kscarbel2

Relax David. Remember, most of what we hear about is sent to the masses for a purpose, to steer them in one direction or another, or for disinformation campaigns. We only know about 15 percent of what is really going on. I truly believe the government that the masses see is largely for show.......there is a deeper state, which doesn't answer to the people, that actually pushes the buttons and pulls the levers......and big business is involved.

VW already has a new plant in Poland producing an all-new VW-designed Crafter, and it's very good (The previous Crafter was based on the Sprinter, purchased from Daimler and VW-powered). But the Transporter and Caddy are nearing the end of their life cycle......that might be the catalyst for exploratory talks with Ford.

The Mack LRVSWs made their run in 1956. This video shows Alaska Freight Lines in action one year earlier in 1955. .

That Mack LRVSW features the company's proprietary "Planidrive" planetary hub reduction axles.

At the time that Volvo acquired Mack Trucks, our own planetary hub reduction axle design, "Planidrive", was long since out of production. Badged as SR70 and SR80, high-performing Renault planetary hub reduction axles were offered for many years, pre-Volvo. https://www.bigmacktrucks.com/topic/30384-heavy-duty-macks/ Finnish Sisu brand planetary hub reduction axles may be special ordered today for severe service applications. .

GM bets on a diesel revival Nick Gibbs, Automotive News / June 23, 2018 TURIN — This northern Italian industrial city is famous for being the home of Fiat, and therefore FCA, but it's also home to a key operation in General Motors' drive to reduce fuel consumption in its combustion engines in the U.S. and globally. GM Powertrain Torino is where the automaker develops its new diesel powertrains, and despite selling the bulk of its European operations to France's PSA Group last year, GM is holding on to and even investing in the Turin technical center as its ambitions for the fuel grow in markets outside of Europe. "We have an important strategy around diesel. We are working to keep [U.S. sales] increasing," Pierpaolo Antonioli, head of GM's Turin development center, said on the sidelines of the Automotive News Europe Congress here this month. GM Powertrain Torino, born out of the ashes of the failed GM-Fiat powertrain alliance, employs 750 people, including some of the industry's most capable diesel engineers. Among its creations are the Duramax 3.0-liter straight-six diesel engine announced in January for the new Chevrolet Silverado full-size pick-up, which is expected to crack 30 mpg. The unit is the first to be built using GM's new diesel engine architecture developed in Italy that follows on from the modular Cylinder Set Strategy first used in gasoline engines, Antonioli said. GM said it sold more than 600,000 diesels globally in 2017 — 360,000 by the GM group, according to LMC Automotive, and the rest by Opel. GM also sold diesels in the U.S., Thailand, Brazil, Australia, India and South Korea. Chevrolet claims it offers more diesel models than any other brand in the U.S., with diesel variants available for the Equinox, Cruze, Colorado, Express, Silverado 1500 and Silverado HD. GM currently buys its Turin-developed four-cylinder diesel engines for the Equinox and Cruze from PSA* following Opel's sale. Those could be replaced by a new variant of the CSS diesel range expected next year. Antonioli said the CSS architecture includes four-cylinder and three-cylinder diesels. Antonioli said he was confident diesel would bounce back from the damage caused by revelations that VW and other makers were cheating diesel emissions tests, and GM has said it hopes to capture some disaffected VW buyers as the brand shifts away from diesel. "Everybody was caught a little bit by surprise by the scandal," he said. "It took time to react and start to say that diesel is not the dirty guy. In my opinion its reputation can be recovered." * Groupe PSA is a French manufacturer of automobiles and motorcycles sold under the Peugeot, Citroën, DS, Opel and Vauxhall brands. .

http://www.gordonbrothers.com/assets-for-sale/assets/2018/rivet/rivet-photo-gallery#

Owner-Driver / June 15, 2018 After decades of buying second-hand trucks, the Woods family changed direction and bought their first newie – a Kenworth T610. Warren Aitken gets the feedback from Jamie Woods and driver Chris Faaaliga The old saying is ‘you can’t teach an old dog new tricks’. But while that might be the case for actual old dogs, the same isn’t true of those ‘old dogs’ in the transport industry. To survive in this industry ‘old dogs’ have to keep up with what’s new in the industry as well as mastering everything they’ve learnt from previous years. For my own safety though I’m going to drop the ‘old dog’ analogy because those oldies also know ways of punishing those who call them ‘old dogs.’ More to the point, when you’ve learnt the new tricks and grown your transport business from a ‘two trucks between mates’ kind of business into a flourishing 34 truck and 75 trailer fleet, what new things are there left to try? Well, for Kim Woods, his wife Diane and sons Jamie and Chris, the one thing they could try was buying their first brand new truck. Kim formed Brisbane-based Bondwoods Transport in 1994 with a mate. Back before Facebook, Google and Ebay filled our days, Kim was running 48ft boxes on and off the rail for Cubico/Boxcar. Kim and another contractor where kept flat out with local work. When Cubico mentioned bringing in another subbie, the two men bought another truck and formed Bondwoods Transport. For 14 years Bondwoods built a solid reputation based on both men’s old school values of service and reliability. In 2008 Kim bought out his partner and it became a one-family operation. "It was too large a job to change the name," explains Kim’s son Jamie. "So we just kept Bondwoods." During those first 14 years Cubico was bought out, the company that bought Cubico was then bought out, then that company was bought out and then that company was also bought out and then … well, you get the gist. There had been many changes of management but Bondwoods kept supplying their reliable service and the work kept coming. Bondwoods did meet on hard times when the Global Financial Crisis hit in 2007. They lost a chunk of work with several trucks having to be sold and the fleet downsized to eight prime movers. Coincidently 2007 was also the year Jamie joined the Bondwoods’ driving team (I’m not saying he caused the GFC, but the timing is interesting). As 2008 disappeared in the rear-view mirrors the Bondwoods’ team was starting to replenish their workload. Over the next decade the business set about building a solid reputation with all its customers. In 10 years they’ve more than quadrupled their fleet, although Jamie admits they’ve never gone chasing work and have looked taking anyone else’s work either. The customers come to them. "Our growth is run by the growth of our customers," Jamie says. Out of the driver’s seat Jamie managed six years in a driver’s seat before the business became just too busy for him not to suit up and get in the office. The same thing happened earlier this year when younger brother Chris ‘Boof’ Woods had to retire his seat to take over the interstate operations. While the move to a comfy office chair was to take care of the day-to-day operations, one of the other aspects Jamie was instrumental in was increasing the presentation of the Bondwoods’ fleet. "There’s nothing real flash about them," Jamie humbly explains. "Just a bit of stainless and some pin striping." Although when that pin striping is done by the boys at Truck Writers in Caboolture, you know it’s going to stand out. Jamie freely admits that the other reason the trucks stand out is his drivers. The pride they take in their gear shows on the road, which is a case in point. Jamie happily regales a recent story of a customer who was on his way down to the port of Brisbane for a meeting with his current freight forwarder that he was having issues with. "He saw a couple of our trucks in a line of 10 or so trucks and they stood out. Next thing he’s on the phone and Bondwoods have another client to look after." While their workload has increased from local box carting to general freight, steel, produce and everything in between, the roads travelled now go anywhere from Melbourne to Mackay. However one thing has always stayed the same – the purchase of second hand trucks. "It’s always been the way Dad modelled the business," Jamie tells me. "Originally it was to keep the costs down, we did a lot of subcontract work and the money just wasn’t there. "The flipside of buying second hand is having to allow for more maintenance, so having two fulltime mechanics on board meant everything was looked after." As far as what second hand trucks they purchased, Kim wanted to keep variety in the fleet. There’s K104s, K200s, T401s, 404s, 404 SARs, 408s, 409s, a T650, a 904, a 604 and a 608 .It’s a definite variety of Kenworth models. "Nothing stands up better than a Kenworth" is not just Jamie’s opinion, but that of the entire family. "They put up with the harshest conditions and they’re brilliant round town," he continues. If you look closely in the yard though, you will see a couple of bonnets without a KW emblem on them. Enter the T610 In late 2017 it was time for a big change and Bondwoods very first brand new truck arrived. The decision came about through the increased workload, coupled with the struggle to find good second-hand trucks that weren’t housing the older EGR motors, an engine Bondwoods preferred to stay away from. Dave Constable from Brown and Hurley’s Yatala outlet was the man to get Kim and his boys into their very first new truck. "He’s been brilliant!" Jamie says. Even though they’d never bought anything from him previously, Dave was always popping in for a chat, checking on the business, going as far as dropping off a gift when Jamie’s wife had their first baby. "When the decision was made it was a no brainer," Jamie adds. "He’d put the legwork in." Dave brought round a stock truck which was white with a black chassis. Another bulls-eye in Bondwoods’ book so Dave had to Uber home. Done deal! The new T610, powered by a Cummins X15, was immediately sent off to Truck Writers to get some scroll work done. Soon after, it popped around the corner to Leeroy’s Stainless for a little bling before returning home where a new visor from Rocklea Truck Electrical was fitted. One of the other notable attributes of Kim and the Bondwoods management team is their willingness to hire young and inexperienced workers trying to get into the transport industry. Jamie admits to enjoying putting the time and training into the new recruits. "We’ve got three or four guys here under the age of 22. They’re all keen, they love their trucks; why wouldn’t you want them here? "They can’t wait to get here Monday morning; they’re the sort of people you want." One of those graduates of the Bondwoods’ school of ‘we’ll cart everything’ is the man who got the new keys and the first ever new truck smell at Bondwoods – Chris ‘Coco’ Faaaliga. Power of the X15 Chris started with Bondwoods over six years ago and while his job now predominantly involves the new swing lift work, there’s nothing in the company he hasn’t tried. Local DC deliveries to steel, changeovers to dock work, Chris has learned more ropes than a sailing class. Along the way he’s taken a lot of pride in each vehicle he’s had. The last 409 he had looked in better condition than my car, and I clean my car a lot. Jamie admitted that even though Chris works six days a week, the T610 looks like it’s just rolled out of the factory. So how does the new T610 handle the round town work? Piece of cake, not just any cake either, one of those three-tiered chocolate and banana cake creations. Chris loves it, admitting the power of the X15 makes it a breeze. His laugh borders on maniacal when he recants cruising past other trucks when he’s fully loaded. In terms of manoeuvrability and vision, two vitally important attributes when it comes to round town work, the same praise flows from Chris. He had been forewarned of the shaking of the single arm mirrors, but in typical Coco fashion he informs me, "Those kinda mirrors normally shake, but nope, that one’s good … maybe they shake when you keep hitting trees a lot!" While the new Kenworth T610s have proven their worth out and about on the Australian highways it was great to see how well it performed in more confined spaces. The power of the X15 is evident pulling away time and again from the lights, the turning circle has lost nothing to its younger 4-0 models and the drop away bonnet and large mirrors means you’ve got to pull some real David Copperfield stuff to hide from the driver’s view. It’s taken 24 years for Bondwoods to get their first truck, and the new Kenworth T610 has definitely made them rethink waiting another 24 for the next one. .

Diesel News Australia / June 2018 A South Australian heavy haulage outfit is planning the return of the Freightliner FLB. Ken Pitt, All Size Equipment Transport (ASET) Managing Director has moved away from a policy of buying new trucks as he says he hasn’t found a specification available in a new truck that can match what he can achieve in terms of configuration and mass. ASET are buying old Freightliner FLB trucks and rebuilding them to suit the tasks they are undertaking. According to Ken, the FLB has a number of advantages as a platform on which to build. It has a front axle set well forward, giving any combination good axle spread, helping the loads stay inside the restrictive oversize over-mass envelope. The tare weight of a finished FLB can be around seven tonnes, whereas a brand new equivalent, like a Freightliner Argosy or Kenworth K200 will come in around 10 tonnes. This three tonnes, again, helps ASET keep loads within the envelope. “We can get the FLBs down below 7 tonnes tare, and they are still a 70 to 90 tonne GCM truck,” says Ken. ASET have found a sweet spot where their combination will be able to handle a load on a normal semi, but many of their competitors will have to use a converter dolly to spread the weight from the front of the trailer. However, Ken does admit to the necessity of bringing some new trucks into the fleet and is looking at the Argosy as the best alternative, with its dimensions more suited to the precise needs of the operation. Argosy models have been customised on arrival at the ASET yard. The suspensions are taken off and rearranged to suit the lower profile tyres the company fits on standard wheels. The business runs with five mechanics. They handle a varied workload, not only servicing trucks and trailers, but also working on building new equipment. One specialist rebuilds all of the engines, gearboxes and diffs. There are two regulars working to manufacture trailers, but all of the team are multi-skilled. When work gets busy, those building trailers may be out driving trucks. When things are quiet, the trailer manufacturing team grows. Learning from the US “I spent some time holidaying in the US and it was a real eye-opener,” says Ken. “I got a car, went on the road and had a look at everything. America make some very low stuff. Their infrastructure in the cities lets them get pretty low, in stuff like car carriers. I was taking photos underneath the trailers. Some you couldn’t get underneath. “I came across a wrecker in Indianapolis and he had 30 acres of stuff. I spent a weekend hunting around in there. Looking at all the bits they fit there but doesn’t come to Australia. I have now persuaded Freightliner to bring these different suspension pedestals into Australia.” ASET do not use the 19 inch rims favoured by the Americans. Instead, Ken sticks with 22 inch rims but fits ultra low tyres sourced from Europe. The combination of the two actually allow the truck to sit lower than on 19 inch wheels. The trailers are fitted with 19 inch rims with low profile tyres. This allows room for conventional brake set ups to be used, but keeps trailer height low. In terms of tyre wear, ASET have found the tyres don’t last as long as conventional ones. However, the ability of this gear to stay under the 4.9, 4.6 and 4.3 metre height thresholds when loaded is reckoned to pay-off in terms of cost. The disadvantages of running with these adaptations include more wear and changing diff ratios, and having to carry spares at all times. Going to the lower profiles will change a 3.7:1 ratio to one of approximately 3.2:1. This means the carrier has to be changed to keep performance and fuel economy balanced. .

Diesel News Australia / June 2018 A presentation in Melbourne this week has confirmed the Freightliner Cascadia is in Australia to commence a comprehensive testing and evaluation program in the lead up to its launch in Australia in early 2020. Ever since the introduction of the Cascadia on the US market, back in 2009, there has been a lot of speculation about if and when the model would be introduced to Australia. There was talk of the truck being unsuitable for Australia. In North America it is sold as a mass-produced highway truck used as a generic prime mover to haul the standard trailers on smooth interstate highways at masses below 40 tonnes. Freightliner in Australia had persisted with the older model designs like the Argosy, Coronado and Columbia. These are based on a vehicle platform which predates the development of the Cascadia, a design which integrates elements which are common across the Daimler truck family. The success of the Cascadia in North America has seen Freightliner regain number one status right across the heavier end of the market, as it continues to grow market share to over 40 per cent in the heavy duty prime mover market. US interstates are populated with processions of Cascadias with a few competitor brands sprinkled into the mix. Initially, the Cascadia is to be tested in its left hand drive form. This is an opportunity to test aspects like driveline and running gear while the right hand drive aspect can be developed and refined. The second wave of evaluation trucks will be right hand drive as Freightliner gets closer to the final specifications required to suit Aussie conditions. As we are so early in the process, Freightliner are unwilling to be tied down to the specifics of what will be offered to the Australian truck buyer in 2020. However, there are some concrete factors which the company is willing to divulge. The engines on offer will be the Detroit DD13 and DD16. Top power on the 16 litre is going to be over 600 hp, but how far over is yet to be decided. These engine choices match those available in the heavy end of the Mercedes Benz, which uses the 13 and 16 litre engines based on the same engine blocks. Gearboxes on the initial test models are the Detroit DT 12, the North American version. of the AMT used in the Benz models sold here. This will be supplemented by an Eaton option both in the form of the 13 and 18 speed Roadranger, but also the Ultrashift Plus AMT. One of the major selling points for the Cascadia in the US has been its frugal fuel consumption, something which Freightliner here hope to emulate in Australia. Its slippery streamlined shape is one of the factors, but this is complemented by the matching of the Detroit engine and AMT with a sophisticated electronic architecture, designed to wring out the maximum kilometres from each litre of fuel. These electronics also mean the truck will have the capability to be optioned with the latest in safety technologies, either fitted as standard or available as an optional; extra.This increased level of on board electronics means the Australian arm of the Freightliner business will be able to capitalise on the latest technologies as they are released across the global Daimler truck range. Current Freightliner ,models miss out on some innovations as their electronic architecture cannot support them. Talking to the Daimler executives at the recent unveiling it is clear the company is invigorated following the success of the release of the latest Mercedes Benz models and are hoping to get a corresponding lift in the fortunes of the flagging Freightliner brand at the point where the Argosy is phased out, also in early 2020. .

"Nothing runs like a Deere"

Fuso eCanter electric truck uses John Deere PD400 Inverter Green Car Congress / June 21, 2018 John Deere Electronic Solutions’ (JDES) PD400 inverter is a key component in the Fuso eCanter fully electric truck. (Earlier post.) The JDES PD400 is a rugged, off-the-shelf inverter that has been proven in use at John Deere and in other off-road OEM applications. Mitsubishi Fuso Truck and Bus Corporation (MFTBC) is the competence center for light-duty trucks and hybrid technology at Daimler Trucks, and is one of the leading manufacturers of commercial vehicles in Asia. The flexible PD400 software provides a broad set of features and tunings that allow the eCanter electric drive system to optimize efficiency and performance. JDES offers the PD400 in single and dual configurations. The eCanter requirements demanded very high peak torque under difficult operating conditions. In response, JDES completed a detailed drive cycle analysis that incorporated the thermal characteristics of the inverter. The result was a software upgrade that increased boost currents to 50% above previously rated limits for short periods of time all while maintaining reliability goals. JDES resources were also utilized in the execution of ECE-R85 electric powertrain homologation testing. The traction motor, PD400 inverter, and the reference vehicle cooling system were assembled at JDES labs in Fargo, North Dakota. The 30-minute power test and the net power test were witnessed by a third party to validate applicable torque and power claims for the eCanter. We sought out John Deere as an inverter supplier from their reputation for quality and integrity. After working with JDES we certainly see they deliver to this promise. —Lars Schroeter, Head of xEV Powertrain Systems for Fuso Separately, JDES announced a new distribution and support agreement with Rational Motion GmbH, which is headquartered in Cologne, Germany. Rational Motion will be the official distributor in Germany of JDES inverters for all on-highway and, depending on business environment, off-highway markets, including hybrid and pure electric applications. The new business arrangement means that customers will not only receive JDES inverters, but also integration services provided by Rational Motion. .

.

. Note 8x4 Granite.

GM Ignores Trump Call for U.S. Jobs by Building Blazer in Mexico David Welch, Bloomberg / June 22, 2018 Just as U.S. President Donald Trump is threatening tariffs on imported autos, General Motors Co. plans to resurrect the Chevrolet Blazer, this time as a sleeker sport utility vehicle -- made in Mexico. The new mid-size model -- bigger than the Equinox, smaller than the Traverse -- will go on sale early next year, as GM’s revives a nameplate that went away in 1994 when the boxy, truck-like SUV was renamed the Tahoe. The largest U.S. automaker said that the car-based utility will be assembled its plant in Ramos Arizpe, Mexico. The move could be contentious, since Trump has been pressuring automakers to create more jobs in the U.S. He’s threatened to tear up Nafta and may be preparing to slap a 25 percent tariff on all imported autos in order to bring back assembly work lost to Mexico and elsewhere. GM’s decision was sharply criticized by the United Auto Workers, which supported Trump’s investigation into vehicle imports. “This news that the iconic Blazer nameplate will be built in Mexico is disappointing to UAW families and communities across this country,” Terry Dittes, vice president of the UAW’s GM Department, said in a statement. “This is all happening while UAW-GM workers here in the U.S are laid off and unemployed.” The president has appealed to working-class voters in part by bemoaning the loss of factory work in the U.S. and blaming unfair trade with other countries. “After many decades of losing your jobs to other countries, you have waited long enough!” Trump wrote on Twitter in May, before directing the Commerce Department to investigate whether imported cars pose a national security threat. Trump also told top auto industry executives last month in a White House meeting that he wants them to build more vehicles in the U.S. Chevy Imports The UAW said GM employs more than 15,000 production workers in Mexico and pays them $3 an hour. The union claims that GM sells more than 80 percent of its Mexico-made vehicles to the U.S. In April, GM cut the second shift at an assembly plant in Lordstown, Ohio, where it makes the slow-selling Chevy Cruze compact car. Chevrolet is expected to import about 780,000 vehicles this year, mostly from Mexico, according to research firm LMC Automotive. GM chose to make the Blazer in Mexico because the company was planning the vehicle years ago when all of its SUV plants were running on three shifts, said spokeswoman Katie Amann. The Ramos Arizpe factory was the only assembly plant with enough capacity for the Blazer, she said.

Cummins, Dana and WABCO all set new 52-week lows today. http://www.wsj.com/mdc/public/page/2_3021-newhinyse-newhighs.html

Reuters / June 22, 2018 * VW Truck & Bus says no decision has been made about IPO * Says immediate goal is to reach capital markets readiness * Manager Magazin says 25 pct stake to be listed in summer 2019 (Adds VW comment, further quotes from magazine interview) FRANKFURT, June 21 (Reuters) - Proceeds of more than 6 billion euros ($6.9 bln) would flow to parent Volkswagen AG if it decides to list its truck and bus subsidiary, the division's chief executive told Manager Magazin as he set out the company's ambitions. Manager Magazin said a listing of around 25 percent was being planned for summer 2019. Wolfsburg-based VW has plans to build a global trucks business by integrating its MAN and Scania divisions and building its stake in U.S. truck maker Navistar to challenge rivals Daimler and Volvo. Volkswagen has said it is considering a listing or partial listing of the division but has ruled out any listing in 2018. "First of all the supervisory board of Volkswagen AG would need to formally approve an initial public offering," the division's chief executive Andreas Renschler was quoted telling the monthly German Manager Magazin. "Nothing is decided, but the proceeds would flow to our shareholder," he said. A spokeswoman for VW Truck & Bus confirmed to Reuters that no decision had yet been taken about the timing and size of a separate stock market listing. Volkswagen Truck & Bus, which will be renamed Traton, will convert into a Societas Europaea in the fall, paving the way for a possible listing, Renschler told Manager Magazin. By listing on the stock market, further expansion would be easier, thanks to new refinancing possibilities Renschler went on to say. When asked whether VW Truck & Bus could raise up to 6 billion euros with a listing, Renschler told the magazine: "It could also be more." A flotation could allow Volkswagen Truck & Bus to build a war chest to buy out Navistar completely, a U.S. truck maker in which it already owns 16.85 percent. Regulatory filings by the U.S. truck maker from April showed that Volkswagen could take full control.(https://bit.ly/2H95QNY) Asked whether VW Truck & Bus could buy out Navistar, Renschler said: "We only said that we think this is a sensible option, but never commented on when we will do this. Our strategic projects with Navistar are working well even without having a majority." Asked whether Volkswagen Truck & Bus would consider increasing its 25 percent stake in Sinotruk, Renschler told the magazine: "Sinotruk is a very successful company, it has developed in a fantastic way in the past ten years. This is why we are discussing ways to develop our relationship with Sinotruk further." ($1 = 0.8668 euros)

Renault Trucks Press Release / June 19, 2018 0 polluting emission... 0 noise... 1 truck that delivers fresh products at night and doesn't wake anyone... Utopia? No, reality! With the Renault Trucks D, 100% electric, from Delanchy Transports. .

Renault Trucks Press Release / June 18, 2018 Renault Trucks International held its Long Haul Days on the 23rd of April for one week in Istanbul. This event brought together 500 customers from Africa, Middle East, Algeria, Turkey and Chile, all acting in the Long haul segment. During 5 days, customers had the opportunity to test Renault Trucks T, C and K ranges on the great Formula 1 race track. Meanwhile, Renault Trucks experts highlighted the brand's transport solutions helping customers to reduce their operating costs. .

Renault Trucks Press Release / June 12, 2018 For Renault Trucks Africa, our actions in the continent are a priority. This video synthetizes Renault Trucks Africa’s engagement to African customers and society, at every single point of contact with them, through a complete service offer and the most modern range of trucks in Africa. This is also our vision on the potential of this territory and the main axes of development in which we are committed to work together. Renault Trucks – Driving for Africa .

MAN Truck & Bus / June 21, 2018 He was a pioneer of German truck and bus/coach construction – Heinrich Büssing. The 175th anniversary of the birth of the renowned Braunschweig industrialist takes place in June. Many of his achievements drove forward the commercial vehicle industry significantly – including at MAN, whose logo features the Büssing lion. Heinrich Büssing was born 175 years ago MAN Truck & Bus continues the legacy of Büssing AG, which it took over in 1971 The previous Büssing site in Salzgitter is an important part of the MAN production network as a component plant and logistics site The city of Braunschweig will soon be celebrating one of its most notable sons – the entrepreneur Heinrich Büssing would have been 175 years old on 29th June 2018. As an engineering pioneer in truck and bus/coach construction, the inventor obtained a total of around 250 patents and founded several companies. One of them, later called Büssing AG, ranked among the most important employers in Braunschweig. "Heinrich Büssing was a visionary and pioneer. His technical innovations had a significant influence on commercial vehicle construction. As recognition for his achievements, MAN included the Büssing lion in its logo after the takeover of the company," states Joachim Drees, Chief Executive Officer at MAN Truck & Bus. The Braunschweig lion still adorns the radiator grille of MAN Truck & Bus vehicles today. "It has long since become a logo steeped in tradition for MAN." And MAN prides itself on its roaring success. MAN and Büssing established a business relationship on 17th January 1967 with the aim of supplying each other with units and supplementing their respective sales ranges with each others' vehicle types. "This cooperation formed the basis for the later takeover," states Drees, recalling the long-standing connection between the companies. MAN finally took over the management of Büssing in 1971 and took over the Büssing plants in Braunschweig and Salzgitter in 1972. "Salzgitter still plays a significant role in the production network of our company today. MAN also benefited from the expertise of Büssing – such as in the case of the underfloor engine and when constructing bus/coach double-deckers." How it all began – Heinrich Büssing founded his company 115 years ago In 1903, at the age of 60, Heinrich Büssing founded the company "Heinrich Büssing, Specialfabrik für Motorlastwagen, Motoromnibusse und Motoren, Braunschweig" (Heinrich Büssing, specialist factory for motorised trucks, motorised buses/coaches and engines, Braunschweig) with his sons Max and Ernst. He previously worked as the technical manager at the railway signal construction company "Max Jüdel & Co.". However, his passion was always for motor vehicles, particularly trucks and buses/coaches. Büssing's inventive genius and strong entrepreneurial spirit ensured that his company soon became an important part of the commercial vehicle industry. As the first German manufacturer, he concentrated solely on designing and producing commercial vehicles. With numerous innovations and inventions, the entrepreneur and his employees drove forward commercial vehicle construction significantly. Büssing started building chassis for England as early as 1904, and in the subsequent years supplied a total of 400; they were used as a substructure for the first London buses with upper decks. They were the predecessors to today's double-deckers. Just two years later, Büssing also supplied buses with upper decks to Berlin. In the same year, the Braunschweig-based company also began collaborating with Continental to develop the first pneumatic tyres. A further milestone – the first three-axle bus/coach in the world with two driven rear axles was introduced in 1924. Heinrich Büssing died in 1929 at the age of 86. His sons continued to lead the company. It also carried on making a name for itself in the subsequent years with technical innovations – a motorway bus/coach with two diesel engines, each with 140 hp, was developed from 1934 to 1935, and in 1935 the underfloor engine (which was installed in a commercial vehicle for the first time in 1949) was registered as a utility model and German imperial patent. The directors decided to build a new assembly plant in Salzgitter in the 70s. The first truck rolled off the assembly line on 25th June 1964. Buses/coaches were also produced at the 600,000-square-metre plant. MAN Truck & Bus is currently converting the Salzgitter site, which has a plant area of over 1.1 million square metres, to a component plant and international parts provider. Büssing's legacy lives on. Photographs: 1. A Büssing model V transports two narrow-gauge railway locomotives (1912). 2. The first propshaft drive truck, Büssing model II, with electric front headlights and gas clearance lamps (1914). 3. From 1904 Büssing built a total of 400 chassis for England; they were used as a substructure for the first London buses with upper decks. 4. From 1906 Büssing collaborated with Continental to develop the first pneumatic tyres. .

Daimler Press Release / June 18, 2018 The Mercedes-Benz Mannheim Plant and Daimler Trucks North America (DTNA) subsidiary Detroit Diesel Corporation jointly reached a special milestone in the international powertrain network: Together, the two production locations have produced 1,000,000 heavy-duty engines in all, and in doing so have underscored the success of the standardized powertrain platform strategy of Daimler Trucks. The proud team of the Mannheim engine plant followed the millionth in-line six-cylinder engine used in heavy-duty commercial vehicles as it came off the line. For more than ten years, Daimler Trucks has already been relying on a standardised powertrain platform for the heavy-duty trucks. This mainly includes engines, axles and transmissions. At the same time, the engine generation whose production operations and important components are standardised, is designed to be adaptable flexibly and in tailor-made fashion to the particular customer and market requirements in the USA, Europe and Japan using the identical technology. Detroit Diesel started the series production of the heavy-duty engine in 2007. The production of the in-line six-cylinder engine at the Mannheim location followed about three years later in close cooperation with the North American colleagues. Here, the engine goes through all production stages from the foundry and the machining to assembly over the course of six days. The successful heavy-duty engines from Daimler Trucks The in-line six-cylinder engine is a true multi-talent: It is not only characterised by maximum efficiency with minimal emissions and outstanding performance, but also leaves nothing to be desired for customers with a displacement range between 10.7 l and 15.6 l and output levels from 240 kW to 480 kW. All heavy-duty powertrains benefit from continuous improvements implemented in the years since production started. These comprise new low-friction engine oils, further advanced transmissions and a further refined driving strategy of the anticipatory cruise control system Predictive Powertrain Control (PPC). Heavy-duty commercial vehicles such as the Mercedes-Benz Actros, Freightliner Cascadia or the Super Great from Fuso as well as the touring coaches and inter-urban buses from Mercedes-Benz and Setra are powered by, amongst others, this robust and durable engine. The heavy-duty engine proves itself to be a true global player as a result. Global Powertrain at Daimler Trucks Global Powertrain stands not only for integrated drivetrains, but also for the integration of all global locations and relevant functions along the value chain. The unit manufactures innovative and reliable drive system components according to globally uniform quality standards. The components are used by all of Daimler’s commercial vehicle divisions and brands as well as by external customers. At around 50 percent, drivetrains account for the lion’s share of a truck’s value added and thus make a major contribution to the growth and financial success of Daimler Trucks. Photo Gallery - https://www.daimler.com/products/trucks/1-mio-hdep.html .

DAF Trucks Press Release / June 13, 2018 The leading European transport company Girteka Logistics has ordered 500 DAF XF trucks for its international FTL operations. “Based on the excellent reliability, safety and fuel efficiency, we decided to add 500 XF trucks to our growing fleet. The majority will be put into operation between July and October 2018”, commented Mindaugas Raila, Chairman of Girteka Logistics. “These new DAF trucks are part of our plan to further expand our business throughout Europe.” Since its foundation in the mid-nineties Girteka Logistics – with its headquarters in Vilnius, Lithuania – has developed into an industry leading European transport company, with specialisation in International Full Truck Load (FTL) transportations. The modern fleet of Girteka Logistics consists of over 4,400 trucks and 4,700 trailers. Girteka Logistics has more than 9.000 skilled truck drivers. Decision based on market research “Our decision to opt for the top-of-the-range DAF XF truck follows comprehensive market research”, added Mindaugas Raila. “To support our position as a premium transport operator we required a premium product, offering lowest operating cost, among others through lowest fuel consumption. In addition, Girteka Logistics is committed to the environment. DAF surpassed our expectations because it offers low CO2 emissions, thanks to the introduction of the New XF which sets a new standard in fuel efficiency. At the same time, we want to offer our drivers the best comfort possible for which reason we have chosen the luxurious XF Space Cab and Super Space Cab versions.” Highest fuel efficiency The 500 DAF XF Girteka Logistics trucks will be equipped with the 12.9 liter PACCAR MX-13 engine (365 kW/480 hp, 2,500 Nm at only 900 rpm) and the new TraXon automated gearbox. The trucks have the latest technologies on board, like Predictive Cruise Control, Predictive Shifting, Lane Departure Warning, AEBS and Forward Collision Warning. The DAF Driver Performance Assistant supports the driver to achieve highest fuel efficiency, as does DAF’s advanced Eco Roll. For maximum uptime, Girteka Logistics has opted for service intervals of up to no less than 200,000 kilometers. Strong recognition of DAF’s trucks “The fact that leading transport operators like Girteka Logistics are choosing for the New DAF XF – International Truck of the Year 2018 – is a strong recognition of the trucks’ quality, reliability, efficiency and driver comfort”, added DAF Trucks President Preston Feight. “In addition, it is a great recognition of our great dealer network throughout Europe.” .

Chevy resurrects Blazer as tech-savvy, sporty crossover Michael Wayland, Automotive News / June 21, 2018 ATLANTA -- General Motors, aiming for more gains in the booming American market for utility vehicles, is resurrecting the venerable Chevrolet Blazer nameplate as a tech-savvy, yet sporty, crossover. The new midsize Blazer, which GM last produced in 2005 as a body-on-frame SUV, will slot between Chevrolet's compact Equinox and large Traverse crossovers -- both of which were redesigned for 2018 and helped GM post record U.S. crossover sales last year. “As this market continues to grow and evolve we will strengthen our commitment to offer a model for every customer and for every lifestyle,” Alan Batey, president of GM North America and head of Chevrolet's global business, said while unveiling the vehicle here Thursday U.S. consumers are migrating from cars to crossovers, and Chevrolet hopes to capture more of those buyers by offering another utility in a key segment dominated by the Honda Pilot, Ford Edge, Nissan Murano, Hyundai Santa Fe and Subaru Outback. From 2013 to 2017, U.S. sales of midsize crossovers increased 24 percent, according to the Automotive News Data Center. The segment has expanded 4.4 percent through the first five months of 2018. “This is a huge opportunity for us,” Batey said. “We just think it’s the right vehicle at the right time.” 3 trims The 2019 Blazer is expected to go on sale early next year in three trims -- base, RS and Premier --and introduce a simpler trim strategy for the brand. The trims, GM says, will offer "distinct styling," including custom grille appearances and chrome. The five-passenger crossover has been designed in line with recent vehicle updates in Chevrolet's lineup but adopts a much more aggressive, sculpted approach. It features a prominent dual grille similar in shape to that of the refreshed 2019 Camaro SS and sleek, horizontal LED daytime running lights between the headlamps. John Cafaro, executive director of Chevrolet design, said the vehicle was styled with "attitude" while "fulfilling the promise of versatility at the heart of every Chevy crossover and SUV." Powering the front-wheel-drive vehicle will be a standard 2.5-liter inline-four engine rated at 193 hp and 188 pound-feet of torque. A 3.6-liter V-6 engine is also available, offering 305 hp and 269 pound-feet of torque. Both direct-injected engines feature intelligent stop-start technology and are paired to a nine-speed transmission. The Blazer's maximum trailering load is an estimated 4,500 pounds with the V-6 engine. GM will produce the Blazer at a plant in Ramos Arizpe, Mexico, alongside the Chevrolet Equinox crossover and Chevrolet Cruze hatchback. It is based on GM's C1XX regular-wheelbase crossover platform, which also underpins the Cadillac XT5 and GMC Acadia. A longer wheelbase is used on the 2018 Chevrolet Traverse and 2018 Buick Enclave. Pricing will be announced closer to the start of production in the fourth quarter. In May, U.S. transaction prices for new midsize crossovers and SUVs averaged $38,175, according to Kelley Blue Book. Tech Traction Select is standard on all models and allows real-time adjustments to the vehicle's driving mode. On all-wheel-drive models, it also allows the system to be completely disconnected from the rear axle, meaning drivers can opt to have their vehicle operate in fwd when awd is not needed. An advanced twin-clutch awd system will be available on RS and Premier models. Inside, the vehicle will come standard with an 8-inch color touch screen with Chevrolet Infotainment, 4G LTE Wi-Fi and Apple CarPlay and Android Auto compatibility. On RS and Premier models, a new Chevrolet cargo management system, with a rail and cargo fence to help secure smaller items by dividing the cargo area, will come standard. Available features (mostly available on RS and Premier) include advanced hitch guidance systems, electronic-locking glove box, heated outboard rear seats, adaptive cruise control and wireless charging. 1970s roots GM introduced the K5 Blazer name in 1969 as part of the famed Chevrolet C/K truck family. The automaker says it has sold more than 8 million Blazers, with annual U.S. deliveries routinely topping 200,000 from the mid-1990s through 2000, according to the Automotive News Data Center. The nameplate was discontinued in early 2005 amid sluggish demand for truck-based SUVs, rising gas prices and a shift in consumer preferences to sport wagons or crossovers. Photo gallery: http://www.autonews.com/apps/pbcs.dll/gallery?Site=CA&Date=20180621&Category=PHOTOS01&ArtNo=621009999&Ref=PH .

Scania introduced turbo compounding 27 years ago in 1991.