Ohio, said that a Chinese company, Ningbo Jifeng Auto Parts, was bidding to take over his plant, Toledo Molding and Die, by buying its current German owner, Grammer. Mr. Miccichi admitted that the idea of American companies being bought up by the Chinese “puts a bad taste in your mouth,” but said that the deal actually might benefit his fellow workers by bringing the plant more money and more opportunities for expansion. “We lose a lot of business because we’re not global,” he said of his factory near Toledo. “We used to make the interior of the Wrangler. That’s gone.”

I still see the conventional cab design as archaic. Look at that 4-door......you can't possibly get any load weight on the front axle. With the engine underneath a low-cab-forward, you have no wasted space, superior maneuverability and visibility, and far better load weight distribution. That vast real estate between the front bumper and windshield, the hood (bonnet), serves no purpose (It is commendable that the hood tilts though....finally). From an aesthetic point of view, it looks the part of a Class 4 or 5, but in no way like a Class 6, whereas the F-650 looks like a full-blown Class 6, even if slightly smaller in stature that a Class 6 DuraStar (MV). Park a Chevrolet 6500HD next to a DuraStar, and there's no comparison.

Chevrolet Silverado Chassis Cabs Start at $48,465 Heavy Duty Trucking (HDT) / July 12, 2018 The manufacturer suggested retail prices (MSRP) for the 2019 Chevrolet Silverado chassis cab trucks will start at $48,465 for the 4500HD, the automaker announced. The chassis cab lineup includes the 4500HD, 5500HD, and 6500HD Silverado models. Pricing includes a $1,495 destination charge, but excludes taxes, title. and additional dealer fees. The Silverado will be available in 2WD and 4WD and will be powered by a Duramax 6.6L diesel engine with 350 horsepower and 700 lb.-ft. of torque and Allison transmissions with a Power Take Off (PTO) option. “Bucket truck builders, fleet managers and many other customers told us they face a dilemma when their GVWR needs exceed 19,500 lbs.,” said John Schwegman, director of Commercial Product and Medium Duty at GM Fleet. “Some pay for expensive aluminum bodies to save weight so they can stay with a Class 5 chassis. Others may spend $10,000 or more to purchase a larger truck with much more GVWR than they need. The Silverado 6500HD gives them capability and protects their bottom line. It’s a great solution.” The truck's frame is designed with one-piece straight rails with no rivets or brackets on top to interfere with the mounting of custom-made bodies. There are no obstacles to work around helping to save time and money during the upfit process. In addition to the straight frame rail design, more frame lengths are offered to help customers specify the exact truck to suit their needs. The truck is designed to be easy to service, with a clamshell hood and a wheel cut of up to 50 degrees that can give technicians better engine access than trucks with conventional hoods. Optional equipment includes a twin-tank fuel capacity of up to 65 gallons, a factory-installed air suspension and a full suite of available connectivity, including OnStar, Commercial Link and a built-in 4G LTE Wi-Fi hot spot. 2019 Chevrolet Silverado Chassis Cab Base MSRP Work Truck Trim 4500HD 5500HD 6500HD Regular Cab 2WD $48,465 $51,100 $54,575 Regular Cab 4WD $51,365 $54,000 $57,030 Crew Cab 2WD $52,080 $54,715 $58,190 Crew Cab 4WD $55,580 $58,215 $61,245 “These new Silverado chassis cabs are a great addition to our lineup because we can now offer small businesses and large fleets a truck that can be upfitted to do many jobs including construction, utility and landscape work, tow truck operations, first responder calls and more,” said Ed Peper, U.S. vice president, GM Fleet. “Chevrolet was obsessed with making these Silverado trucks easy to upfit, drive and own.” Customers can visit one of more than 400 Chevrolet commercial medium-duty dealers to customize and price the all-new work truck. Truck production will begin in late 2018. .

Moody's assigns Ba3 rating to Navistar Financial's $400 million secured term loan; Navistar International's ratings are unaffected. Outlook is positive 12 July 2018 New York, July 12, 2018 -- Moody's Investors Service ("Moody's") assigned a Ba3 rating to the secured $400 million term loan of Navistar Financial Corporation (NFC). Proceeds will be used to fund a $150 million distribution to NFC affiliates and to repay outstanding debt. Prior to this assignment, NFC's debt was unrated by Moody's. The ratings of NFC's parent, Navistar International Corporation (Navistar), are unaffected and remain at: Corporate Family Rating (CFR) -- B3; senior subordinated -- Caa2; senior unsecured -- Caa1; secured term loan (issued by Navistar, Inc.) -- Ba3; and, Speculative Grade Liquidity rating -- SGL-3. The outlook for Navistar and NFC is positive. RATINGS RATIONALE The Ba3 rating of NFC's term loan reflects the high quality of the company's receivable portfolio, and the considerable coverage that the resulting security package affords to the obligations. NFC's principal function is providing wholesale floor plan financing to Navistar's dealer network. For the second quarter ending April 30, 2018, NFC had $1.6 billion of total assets that consists principally of wholesale receivables. This portfolio has maintained very modest levels of past due accounts and charge-offs through the 2009 financial crisis and the 2016 decline in the North American truck market. This sound portfolio quality is supported by the strength of Navistar's dealer network which generates the majority of its profits through the sale of parts and services. In addition, dealers commonly take wholesale delivery of trucks from Navistar based on the existence of firm customer orders. NFC's strong receivable portfolio affords adequate asset coverage for the $400 million term loan even after giving consideration for the company's approximately $900 million in asset-backed securities (ABS). NFC's principal liquidity source is the pro forma availability of $230 million under a $269 million revolving credit facility. This facility provides weak liquidity coverage for the approximately $750 million in ABS that mature over the coming twelve months. Although these maturing obligations are self-liquidating and pose no default risk for NFC, the company requires ongoing sources of new capital in order to maintain the size of its portfolio and thereby fund new wholesale loans to dealers. The high quality of NFC's receivable portfolio facilitates its ability to access the ABS markets and thereby raise new capital as needed. Nevertheless, we view the NFC's liquidity position as weak. The positive outlook for Navistar and NFC reflects the parent company's prospects for continuing to strengthen its credit metrics based on: 1) the renewal of its truck and bus portfolio; 2) the resulting growth in market share; and 3) the improved demand conditions for medium and heavy duty trucks in North America. The outlook is also supported by the strategic ties between Navistar and Volkswagen Truck and Bus (VWT&B) which has taken a 16.9% ownership position in Navistar. There is a close strategic and operating relationship between Navistar and NFC, that includes a modest support agreement from the parent for the benefit of the finance operation. The agreement requires Navistar to maintain NFC's fixed charge coverage at no less than 1.25x; no payments from Navistar have been required during any of the past three years. In addition to this business and financial relationship, there are also cross default provisions in Navistar's and NFC's term loans. As a result of these factors, Navistar and NFC have equivalent levels of risk with respect to probability of default. This probability of default risk is reflected in the B3 CFR that covers both Navistar and NFC. However, the Ba3 rating of NFC's $400 million secured term loan reflects the asset coverage and recovery prospects afforded by the finance company's receivable portfolio. Conversely, the Ba3 rating of Navistar's secured $1.6 billion term loan reflects the capital structure and asset value of the manufacturing operations. NFC's Ba3 secured term loan rating is not pegged to or driven by the rating level of Navistar's secured term loan. Consequently, the ratings of these two obligations could diverge in the future. The ratings of NFC and Navistar could be upgraded if Navistar continues to demonstrate a positive trend in earnings improvement and market share. Continued progress towards NAFTA negotiations that do not result in any significant additional burden to the company's cost position or competitiveness will help support an upgrade. Metrics that would support an upgrade include an ability to sustain an EBITA margin exceeding 4.5% and achieve EBITA/interest above 2x. The rating could be lowered if there were material reversals in any of the key areas in which Navistar has been making progress including: market share, warranty costs, used truck inventory. An EBITA margin below 2.5% or an erosion in the liquidity position could contribute to a downgrade.

I probably should have made sure BC Mack had an ample amount of pills before posting.

IHS Markit upgrades Navistar (NAV). https://api.markitondemand.com/apiman-gateway/MOD/markit-view-report/1.0/documents/209420/full-report?version=20180712

KrAZ Trucks Press Release / June 21, 2018 KrAZ has introduced the all-new model 6510TE 6x6 heavy tractor featuring a 460 horsepower engine, automatic transmission, hydraulic winch and sliding heavy-duty fifth wheel for 3.5" kingpin. Working environment offer maximum comfort to driver. It has two ergonomic seats with sleeper behind them. Circulating ball and nut integral power steering with in-built control valve helps reduce driver’s fatigue. Dashboard and steering wheel have lots of functional pushbutton switches. The vehicle is provided with power windows, additional heater and A/C unit for better comfort and productivity. Straight-six engine is rated at 460hp. It is equipped with fan magnetic clutch, starting preheater, intake manifold electric heater. The engine is started by electric starter, suitable for diagnostic module connection. 6-speed hydraulic transmission is automatic. Manual two-speed transfer case has inter-axle differential lock, housing and cover made of high-strength cast iron. Single-speed double-reduction axles are provided with inter-wheel differential and differential locks on middle and rear axles. GVW of the KrAZ-6510TE truck tractor: 28000 kg, maximum permissible load on fifth wheel: 17 000 kg. Top speed of 65 000 kg combination of truck tractor and semitrailer is 65 km/h. Maximum gradient: 36% (19°), side slope: 20°, fording depth: 1,2 m. Turning radius: 10 m Wheels have central tire inflation system. Manual hydraulic winch with pulling force of 15 t and 63 m rope f22 located on the chassis frame behind the cab is used for loading vehicles on semitrailer. Georg Fischer SK-HD 38.36 G fifth wheel for 3,5” kingpin with height of 290 mm and height of base plate ≈385 mm provides: - complete turn of kingpin around its vertical axis; - fore an aft movement angle min. + 17º / -14º; - side-to-side movement angle max. ± 7 º. Photo gallery - http://www.autokraz.com.ua/index.php/en/novosti-i-media/news/item/3626-bezkapotnyi-avtomat-novyi-tiahach-kraz .

KrAZ Trucks Press Release / June 4, 2018 A batch of all-wheel-drive KrAZ heavy trucks have been built for a country of Southeast Asia. Tropical versions of the 12 cu.m. KrAZ-65032 dump truck and KrAZ-63221 container truck, they are designed for use in extremely harsh environment, construction works on the shore, mostly in aggressive environment, in salt water up to the waist in compliance with customer’s specification. Both tropical versions were ordered in right-hand drive configuration. Given the specific job location, the exhaust systems of these trucks route exhaust gases go out via a silencer mounted on the left side behind the cab. All removable connections are water-tight, cooling system has aluminum radiator without wind shutter, the vehicles are provided with tropical tires without tire inflation system. Water-tight lights have asymmetrical dipped beam for use in left-hand traffic. Paint is also intended for tropical climate, it is resistant to salt water. What is more, special paint application method has been used. The vehicles are equipped with Euro-2 engine rated at 380hp and manual 9-speed transmission. The KrAZ-65032 dump truck designed fro carrying loads on and off road is provided with strong dump body. The KrAZ-63221 container truck is used for carrying 20 feet container and towing trailer on all kinds of roads and off road. The vehicle is provided with crane for cargo handling. Last week the customer’s representatives checked the trucks for compliance with specifications. The batch of special vehicles is currently being prepared for shipment to foreign contractor. .

KrAZ Trucks Press Release / May 24, 2018 .

Tamara Whitsed, Owner-Driver / June 28, 2018 Around 80 trucks travelled to Gundagai for the 2018 Sylvia’s Gap Truck Run on June 10. Retired interstate truck driver Viv Ireland reminisced about his early trucking years during the Sylvia’s Gap Truck Run on June 10. This year the Australian Road Transport Heritage Centre (ARTHC) chose ‘Express Freight of Yesteryear’ as the theme of their annual fundraising weekend at Gundagai, New South Wales. They encouraged former express drivers like Viv to attend. Eighty-year-old Viv was a passenger in Dave Homburg’s 1974 Kenworth K125 during the run from Gundagai to Sylvia’s Gap Road, near Tumblong. "It was very interesting to realise the narrowness of the road," says Viv who lives on the Central Coast, NSW. He spent most of his 50-year interstate career north of Sydney, but remembers occasionally travelling the Sylvia’s Gap section of the old Hume before it was bypassed. Two Grey Ghost Kenworth K125s were among about 80 trucks taking part in the run. A third Grey Ghost was on display at the Gundagai Showgrounds. "I think there was an aura about driving Grey Ghosts," says Viv, remembering his time driving the famous trucks for Comet. "They were a very fast truck and quite exciting to drive." Viv and his friends Colin Southwell, 74, and Ted Scarfe, 78, were guest speakers at the ARTHC’s Saturday night dinner which attracted almost 200 people. After the run the rigs lined up on display at the Gundagai Showgrounds while a morning tea and trophy presentation took place at the nearby racecourse. Rob Woolley of Mangrove Mountain, NSW, won Truck of the Show with his restored 1981 Kenworth K123. Steve Patten of Leeton won Best Historic Truck with his 1990 International TranStar 4670. Funds raised over the weekend will help build a permanent truck museum at Gundagai to replace the temporary museum which opened in 2016. Visit www.arthc.com.au for information about the museum. Photo gallery - https://www.ownerdriver.com.au/events-news/1806/express-freight-celebrated-at-gundagai .

Greg Bush, Owner-Driver / July 4, 2018 The atmosphere at the 2018 Alexandra Truck, Ute and Rod Show was full of fun, family and friendship – as well as raising much-needed funds money for charity You come to the realisation of how huge the Alexandra Truck, Ute & Rod Show has become when you attempt to book hotel or motel accommodation for the event. Unless you’ve organised it a year in advance, you’ll be spending the Queen’s Birthday long weekend in the surrounding towns, although there’s a good chance that accommodation may be booked out as well. The other option for truckies, of course, is sleeping in the truck’s cab which many are happy to do. Those who made it a day trip, rolling up on Sunday, June 10, were greeted by a slight drizzle and a morning fog, not to mention the single digit temperature. But that did not deter scores of owners and drivers trucks, utes and hot rods which filled the streets in the centre of town. Dave Moloney, of Moloney Bulk Haulage, is one of those who organises his family accommodation a year in advance. Dave picked up the award for Truck of the Show with his Kenworth Legend 900. He began attending the Alexandra event only a few years after the show’s inception. He’s been there every year since. Moloney Bulk Haulage had nine trucks on show; the prize-winning Kenworth only joining the fleet two weeks earlier. The 900 was one of a number of Kenworth ‘Legends’ on show at Alexandra, which included Kitco Transport’s 2015 Legend 950. It’s number 58 in the serie,s as driver Don Ogilbee explains. Don has been behind the wheel of the Kenworth soon after it became a member of John Townley’s Kitco fleet. "I’ve known John for 25 years," Don explains. "He bought it for himself to drive, but he never did. Meanwhile, taking up prime position in the middle of Grant St, the event’s major sponsor Larsen’s Truck Sales had a number of trucks on show, including a conspicuous brand new Western Star 4800FXB. Dave Larsen says he’s been involved with sponsoring the Alexandra Truck, Ute & Rod Show for around 10 years. He heaped praise on the event’s organisers, particularly Andrew Embling and Gordon Simpson. "They’re amazing people," he says. As well as supporting the show, for Dave the weekend is also about family and friends. "My three sons are here, my young 11 year old, my two older boys and my daughter," he smiles. "It’s a family affair. I love it." Photo gallery - https://www.ownerdriver.com.au/events-news/1807/legends-abound-at-alexandra .

Hino Trucks Australia / July 8, 2018 .

Diesel News Australia / July 2018 In Europe, the Iveco Stralis X-Way range is undeniably extensive, with rigid and semi models available for tipper and mixer applications, hook-lift/tilt tray container operations, crane, timber and tanker work. For those hauliers looking to get into, and out of, tight-spots there’s the option of rear-steer axles on three and four-axle rigid chassis, along with a tridem bogie on 8x2s and 8x4s. Finally, as if having three specific X-Way models wasn’t enough, Iveco’s previous range of ‘Trakker’ heavy–duty multi-wheelers remains available for really arduous jobs or all-wheel-drive operations. And should you need something even-tougher, Iveco’s own specialist construction truck division, called Astra, builds extreme-duty three and four-axle chassis with their own curvaceous cabs atop the latest Iveco drive-trains. Talk about spoiled for choice. But back to X-Way. I promised you a driving impression and here it is. My mount was a X-Way ‘Off’ eight-legger with the 420hp Cursor 11, ‘Active Day’ cab and a Boweld all-steel tipping body on the back, perfect for UK-muck-away work. Being an N3G chassis, its cab sits higher-up than on equivalent on-road models, but its three-step set-up, complemented by well-placed ‘grippy’ grab-handles, make it easy to climb into the cab. Reflecting its off-road role, the bottom step on the Off chassis is flexibly-mounted, so if you ground it, you won’t hurt it. Inside, the cab interior is suitably robust with a tough rubber floor covering and black dash and seat trim which won’t show the dirt. A lighter roof panel ensures it’s not too oppressive. There’s some decent storage space in the cab too, though considering cross-cab access isn’t something tipper drivers worry about, the flat top engine hump would benefit from having a big tray on it, like DAF’s CF. If I’ve not said it before I’ll say it now, the current Stralis range has an excellent driving position, backed up by an extremely comfortable and supportive ISRI seat, for X-Way read ditto. Vision from the driving seat isn’t bad for an N3G chassis. There’s a decent gap between the A-pillar and the back of the mirror cluster which also provides a good lateral view. All the instruments are easy to read and the control layout is driver-friendly too, with the two-position engine exhaust brake well placed on a stalk on the RHS of the steering column. The ‘rocking’ mode button is to the right on the dash well within reach. To engage drive on the 12-speed Traxon auto, simply press D on the dash, release the park brake and put your foot down on the go-pedal. Holding the D button down for longer than two seconds engages slow-speed manoeuvring mode which delivers more-gentle throttle inputs (the same applies when pressing R for reverse). Out on the road the Cursor 11 is responsive, torquey, and well matched to the slick-shifting TraXon (sorry Hi-Tronix) box. The X-Way’s disc brakes were certainly powerful. Naturally, I’ve saved the best bit till last. The X-Way’s precise steering, with good feedback, is definitely worth writing home about. Moreover, as any eight-legger driver will tell you, 8x4s can take a bit of turning in-town. However, the steering lock on our 5.02m wheelbase model was more than sufficient to get us around tight T-Junctions with ease. Now that Stralis X-Way has joined Trakker, the Italian truck-maker has a construction truck for just about every occasion and application. Just as well, considering how the multi-wheeler market up here is increasingly polarised. But whichever one you go for, they certainly look capable of taking a good old-fashioned Aussie ‘battering’. .

Diesel News Australia / July 2018 In Queensland, SunChip’s business is harvesting and transporting plantation timber grown in a vast swathe of forest stretching from Bundaberg to Brisbane. Growing time for the Caribbean pine from planting to harvest is 30 years, after which the land is replanted within six to 12 months and the cycle repeats itself. SunChip has operated since its inception in 1997. The private company has operations in Queensland and New South Wales including depots at Maryborough and Gladstone as well as Bathurst and Tumut. Owner, Mark Blackberry, hails from Scottsdale in Tasmania where he cut his teeth as a harvester in the logging industry before seizing the opportunity to expand his horizons on the mainland. SunChip’s General Manager, Dirk Koeppen, has been with the company for 20 years. He originally started as a truck driver before transitioning to machine operator and later moving into training roles for both truck and machine operators as well as Occupational Health and Safety (OH&S) training. “In the Maryborough area we predominantly carry long-length stem Caribbean pine which are 18 metre logs that go to the Hyne and Son saw mill at Tuan,” says Dirk. “Our quota to this mill alone is 85 B-double loads per day and across all our depots we shift approximately 600 loads per week. “We load by weight so all the trucks and loaders are equipped with scales. We are allowed a gross combination mass (GCM) of 67 tonnes which gives us a payload of 45 tonnes.” While the company’s name might suggest the timber it hauls is destined for wood-chipping, that’s not the case with these 18 metre logs being milled into structural timber. “They not only supply the Bunnings (hardware warehouse chain) contract but depending on the circumstances the timber could be destined for the domestic market or for export,” Dirk explains. SunChip currently operates 40 Super-Liner B-double day-cab prime movers. Each is fitted with the 16-litre MP10 engine delivering 685hp and 2,300 ft lb of torque, driving through the mDRIVE 12-speed AMT. At the rear end resides Mack drive axles with leaf spring suspension, which Dirk says enables the trucks to operate smoothly in some equally tough but diverse conditions, from summer downpours on the sandy tracks of the Queensland coast to the wintry ice and snow covered roads around Tumut in the Snowy Mountains. “If it just gets too wet up north, I want to be able to send the trucks down to the Snowys,” he explains. “Likewise, if it’s too messy with the cold in winter down Tumut way, I’ll bring the trucks from there back up north. The Super-Liners meet that challenge with ease.” It was interesting to hear Dirk expand on his preference for the spring suspension and mDRIVE combination in the Super-Liners. As far as he’s concerned, it’s the best blend for his logging operation. “For our application this setup is far superior to a manual transmission with airbag suspension,” he attests. “In Queensland we operate in sandy conditions where the ground moves under the weight of the truck. This causes manual trucks with airbags to bog down and wheel-spin which corrugates the road whereas the mDRIVE with spring suspension keeps the power delivery smooth and uniform. It’s like two railway tracks that keep the wheels gliding across the surface. There’s no doubt the traction control also plays its part in keeping the wheels turning smoothly.” This is the second round of Super-Liners SunChip has owned and fitted with the mDRIVE automated transmission. And over the last seven years it has really proved its worth. “They’ve been virtually bullet-proof and our figures show it’s saving us between eight and nine per cent in running costs,” Dirk claims. “It’s not only fuel savings, there’s less maintenance costs for things like engine mounts and drive-shaft universal joints.” .

Diesel News Australia / July 2018 Despite being a relatively unsophisticated truck International ProStar driveline smarts on the truck tested by Diesel News are impressive. One of the aspects of this design is relatively new to Australia and this is the ADEPT powertrain technology that can be included in the package when an Ultrashift is specified. This sees drivetrain technology moving to another level. Much improved data communication sees the driveline delivering quicker, more precise and fuel saving gear changes plus better engine brake performance, when both the transmission and engine work together to maximise retardation. It was this improved feedback between the engine and transmission that struck this driver in the first few minutes of the test drive. There is a lot more thinking going on behind the scenes so the driver doesn’t have to intervene so often to get good engine braking or feather the accelerator to get an even and fuel efficient acceleration when fully loaded. The ADEPT (Advanced Dynamic Efficient Powertrain Technology) system, developed jointly by Cummins and Eaton, sees much increased data communication between the engine and transmission, but also further data from the truck’s own system using sensors mounted around the truck. Out on the highway the Smart Coast ability of the ADEPT system saw the revs drop back to idle when the driveline sensed the momentum and speed of the truck could be maintained safely without the transmission having the clutch engaged. Many times on the test, the truck cruised along at 100km/h with the X15 sitting at 600rpm and the Eaton clutch open. One touch of a pedal or a change in the grade saw the clutch re-engage and the driveline get back on with its job. Smart Torque uses torque management changes to inform the shifting pattern and keep the engine operating at its most fuel efficient. Knowing whether the truck is unladen or laden changes the response, in terms of torque, evening out acceleration and improving fuel efficiency. In fact, on this model, the dual-mode Cummins not only adjusts for the mass being carried but also has a sensor on the rear airbag so it knows immediately when the truck unloads and acts accordingly, instantaneously, rather than waiting for the driveline to sense the lower mass. The Urge-to-Move function is in reverse gear on this model. The system will start engaging the clutch before the driver touches the accelerator. It senses brake pressure is off and starts to move the truck slowly backwards. This is designed to aid slow manoeuvring or coupling trailers. It also makes it a bit like an automatic box to drive. As soon as you release the brake it starts to move, there’s no feathering of pedals. This could be set up to do the same in first gear, but, currently, International only activate it for reverse. Out on the highway, when it knows it has to work hard, the ADEPT will run the revs out to 1700rpm before going up a gear, but when running on the flat it will have a go at 1500rpm. At top speed, the engine is running at 1500rpm at 100km/h, as it should be on a true Australian US Truck. The ADEPT system has taken the rudimentary US trucks we know and love and turned them into something which makes the same sorts of noises but also acts in a smart way, mimicking the smarts available from the truck’s European opposition. With Urge to Move, Smart Coast and Smart Torque we are dealing with a dumb truck, with a smart engine and gearbox. US trucks are now in the same electronic ballpark as the Europeans we are seeing on our roads. .

Scania Group Press Release / July 11, 2018 SGV Group’s new vessel, the MS Diamond, has recently begun navigating Lake Lucerne under hybrid power aided by a powertrain that’s based on a Scania 13-litre six-cylinder diesel engine. It’s a sunny March morning on Lake Lucerne in Switzerland. Michel Scheurer, production director of Schifffahrtsgesellschaft Vierwaldstättersee AG (SGV), carefully steers the latest addition to the company fleet from the shipyard out into the lake. It’s just a matter of weeks before the company’s new ship, the MS Diamond, is due to be put into service. But anticipation is already visible on Scheurer’s face. “We are going to be navigating with hybrid power for the first time on Lake Lucerne,” Scheurer says. “We see this technology as the way forward for the future.” With its 19 ships – five old-style paddle steamers and 14 salon ships (a total capacity of 11,000 passengers) – SGV is the largest shipping company in Switzerland. It serves 32 landing docks around the lake. The new ship was designed and built by Shiptec AG, a subsidiary company of SGV based in Lucerne. Shiptec AG operates one of the largest shipyards in Switzerland and is the only Swiss shipbuilding company that builds passenger and cargo ships. “Our service offering is unique,” says Martin Einsiedler, director of ship design and engineering and a member of the executive board of Shiptec AG. “From design through engineering and construction and on to ship maintenance, we provide services for a host of customers operating on rivers and lakes throughout Switzerland.” Utilizing the power of the new diesel hybrid Einsiedler is also in charge of the technical design of MS Diamond. He explains that the powertrain is based on a 405 kW Scania 13-litre inline six-cylinder diesel engine and is supported by an electric motor. “We basically use the diesel engine when navigating,” says Einsiedler. “When we need additional power or torque for short periods, for example when landing, braking or for an emergency stop, the electric motor is used as well. However, when the ship is cruising normally, the electric motor acts as a generator, supplying energy to the ship and the backup batteries. These backup batteries in turn supply the electrical boost for the diesel engines and the on-board electricity supply when the ship is not moving.” For Einsiedler, the Scania engine fits perfectly with this design concept. “Thanks to the compact design and the hybrid powertrain, we were able to place the motor in the stern of the ship, which significantly increases travelling comfort,” he explains. Financial savings due to Scania's powertrain design Einsiedler’s enthusiasm for Scania extends beyond technical considerations. “Particularly with engineering, the relationship between the shipbuilder and the engine supplier is very important,” he says. “During the entire development phase we were in very close communication with the people who were our direct contacts at Scania, and we always got the information we needed. That’s not something you can always count on, and it makes work a lot easier.” “The customer always has the final say,” he continues. “The shipping companies are offered different technical variants. They then decide which engine is to be installed. Naturally, we only recommend engines that convince us totally.” In this case, the customer SGV is convinced as well. “I don’t know any other engines that, at equivalent power, can generate such high torque as the Scania products, and that is precisely what is all important for shipping,” Scheurer says. “And thanks to the new powertrain design, we can budget for a reduction in fuel consumption of around 20 percent.” The new ship is expected to operate 2,000 to 3,000 hours annually, so these savings will make quite a difference. .

Overview Truck MAN Truck & Bus at IAA 2018: Reliable, innovative and customer-focused At the IAA 2018, MAN is exhibiting its TG series, which recently underwent considerable updates. The lion brand is focusing on tried-and-tested product advantages such as reliability, efficiency and customer focus. With its digital services, MAN also provides answers to future customer and logistics demands. The drivelines featured in the TG series ensure efficient fuel consumption with high performance and good driving dynamics, in addition to the customary high levels of reliability. The most powerful version of the D38 engine offers up to 640 metric horsepower and reaches up to 3000 Nm torque even at low engine speeds. The D26 engine is optimised for fleet applications and features a performance range of 420 to 500 mhp. At the same time, its own weight and fuel consumption are quite low. Thanks to the finely tuned MAN TipMatic gearbox, which has individual driving programmes for all types of application, as well as the sensitive starting strategy and efficient and application-oriented shifting strategy, the heavy MAN TGS and TGX series have highly efficient, economical and environmentally friendly drivelines. In the medium-sized truck segment, MAN TGL and TGM operate with the new D08 engine presented at the end of 2017. The four-cylinder design features power levels of 160, 190 and 220 mhp, and the six-cylinder design features up to 250, 290 and 320 mhp. The new MAN D08SCR generation of engines excels with its simpler design and exhaust gas aftertreatment based solely on selective catalytic reduction (SCR) technology. This expands the range of applications while easing maintenance and strengthening overall reliability. MAN has also managed to further reduce the new unit’s consumption by 5.5 percent. The TGL and TGM can also boast added driving comfort and efficiency thanks to functions for the TipMatic gearbox which were introduced with the current D08 generation. Optimum operating comfort and high quality of living for drivers The new features inside the driver cabin which were presented at the end of 2017 and implemented in the series in 2018 make life and work more comfortable for drivers in TG series trucks. The new interior design was optimised for application purposes and driving tasks, and primarily takes shape around the work place in the short C and M cabs. Meanwhile, drivers will also benefit from the redesigned living area in the long L, LX, XL, XLX and XXL cabs, which are chiefly used in the MAN TGX and TGS. This not only includes a refrigerator that can be lowered completely under the sleeper berth, but also a storage and light system that has been optimised for the rest area. All the important comfort features can be controlled via the centralised operator control concept. In addition, the TGX series ensures restful sleep with an acoustic package that markedly reduces the noise levels in the cab using extensive insulation measures. Specially designed for applications in the traction area, the Urban Concrete new cabin interior option is now available. This is a harmonious interior design that is especially resistant to dirt. Driver relief and safety are the top priorities MAN has equipped the Adaptive Cruise Control (ACC) with a stop-and-go function to prevent driver fatigue as far as possible on congested roads and in sluggish traffic situations. This automatically regulates the distance from the vehicle in front (including at low speeds), slows the vehicle (to a stop if necessary) and automatically moves off again after short stops. This way, the driver can relax and enjoy the ride free of stress, even in stop-and-go traffic. In addition to the new stop-and-go function, the new generation of ACC from MAN also offers a more comfortable response when the truck approaches vehicles driving in front of it. The system also avoids unnecessary breaking and accelerating, thereby reducing wear on the brakes and fuel consumption when driving with ACC. ACC and ACC stop-and-go are ideal additions to the Emergency Brake Assist (EBA 2) and Lane Guard System (LGS) safety set-ups, proactively helping to avoid accidents. The EBA 2 advanced emergency braking assistant already considerably surpasses the stricter legal stipulations for emergency brake systems which will come into effect in November this year. Its highly-developed sensor data fusion of radar and camera systems allows EBA 2 to interpret even complicated traffic scenarios more reliably, as well as identifying vehicles and standing obstacles in front of the truck with greater reliability, meaning emergency brakes are triggered only when necessary. Due to its positive experiences with this design philosophy, in spring of 2017, MAN stopped installing EBA 2 as standard in such a way that drivers could press buttons on the instrument panel and deactivate it. The company did so to increase the safety offered by the system. This arrangement guarantees that the driver continues to have complete control of the system at all times. MAN DigitalServices – customer services and applications With the introduction of its new MAN DigitalServices group division, MAN is offering custom digital services and applications exclusively for MAN vehicles. Using RIO, the cloud-based, open logistics platform, mixed fleet operators can harness the extensive MAN DigitalServices to connect their vehicles made by MAN and other brands at all levels, allowing them to operate their vehicles even more efficiently. At the same time, the MAN DigitalServices applications are explicitly designed to be functional, suited for everyday use and extremely user-friendly. Since August 2017, the RIO Box has become a standard part of all brand-new MAN truck series adhering to the Euro 6 standard in Europe. That means MAN trucks feature the first component of an infrastructure whose services will be able to interconnect the entire transportation and logistics industry in the future. The RIO Box functions as an interface between vehicles and the RIO platform. By the pros for the pros – tailor-made sectoral training from MAN ProfiDrive Offering customised and needs-based sectoral training sessions for truck and bus drivers, MAN ProfiDrive has been focusing with even greater precision on the requirements and demands of its customers since the end of last year. Customers can compile a training programme for their transportation tasks from an extensive portfolio of training modules. The MAN ProfiDrive experts work together with the customer to develop and design the events, as well as organising the time, schedule, location, and making adjustments to the basic training content (such as driving safety, technology, load securing, off-road training and efficiency). Overview Bus MAN and NEOPLAN buses at the IAA 2018 Today's buses for the transport challenges of tomorrow. MAN Truck & Bus is exhibiting a wide range of bus products at this year’s IAA. The new MAN Lion’s City eBus and CNG as well as a MAN TGE-based minibus are being presented to the public for the first time. The new generation of city buses is rounded off with the eBus and the new E18 gas engine MAN Lion’s Coach with electrohydraulically steered trailing axle and new MAN TipMatic Coach transmission For the first time a MAN TGE-based minibus NEOPLAN Skyliner optionally available with stairs to the right Information on MAN Transport Solutions’ comprehensive consulting services and on MAN services Following the première of the new generation of city buses in Spring 2018, the IAA is providing a stage for commercial vehicles to present the new MAN Lion’s City to a wider audience for the first time. The hybrid module, MAN Efficient Hybrid, is thus celebrating its first appearance at the trade show. On the one hand, it saves fuel thanks to its use of recovered braking energy. On the other, the stop-start function supports super-silent and emission-free stop phases. In addition to the exciting, eye-catching new smart edge design, the two-axle vehicle being exhibited at the IAA stands out thanks to an innovation on the doors: Illuminated door closing edges indicate the opening and closing action of the doors in different colours. Alongside the diesel version, the city bus family will also be upgraded with alternative drive systems in time for IAA 2018. In addition, as a world première on its stand MAN Truck & Bus is for the first time exhibiting a city bus incorporating the newly developed gas engine as well as a prototype of the fully electric Lion City E. The latter visually contrasts with its conventional brother on the trade show stand thanks to its slightly modified design underlining the unique nature of the electric drive system. In particular, the withdrawal of the engine housing and so the additional seats at the rear clearly set the eBus apart as such. The fully electric drivetrain delivers 160 up to a maximum of 270 kW. The inside of the solo bus, designed with 29 seats, can be accessed through three electrically operated doors. As the market leader in the market sector for gas-driven city buses, during the same year as its presentation of the new MAN Lion’s City, MAN is also presenting the completely newly developed gas engine, the MAN E18, also as an option with MAN Efficient Hybrid. So MAN demonstrates the high priority it attaches to alternative drive systems within its product portfolio. The articulated bus on show demonstrates the passenger flow-optimising effect of innovative, situation-based illuminated partitions and translucent concertina walls. Optimised for standing room capacity, the four-door vehicle boasts 39 seats. The newly developed MAN E1856 LOH delivers 320 HP (235 kW) and uses a 4-speed automatic gearbox. The MAN product portfolio is rounded off at its show stand with a MAN Lion’s Coach L, in a long-haul version complete with lift and two wheelchair places. Unlike the Lion’s Coach presented last year for the first time, the position of the C-pillar has now been optimised for a better view including in the first row of seats. Otherwise the bus now has an electrohydraulically steered trailing axle increasing manoeuvrability and the new 12-gear transmission, the MAN TipMatic Coach. The enhanced-performance MAN D2676 LOH delivers 470 HP (346 kW) and 2,400 Nm maximum torque. The new engine version is available from July 2019. NEOPLAN: Comfortable and innovative for every application The NEOPLAN Skyliner on show is optimised to be able to meet the requirements of long-haul transportation. Thanks to its low-floor design on the lower deck, it also offers comfortable access for people with limited mobility. Thanks to the incorporation of fold-up seats on a sliding system, up to two wheelchair places are available on it. To accommodate optimised passenger flow and a higher seating capacity, as an option MAN has moved the front stairs to the right-hand side of the vehicle at the exhibit. Thus 78 passengers can find a comfortable seat on the double decker. The drive system comprises a redesigned D26 engine now delivering 510 HP (375 kW) and a maximum torque of 2,600 Nm and features the new generation of MAN TipMatic Coach automated gear shift transmission. As an effective measure to prevent blind spot-related accidents, the NEOPLAN Skyliner and Cityliner on show have a new replacement mirror system. Cameras on both sides of the vehicle deliver real-time images on two displays built into the driver's field of view thereby eliminating any blind spot. At a glance the driver can thus assess the complete situation, which would otherwise require rear, wide-angle and ramp mirrors. The camera technology used supports high-resolution display of the surrounding area irrespective of daylight so that the driver has improved view at night and in changing light conditions. In addition, in contrast to the mirror limiting factors due, for example, to misting up, dirt accumulation or sun glare are also minimised. This also enhances safety at the same time as reducing the probability of having a collision and thus the repair costs. The NEOPLAN Cityliner has also incorporated a bird view system, which supports observation of the surroundings with six cameras. The image is output to a separate monitor on the driver’s console. The Cityliner L not only promises an ultra-safe travel experience but also one that is ultra-exclusive thanks to its modified interior. With the focus on the feel and experience, it meets the most demanding comfort and catering requirements for up to 35 passengers. In addition to the exclusive VIP lounge, for this purpose it has a kitchen with a convection oven, induction charging for mobile telephones and ambient lighting. The MAN Bus Modification Center thus once again impressively demonstrates its supreme ability in fitting out vehicles. The Tourliner C on show marks the entry point into the NEOPLAN World. And what an entry! As the third vehicle in the movingART art project, the two-axle vehicle blazons a prominent Berlin adhesive tape livery. In the interior complementary warm, earthy colours and materials are found, which accentuate the premium, modern design. Incorporating 4-star seating, 48 passengers can be seated on the coach, which has a state-of-the-art drivetrain with recently performance-enhanced 470 HP (346 kW) and 2,400 Nm maximum torque as well as the new MAN TipMatic Coach. MAN TGE Minibus With the introduction of the MAN TGE, MAN Truck & Bus positioned itself at the last IAA for commercial vehicles as a full-range provider in freight transport. This heralds the culmination in its bus product range including TGE-based minibuses. An intercity variant with 15 passenger seats is being exhibited at the show stand in the form of the MAN TGE Intercity. Access is gained via an electric sliding door with an electric retractable step board, and a standard roof-mounted air-conditioning system constantly provides pleasant temperatures. In addition, USB charging sockets on the side walls and additional speakers further enhance passenger convenience. The minibus, which might for example be used for shuttle, excursion and hotel feeder traffic, measures 7,391 mm and has numerous assistance systems such as the Emergency Brake Assist (EBA), the Adaptive Cruise Control (ACC), a lateral wind assistant and active lane guard system. Under the bonnet a 2-litre engine delivers 177 HP (130 kW), with manual transmission. Highly recommended: MAN Services and MAN Transport Solutions In addition to its products, the MAN show stand will also be available to discuss the extensive services offered by the commercial vehicle manufacturer such as maintenance management, repair service, OEM parts and accessories as well as financial services. For example, the MAN in-house training provider, MAN ProfiDrive, promises improved safety and efficiency through its hands-on driver training courses. Particularly in the area of passenger transport, there is a focus on the technical safety aspects and how they can be improved. In order to optimise road transport economy the goal is to achieve fuel savings of up to 10% through a smart combination of driver ability, forward-looking time management and economical route planning. MAN is dedicating an in-house specialism to the challenges of switching to alternative drive systems. Here the experts in the consulting team of MAN Transport Solutions will answer all questions about the pathway from “low emissions” to “no emissions”. The focus of the consulting services is on electrification of bus, truck and van fleets. Drawing upon a wealth of experience, not only can the qualified consultants provide advice regarding the vehicle itself, they are also able to cover issues relating to infrastructure and energy demand, as well as maintenance concepts and fleet design. Overview TGE The TGE – the MAN among vans The well-established, Munich-based company last year successfully entered the van segment with the MAN TGE. The MAN van is aimed at demanding customers who need light commercial vehicles to perform challenging tasks. Specialist TGE sales advisors are on hand to provide custom solutions. MAN as a full-range vendor Up to 18.4 cubic metres load capacity Engines from 75 kW to 130 kW Safety as standard thanks to Emergency Brake Assist Service and deployment round the clock Full-range vendor MAN is a full-range vendor, offering vehicles from 3.0 to 44 tonnes gross vehicle weight rating to handle any transport task. MAN has extended its long-standing customer-oriented truck business into the van segment with the TGE. The focus is always on finding the best solution for the customer. Specially trained staff are on hand to provide expert advice and support. They provide many years' experience, as well as liaising efficiently with the various body manufacturers and working closely with large key-account customers. Teamwork between the customer, the body manufacturer and MAN's sales and service functions results in a vehicle that will offer optimum user value through its life cycle. MAN Truck & Bus sees the target groups for future applications of its van in the logistics and construction sectors, as well as meeting the specific needs of professional trades and passenger transport operators. What all the applications have in common: The MAN TGE offers the best total cost of ownership (TCO) figures thanks to its minimal drag coefficient (Cd) value of 0.33, the lowest fuel consumption in its class, and low servicing and repair costs. Lots of space and high load capacity Alongside the panel van and a glazed combi, single-cab and crew cab bodies enhance the portfolio. The single- and double-cab variants can of course be ordered with a wide range of body units ex-factory. The MAN TGE comes in a choice of two wheelbases, three roof heights and three lengths. The panel vans range in length from 5983 millimetres, to 6833 millimetres, up to the 7388 millimetres of the long variant with the large overhang. The available vehicle heights are 2340, 2575 and 2800 millimetres. In the right combination, this results in a maximum load space capacity of 18.4 cubic metres. Bright LED lighting of the load space always comes as standard. The entry-level MAN TGE feature a 3.0 tonne gross vehicle weight rating, while the top-of-the-range model offers 5.5 tonnes. The trailer hitch enables a further 3.5 tonnes to be transported. The maximum payload of the 3.5 tonner, for example, is exceptional. Ideally configured, it is able to carry a load of up to 1.5 tonnes. Diverse and economical drive systems There is also a wide range of available drive variants. Depending on the permissible gross vehicle weight rating, front-wheel drive, rear-wheel drive or all-wheel drive are available, optionally featuring a 6-speed manual or 8-speed automatic gearbox. The MAN TGE features a new-generation diesel engine promising high levels of durability and reliability. The 1968 cm3 engine comes in 75 kW/102 hp, 90 kW/122 hp, 103 kW/140 hp and 130 kW/177 hp variants. The four-cylinder unit is specially designed to handle the tough demands of a commercial vehicle's working life. Economy and robustness were the top priorities in developing it. Attributes which are combined in the MAN TGE to deliver new best-in-class performance in both economic and ecological terms. Comfort and everyday practicality in the interior The TGE's cab combines a commercial vehicle's workplace with a practical living space. Lots of well-designed storage facilities support drivers in their daily work. The upholstery and shaping of the driver's seat – available in four design variants – provide for optimum comfort on long trips and offer perfect side support. Durability is assured by tried and proven wear-resistant coverings from the truck model series. Maximum safety thanks to assistance systems The Emergency Brake Assist (EBA) fitted as standard in the TGE represents MAN's major contribution to road safety. Sensors monitor critical distances to the vehicle ahead and help to reduce the vehicle's stopping distance. As an additional safety feature, the integrated City Emergency Brake automatically brakes the vehicle at low speeds to reduce rear-end shunts – one of the most frequent causes of accidents – and therefore minimise off-road times and repair costs, as well as enhance the vehicle's residual value. The optional Reversing Assist helps when reversing out of parking spaces. A trailer manoeuvring assist feature can also be activated as required. The electromechanical power steering compensates for countersteer forces such as those created by side winds. The Adaptive Cruise Control (ACC) ensures high levels of comfort on lengthy motorway stretches. The drowsiness detection function and the multi-collision brake enhance safety for everyone. The multi-collision brake prevents secondary collisions with other obstacles or road users in the event of an accident. Outstanding service The new model series additionally benefits from the professional backup of MAN Service: It is renowned for providing uncomplicated assistance, often without the need to arrange a service centre appointment, fast help in emergencies, including at weekends and at night, and very long opening times. Full-service packages are of course available, as well as flexible repair and maintenance contracts. Extended warranties, a mobility guarantee and 24-hour breakdown assistance round off the range of workshop services. MAN also offers specially tailored financial services to support fleet managers and owners when procuring vehicles and throughout a vehicle's life cycle. MAN ProfiDrive trainers offer a range of courses to provide drivers with continuing professional development training. The course modules cover topics such as how to respond in an emergency, economical driving techniques, and how to stow loads securely. This wide-ranging portfolio enables users and owners to customise their service packages in a way that is rarely seen in the light commercial vehicle segment. MAN innovations: Platooning in the logistics industry Platooning in the logistics industry: world's first practical use of networked truck convoys in Germany Research project of DB Schenker, MAN Truck & Bus, and Hochschule Fresenius started in the test phase on the A9 highway. Strategic partnerships as innovation drivers Unprecedented use of technology People still top priority As the world's first logistics provider, DB Schenker, together with its cooperation partners MAN Truck & Bus and Hochschule Fresenius University of Applied Sciences, sent on June 25th 2018 two digitally networked trucks into practical use. In the presence of Federal Minister of Transport and Digital Infrastructure Andreas Scheuer, a truck "platoon" set off from the DB Schenker branch office in Neufahrn near Munich via the A9 digital test field to Nuremberg. The federal government is funding the pilot project with around EUR 2 million. Federal Transportation Minister Andreas Scheuer said: "This is a visionary research project for our digital test site, the A9 highway. The project marks the start of the automated and networked future of road haulage. We bring tomorrow's technology onto today's roads, testing the intelligent interaction of man, machine and material. Our opportunities: logistics processes – from ramp to customer – can become safer, more efficient and more environmentally friendly. And truck drivers can become modern logistics specialists in digital trucks.” Strategic partnerships as innovation drivers The regular test runs of the networked trucks began on June 25th, along the 145-kilometer route. Trials are being carried out without any loads until early August. After that, the platoons will be on the road every day, making up to three routine logistics trips and laden with part loads of, for example, machine parts, drinks, or paper. The project partners are thus doing pioneering work. "This first use of truck platoons in Germany will set new standards in the logistics market, from which our customers will benefit first and foremost," said Alexander Doll, DB Board Member for Freight Transport and Logistics. "With this project, DB Schenker is showing what matters for companies all over the world in the future: advancing innovations through new partnerships." By using this technology, DB Schenker is expanding its digital business model. "Today, we at DB are once again bringing a new technology to the road. With the platooning project, we are further expanding our pioneering role in the field of autonomous and networked driving," emphasized Prof. Dr. Sabina Jeschke, DB Board Member for Digitalization and Technology. With MAN Truck & Bus and DB Schenker, two of the world's leading companies in their sectors are cooperating to jointly promote the subject of automated driving. "It's not just about using a technology. It's about integrating it effectively into the entire logistics chain. The findings from the joint project are an important step towards series development. This will give MAN a leading role in the automation and digitization of commercial vehicles," said Joachim Drees, CEO of MAN Truck & Bus AG. Unprecedented use of technology During the unprecedented practical tests, the platooning technology for logistics use will be further optimized, for example with regard to system safety, fuel consumption, and better use of space on freeways. The project partners also hope to gain insights into the social acceptance of the networked driving style, as well as into transport policy and infrastructural prerequisites. People still top priority Since the collaboration began in May 2017 and the official handover of the test vehicles by MAN in February of this year, the truck drivers have been prepared for their role in the project through intensive training. The psychosocial and neurophysiological effects of the new technology on the drivers in the platoon will be examined by Hochschule Fresenius with an accompanying study. This will allow important experiences of the truck drivers to be incorporated and their job profile developed further. "It's obvious that digitization of the mobility and transport system is leading to completely new requirements for employees in the industry," said Prof. Dr. Christian Haas, Director of the Institute for Complex Health Research at Hochschule Fresenius. We hope that our findings can also contribute to a better understanding and design of other digitized human machine interfaces." Functionality of platooning The term "platooning" refers to a system that vehicles use on the road in which at least two trucks drive in a tight convoy on a freeway, supported by technical driving assistance and control systems. All of the vehicles in the platoon are linked to each other by an electronic "drawbar" that uses vehicle-to-vehicle communication. The truck in front sets the speed and direction, and the others follow. MAN innvovations: Backup – MAN develops driverless safety vehicle for motorway roadworks Backup – MAN develops driverless safety vehicle for motorway roadworks Around 44 percent of all accidents on Germany’s motorways involving trucks occur in the inside lane or on the hard-shoulder. Collisions with safety vehicles protecting the rear end of rolling roadworks are a regular feature of these incidents. Even though the distinctive orange-coloured highway agency vehicles pull a trailer with a four metre high illuminated hazard warning and lane closure sign, they are sometimes overlooked or noticed too late – sadly with often serious consequences. “aFAS” research project investigating technical feasibility of automated driving MAN and seven partners from industry, scientific research and public administration paving the way for future transport MAN TGM 18.340 being piloted as a driverless safety vehicle on motorways Project successfully completed in June 2018 This led MAN Truck & Bus and seven partners from the worlds of industry, scientific research and public administration to develop a ground-breaking mobile solution to this risk through the “aFAS” research project. Titled Rückendeckung (Backup), it eliminates the need for a human driver in hazardous situations. “aFAS” is an abbreviation for the German phrase meaning “automatic driverless safety vehicle for motorway roadworks”. As that description indicates, the project involves the design of a prototype safety vehicle capable of following rolling roadworks along the hard-shoulder of the motorway entirely automatically, with no driver required, protecting the on-site personnel and other works vehicles from the flowing traffic. The four-year research project was launched back in 2014 and designed to run for four years, financed by funding of some €3.4 million in total from the German Federal Ministry for Economic Affairs and Energy. The project represented the first complete technical feasibility study for such a vehicle, as well as considering the extent to which current standards and legislation would have to be amended – plus, needless to say, the impact it would have on public roads in live operation. MAN developed the automated safety vehicle in cooperation with other technical project partners, itself being responsible for driving functionality, wireless communications, the HMI (Human Machine Interface) and the complete vehicle specification. The test vehicle was a MAN TGM 18.340, fitted out with cameras and radar systems to provide all-round visibility and sensing, as well as various assistance systems. The steering and braking systems, sensors and control software also had to meet the most stringent criteria. The prototype vehicle was largely built using mass production components, both for its regular control systems and in implementing functional safety aspects. An additional specially developed all-round sensor system featuring high levels of safety and an integrated, highly reliable object and lane detection system also enabled analysis of road and traffic situation data. The data communication between the working vehicle at the front and the safety vehicle at the rear was wireless, and displays were installed in both vehicles to indicate the operating state of the driverless prototype. After the driver has activated all the systems and climbed out of the cab, the TGM steers, accelerates and brakes autonomously, following the vehicle ahead at a defined distance. In the event of a malfunction, it automatically comes to a stop. When passing by critical locations such as entry or exit slip-roads, the prototype can be brought to within a few metres of the lead vehicle and digitally “coupled” to it. In the early years of the project, the system initially underwent trials on MAN test tracks, then in the second half of 2017 on closed stretches of roadworks on motorways in the state of Hesse, before the vehicle was returned to its developers in Munich. The MAN TGM prototype was further optimised based on the experience gained in this process, and has been running in a real-world pilot on motorways in Hesse since early April 2018. The “aFAS” project was successfully completed in June. The findings from it will be incorporated into MAN’s future production development, and into further testing and research projects relating to automated and autonomous driving (such as platooning). MAN innvovations: Transport 4.0 – MAN DigitalServices Transport 4.0 – Fleet Management of the Future Begins with new MAN DigitalServices By launching the new MAN DigitalServices group division, MAN is offering customised digital services and applications exclusively for MAN vehicles. The comprehensive MAN DigitalServices are based on RIO, the cloud-based, open logistics platform, and mixed fleet operators can use them to connect (and, in turn, more efficiently use) their MAN vehicles and other brands at all levels. At the same time, the MAN DigitalServices applications are expressly designed to be functional, suitable for day-to-day operations and extremely user-friendly. MAN DigitalServices based the on RIO platform, exclusively for MAN vehicles MAN DigitalServices offers an extensive range of applications for sustainable fleet management Intelligent digital services make modern fleets even more cost-effective and environmentally friendly Charged with the task mastering future economic challenges while meeting constantly growing environmental and social requirements, the transport industry in the age of the Fourth Industrial Revolution faces a complex series of tasks that entail far more than simply “moving goods from A to B”. Digitalisation, efficient fleet management, synergy effects and universal connectedness are the catchwords when it comes to long-term competitiveness among transport companies. In these areas, MAN DigitalServices can support its customers with a constantly growing range of digital services perfectly tailored to MAN vehicles. They help to keep track of and optimise all the factors that contribute to the total cost of ownership (TCO). MAN DigitalServices builds on RIO, the cloud-based digital platform for logistics applications, which MAN presented at the International Motor Show in 2016. This connectivity solution for the transport industry also includes the RIO Box hardware, which is open to different systems and manufacturers, and has proven so successful that it is even being installed in other vehicle brands. The RIO Box is installed as standard in all new MAN Euro 6 model series trucks, and their owners can use the basic digital functions of MAN Essentials free of charge after registering on the RIO platform. The user receives a wide variety of information about the vehicle at hand from their computer, such as its current location (also displayed on a digital map), current speed, mileage, service life, average speed and weight, as well as an analysis of its fuel consumption. This data can be retrieved for up to 10 days. The “Advance” package makes it possible to analyse other data. This expansion is available via an online shop, the MAN Marketplace. The MAN ServiceCare application provides customers with a proactive tool for perfect maintenance management of their fleet. The RIO Box delivers all the vehicle’s maintenance-related data to MAN ServiceCare. The user and the MAN workshop responsible for their vehicle automatically receive information about service intervals or the need to service wear components in the near future. This way, the fleet owner can view the current status of their vehicles, wherever they may be located. Meanwhile, the workshop receives a status overview via MAN ServiceCare and can arrange an appointment for their customers early on. Service signals unexpectedly flashing on the display, long stationary times in the workshop and waiting for spare parts are relics from the analogue era. Needless to say, MAN ServiceCare is always undergoing further development with a clear focus on real, day-to-day customer needs. One of the first additional benefits is remote truck diagnosis. This makes it possible to isolate the cause of a potential failure to such an extent that the mechanic can, before setting off, decide whether a repair can be performed on site and which spare parts and tools they will need to bring along. This saves valuable time and money in emergencies. But MAN DigitalServices has its eye on more than just vehicles; it also addresses the industry’s social and administrative requirements. The MAN Compliant application allows users to fully automatically download all the data from the vehicle’s digital tachograph (driver card every seven days, mass storage unit every 30 days), no matter where they are. Previously, this was only possible on site; for instance, at the company’s offices. This also has an advanced feature which can be used to store, analyse and manage the data for up to 25 months. This complies with the legally stipulated two-year period during which transport companies must retain data. MAN innvovations: Speaking of the Future – MAN M-PULSE Speaking of the Future – MAN M-PULSE Bundling together its communications about innovation and the future on the MAN M-PULSE platform, MAN has adopted “providing the crucial M-PULSE” as its slogan. Its focus will be on raising awareness about MAN’s status as a trailblazer in forward-looking commercial vehicle engineering and technology, among both MAN customers and the wider public. MAN provides one-stop shop for communications about future-related topics MAN M-PULSE to be a platform for all MAN innovations MAN’s M-PULSE label will promote sustainable transport and the vision of a zero-emissions future. It is intended to transport the pioneering spirit from MAN’s history into tomorrow, continuously boosting awareness of all MAN’s projects, products and services in the context of these innovative topics. MAN will provide information about a huge range of topics via this label, including alternative drive solutions (such as hybrid and CNG technology in MAN and Neoplan buses); MAN’s comprehensive range of consultation options and services on offer when it comes to electric commercial vehicles (from vehicles to energy supply and route planning); and new infrastructure and transport concepts such as cooperation with the Council for Sustainable Logistics (CNL), which road-tests electric trucks in urban and peri-urban distribution transport. Naturally, MAN M-PULSE also covers the successful implementation of efficient and cost-effective transport solutions, the research and development of the future – which looks closer than ever. The digital services on offer include autonomous driving, vehicle platooning, the RIO logistics platform launched by MAN (which is cloud-based and open to various brands), and MAN Digital Services. MAN is continuing its tradition with MAN M-PULSE – from the inventing the diesel engine to paving the way for the transport world of tomorrow.

MAN Truck & Bus Press Release / July 6, 2018 Commercial vehicle manufacturer MAN Truck & Bus gave the pre-press conference in Berlin a sneak preview of the innovations it will be showcasing at IAA Commercial Vehicles 2018 in September. Alongside the latest product highlights for trucks and coaches, MAN’s advances in the fields of electromobility, digitisation and autonomous vehicles will be the main focus of its exhibit at the industry trade fair, which takes place every two years in Hanover, Germany. The future of urban passenger and cargo transport is electric Platooning reduces CO2 emissions and significantly increases safety on the motorway MAN is changing from a manufacturer of commercial vehicles to a provider of intelligent and sustainable transport solutions “The future of urban passenger and cargo transport is electric.” Alongside an all-electric distribution truck – the MAN eTGM – MAN will also be exhibiting the MAN eTGE, a battery electric version of the new MAN transporter, at IAA. In doing so, MAN is one of the first manufacturers to present all-electric solutions for the entire scope of city logistics applications between 3 and 26 tonnes. For Joachim Drees, Chief Executive Officer of MAN Truck & Bus AG, this is the most important field of use for electric commercial vehicles: “The urban environment is where eTrucks can truly demonstrate their strengths. They have zero local emissions and therefore contribute to improving the city air. What’s more, they are extremely quiet, meaning that in future it may be possible to make deliveries to supermarkets at night, for example – solving the problem of daytime traffic. For us, one thing is clear: the future of urban passenger and cargo transport is electric.” When it comes to city buses too, things are certainly moving in the direction of electric power. For this reason, MAN has concluded development partnerships with Munich, Hamburg, Wolfsburg, Luxembourg and Paris with the aim of incorporating people’s everyday experiences into series development. A prototype of the MAN Lion’s City E will also be on show for the first time at this year’s IAA. The next step is to introduce a demo fleet of electric buses into everyday use in various European cities before series production of the battery electric version of the new MAN Lion’s City can finally get under way. This extensive trial will ensure that the vehicles can meet the high reliability standards required for use in local public transport. “Platooning reduces CO2 emissions and significantly increases safety on the motorway” Berlin Brandenburg Airport – the German capital's new and as yet unfinished airport and location of the IAA pre-press conference – has one thing in abundance: lots of free space. MAN therefore made use of the airport’s taxiway to demonstrate how truck platooning works. The concept involves an electronic drawbar which connects two or more trucks together. The first truck determines the speed and direction, while the one behind follows in an automated manner at a very short distance of around just 10 to 15 metres. By using the slipstream, the convoy reduces the fuel it consumes by up to ten per cent. A driver sits in the following vehicle and can take action and override the system if required. “Platooning noticeably reduces CO2 emissions and significantly increases safety on the motorway. The electronic system of the following truck responds in just 5 milliseconds when the brake is applied in the front truck – faster than any human. The technology has the potential to significantly reduce the number of serious rear-end collisions on motorways,” explains Drees. As part of a pilot project, a MAN platoon has already been in operation on Germany’s A9 motorway between Munich and Nuremberg since the end of June. In collaboration with DB Schenker, the commercial vehicle manufacturer is testing how the technology acquits itself on the real road network. The field trial will be accompanied by the Fresenius University of Applied Sciences, which is investigating the effects on drivers. The automatic emergency brake assist used in trucks and buses as well as the camera monitor system which helps drivers when turning and aims to prevent serious accidents caused by blind spots also ensure increased safety. These systems were also demonstrated live. “MAN is changing from a manufacturer of commercial vehicles to a provider of intelligent and sustainable transport solutions” In previous years, it was mainly the new bus and truck models that characterised the exhibits showcased by MAN Truck & Bus at IAA. Yet recently, digital innovations have increasingly come into the mix. “MAN is changing from a manufacturer of commercial vehicles to a provider of intelligent and sustainable transport solutions,” states Joachim Drees. It was for this reason that MAN founded the digital brand RIO in 2016 as a way of connecting the world of transport with the aid of an open, cloud-based platform and making it more economical and ecological. In order to underline this cross-manufacturer and open approach, RIO has been a separate, independent brand under the umbrella of Volkswagen Truck & Bus since 2017. Building on this platform, MAN is already offering its customers initial digital solutions tailored to MAN vehicles under the name “MAN DigitalServices”. This means that in future MAN customers will be able to view vehicle data and the derived analyses in real time and wherever they are. As a result, customers will receive recommendations specifically tailored to them and their vehicles. At IAA 2018, MAN is presenting further services for optimising vehicle analysis and maintenance management. With RIO as a strategic partner, MAN customers are able to benefit from digital vehicle services. And at the same time, the operators of mixed fleets receive a standardised basis of digital logistics services for the entire fleet – irrespective of the vehicle brand. .