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Transport Topics / June 29, 2018 SUNNYVALE, Calif. — The strength of the overall economy, helped especially by the healthy construction and housing markets as well as fleets’ desires to have late-model equipment to recruit and retain drivers, is bolstering sales for Peterbilt Motors Co. Retail sales for Class 8 trucks in the United States and Canada are on track to reach 265,000 to 285,000 this year, and Peterbilt is positioned to set market-share records for the second year in a row, according to Jason Skoog, general manager for the truck maker, owned by Paccar Inc. He made the comments June 27, during a media event at the Paccar Innovation Center here. The company displayed its 579 UltraLoft, previewed current developmental projects such as a Level 4 autonomous truck and an electric truck, and announced new options on its equipment. Skoog said Peterbilt has more than 2,500 orders for the Model 579, which begins production on July 2. He also said the UltraLoft sleeper has brought Peterbilt new customers. What’s more, the manufacturer announced that the Paccar MX-11 engine is now available with the Paccar transmission. As for electric vehicles — which include the 520 refuse truck, the 579 and the 220 — it showcased the electric demonstration model Class 8 tractor that is well suited for drayage operations. “In the near term, applications that make sense for electric trucks include inner-city delivery, refuse and drayage,” Skoog said. Matthew Vito, integration and commissioning manager at TransPower, a partner with Peterbilt on the tractor, said the unit on display had eight battery packs that each weighed slightly more than 800 pounds and more battery storage can be added behind the cab. The vehicle gets 150 to 250 miles per charge depending on the use, and Vito said the truck does best in applications with frequent stops and low speeds. Peterbilt is testing the equipment throughout the year. “The whole goal is to ensure we can make the business case so the customers can have the return on investment,” Skoog said. “We’re going to be testing those in real-world applications and once we have that, we’re going to share it with our customers.” Peterbilt also announced two new options to its existing Models 567 and 579 trucks: an alert switch in the sleeper control panel, and a pass-through seat. The alert switch in the sleeper flashes external lights and sounds alarms when activated. The manufacturer developed it with the organization Women In Trucking. “If an operator is in the cab and feels threatened, they can push the red button that will sound the horn,” said Scott Newhouse, chief engineer at Peterbilt. The pass-through seat was also introduced in response to customer input to help drivers when they are packing their vehicles. It’s a storage cabinet located under the passenger seat and accessible from both the inside and outside of the cab so that drivers can load the cabinet before climbing into the cab, and unload it once they are inside the truck. In addition, Peterbilt has made Bendix Wingman Fusion standard on all Peterbilt Model 579 trucks built as of July 1. The technology provides cameras and radar, and can reduce throttle and more. “It helps monitor following distance, has autobraking, adaptive cruise control, lane departure warnings and over-speed alerts,” Newhouse said. Peterbilt is also extending its investment in augmented reality for service. In a demonstration David Yin, a company IT project manager, showed how users can interact virtually with schematic information from the vehicle. Repairs done with the technology have resulted in a 15% to 20% efficiency gain, according to Yin, allowing dealerships to get drivers back on the road faster. Initial tests have proven the business case for the technology, which Skoog said should be rolled out to Peterbilt dealerships next year. Peterbilt, based in Denton, Texas, has a dealer network of 372 locations. Skoog said that is expected to grow to 390 locations by the end of the year. Peterbilt is working on advanced driver assistance systems, advanced powertrains, machine learning and vehicle connectivity. The Level 4 autonomous truck would use cameras, radar and lidar. Jake Montero, general manager of the Innovation Center, said Peterbilt is working to understand what the business case is for much of the latest technology. The center has a five-bay truck lab, which includes a fabrication center, and space for 50 employees. He unveiled a potential timeline for rolling out new systems, including platooning, predictive maintenance and lane-keeping technology in 2019, object detection in 2020 and autonomous technology in 2021. Since November some 125 startups have met at the center, said Paul Konasewich, director of business development at the Innovation Center. He said part of Paccar’s goal is to educate startups on how trucking works, how its customers operate and what makes business sense for them. In the near future, Peterbilt will be launching traffic jam assist, lanekeeping and platooning. “These are the building blocks for us to bring additional capabilities to our customers in the future,” Newhouse said. .

U.S. Army Places $484 Million Order for 1,574 Joint Light Tactical Vehicles Oshkosh Defense / June 30, 2018 Oshkosh Defense announced today that the U.S. Army has placed a $484 million order for 1,574 Joint Light Tactical Vehicles (JLTV) and associated installed and packaged kits. This press release features multimedia. View the full release here: https://www.businesswire.com/news/home/20180629005807/en/ “This latest order follows the completion of the Multiservice Operational Test and Evaluation (MOT&E) conducted by the U.S. Army and Marine Corps and further demonstrates that the JLTV program continues to be a top modernization priority for our armed services,” said George Mansfield, Vice President and General Manager of Joint Programs at Oshkosh Defense. “The JLTV is ready to support our troops, and we look forward to getting more soldiers and Marines into this extremely mobile, protected, and proven next-generation light tactical vehicle.” In addition to the recently completed operational testing, the JLTV also completed Reliability Qualification Testing earlier this year, accumulating over 100,000 miles and exceeding reliability requirements. To date, Oshkosh has produced more than 2,000 JLTVs and has delivered more than 1,600 JLTVs to the U.S. Army and Marine Corps. A Full Rate Production (FRP) decision is expected in FY19.

Agreed. Everyone studies everybody. All we and the Soviet Union did after WW2 was copy captured German technology.

Foreign companies can not own more than 50 percent of a joint venture with a China domestic company.

Big business is at our helm. And with the power they have over our government, we are where we are today. It was US companies who sent production abroad to China and elsewhere. Those countries didn't ask for it. Big business wanted the savings. It should come as no surprise to any intelligent person that we have a trade deficit with China, when big business chooses to produce in China, and many other countries, for the US market. China is smart, requiring global companies in key industries to produce there.....if they want to sell and profit there. On the flip side, the US government, at the behest of US automakers, paved the way with NAFTA allowing them to shift US market production out of the country to Mexico and elsewhere.

GM to transfer Vietnam operation to Vingroup's car arm, eyes sales boost Reuters / June 29, 2018 HANOI -- General Motors has agreed to transfer its Vietnamese operation to VinFast Trading and Production LLC and distribute Chevrolet cars through the local carmaker, in a move that could help drive up its modest sales in the country. The U.S. automaker will transfer full ownership of its Hanoi factory to VinFast for the Vietnamese firm to produce small cars under a GM global licence from 2019, the companies said in a statement on Thursday, without disclosing a value for the deal. As part of the deal, VinFast, a unit of Vietnam's biggest private conglomerate -- Vingroup JSC, will be the exclusive distributor of Chevrolet in Vietnam. "The GM-VinFast strategic partnership will best position the Chevrolet brand and dealer network for long-term growth in Vietnam by leveraging GM's global scale and expertise, married with VinFast's domestic strength and insight," said Barry Engle, executive vice president and president of GM International. The transfer, which includes GM's Hanoi plant, dealer network and employee base, is expected to be conducted by the end of 2018, the companies said in the statement. GM used its Hanoi plant to assemble Chevrolets with parts imported from South Korea -- a country where the U.S. automaker came close to bankruptcy as it struggled to turn around its debt-laden unit. GM Korea is GM's biggest production base in Asia excluding China. The plant will be used solely to produce VinFast cars after the transfer, while Chevrolet cars will be imported. VinFast said this partnership with GM was "integral" to its plan to "launch a portfolio of five VinFast vehicles in 2019". It is building a $1.5 billion factory in the northern province of Hai Phong and plans to launch a sedan and SUV in the third quarter of 2019, and a small car, electric car and electric bus by end-2019. "Our vision is to build an automobile manufacturing eco-system that will include assembly plants, local automotive suppliers and dealers, and a string of supporting industries," said VinFast CEO Jim DeLuca. Vietnam's automobile sales grew 24 percent in 2016 but fell 10 percent last year to 272,750 units, data from the Vietnam Automobile Manufacturers' Association (VAMA) showed. Sales fell 6 percent in the first five months of 2018. While GM's sales in Vietnam have been rising since 2014, its numbers last year were only an eighth of the country's market leader, local Truong Hai Auto Corp, and a sixth of runner up Japanese rival Toyota Motor Corp, VAMA data showed. Sales of Chevrolet, the only vehicle GM offers in Vietnam, grew 8.5 percent to 10,576 units in 2017, lagging gains of 34.5 percent in Indonesia and 25.7 percent in Thailand. Chevrolet Vietnam - http://en.chevrolet.com.vn/vehicles/cars.html .

The scary part Paul is that they're not copying any more (no more than anyone else). Rather, they're now developing their own technology......they've learned how to run with the ball. They have the ability to invest deeply, and make quick decisions to do so. The fighters aren't U.S. tech-based, rather it's an outgrowth of the Sukhoi SU-33 (purchased tech). But they made a lot of changes....themselves, resulting in a more capable aircraft.

Penske, NFI to Test Daimler’s Electric Trucks in Regular Operations Heavy Duty Trucking (HDT) / June 27, 2018 Penske Truck Leasing and NFI have agreed to partner with Daimler Trucks North America in operating the Freightliner Electric Innovation Fleet of electric vehicles which includes the recently unveiled heavy-duty eCascadia and eM2 106 medium-duty trucks. Through its Innovation fleet of 30 vehicles, DTNA will involve customers in the development of commercial electric vehicles in order to better understand how they will be used and where they will be most effective. Penske will take on 10 eCascadias and 10 eM2s for use in California and the Pacific Northwest, while NFI will use 10 eCascadias for drayage activities in Southern California. The Innovation Fleet will start delivering vehicles to Penske and NFI as soon as late 2018. To speed up the development process, DTNA will also operate electric trucks within its own Product Validation Engineering test fleet in Oregon. The company plans use knowledge gained form these partnerships to prepare its facilities and fleet operations for electric trucks as soon as 2021. “Running multiple trucks in real-world applications will provide better insights for our engineers into the requirements of integrating electric commercial vehicles into fleet operations," said Roger Nielsen, president and chief executive officer of DTNA. "We are partnering with these two customers for this phase of the co-creation process because they have use cases that closely fit the target applications we have identified.” DTNA has also announced the Electric Vehicle Council has been tasked with preparing customers in evaluating and integrating electric vehicle solutions into their operations. The information from Innovation Fleet testing will be shared with the customer base through the Council. It will also discuss planned product offerings with customers and gather feedback as the company moves toward commercializing electric trucks. The Electric Vehicle Council will also work with customers to establish the necessary charging infrastructure, vehicle deployment, and service support that will be required when electric trucks become commercially available. DTNA also plans to offer consulting services to assist with site selection based on truck applications, available government incentives, infrastructure deployment, and route identification as part of a preliminary review prior to commercial electric vehicle business proposals. "The DTNA approach to bring commercial electric vehicles to market is holistic. With the Freightliner Electric Innovation Fleet, we will be working, hands on, with Penske and NFI," said Richard Howard, senior vice president, sales and marketing, Freightliner Trucks. "While heavy-duty electric vehicles present the greatest engineering challenges, we're committed to a process that leads to series production vehicles that are safe, reliable and efficient.”

Jack Roberts, Heavy Duty Trucking (HDT) / June 27, 2018 Peterbilt showcased the Paccar Innovation Center in Sunnyvale, California, to demonstrate its continuing efforts to identify, develop and deploy emerging technologies in trucking. Located in the heart of famed Silicon Valley, the Paccar Innovation Center also works closely with Kenworth and Paccar’s wholly owned European brand, DAF, on three core developmental areas, according to Jason Skoog, Paccar vice president and Peterbilt’s new general manager of Connectivity, Driver Interface systems and Driver Assistance Systems. The Paccar Innovation Center is a small, but ultra-modern facility that includes space for 50 full-time employees, a five-truck work bay, as well as meeting and collaboration spaces. A Paccar Experience features various displays, including the futuristic WAVE concept truck developed in conjunction with Walmart a couple of years ago. Just as importantly, Skoog said, is the center’s location in the heart of Silicon Valley, which gives Paccar engineers and designers access to many of the sharpest minds and start-up companies shaping emerging transportation technology. In fact, he noted that Paccar has met with more than 125 separate tech start-ups in the area since last November. At the Innovation Center on June 27, Peterbilt showcased for trucking reporters several current developmental projects, including a Level 4 autonomous truck and two Class 8 electric trucks, in addition to highlighting its efforts to coordinate next-generation research and identify emerging technologies that will benefit future vehicle performance. The Innovation Center is also accelerating partnerships in the development of electric and hydrogen fuel cell powertrains, as well as the deployment of big data analytics. “Purposeful innovation is continuously engrained into every aspect of our business and it means we will be ready to deliver innovative options to our customers and their drivers,” Skoog said. “The Paccar Innovation Center allows Peterbilt to connect with and leverage the advancements being made by technology companies in Silicon Valley. When combined with the talented and experienced Peterbilt employees and worldwide Paccar resources, we have a team that will deliver innovative products and services now and into the future.” To highlight the work being done at the Paccar Innovation Center, Peterbilt offered CDL-holders the chance to take the demonstration model of its electric Model 579 for a brief evaluation run through the silicon heart of Sunnyvale, California. The truck is being developed in partnership with TransPower, an electric vehicle-focused tech startup in the area that is looking to become a Tier 1 supplier of vehicle electrification component and technology for the trucking industry. Matthew Vito, a systems engineer with TransPower, was on hand as a minder during the test drives and to answer questions or generally explain how the truck operates. Peterbilt and TransPower have been working together on electrification projects since 2015. From the exterior, there are only a few clues that you’re not dealing with a conventional diesel-powered Model 579 tractor — chiefly the “eight-pack” battery assemblies on the frame behind the cab. These are 44-kw battery packs that give the truck up to 250 miles of range in highway driving conditions. Vito said each individual battery pack weighs approximately 800 lbs. I was curious to know what was sitting under the hood in place of a conventional diesel engine, and Vito was happy to show me the power inverter and converter system that reside in that space on this truck. This is essentially a sophisticated power management system that collects, stores and distributes electric power as needed during driving operations, both from the battery packs themselves, and from the truck’s kinetic-energy braking system, which converts forward inertia into energy and captures it for future use. Interestingly, Vito said, the system is remarkably efficient in terms of both range and recharging capability, needing only four hours connected to TransPower’s proprietary charging systems to retain a full change. Peterbilt engineers opted to keep things familiar when it comes to their electric truck design. Nothing in the cab seems abnormal or out of place. Everything is right where it ought to be, doing right what it ought to be doing. There is, for example, a full air brake system on the electric Model 579, that engages and disengages with the familiar yellow and red knobs on the dash. And there’s a full-blown, normally functioning Eaton automated transmission as well, with its control panel mounted flush in the center section of the dashboard. I was under the impression that electric vehicles don’t need conventional transmissions to operate. And they don’t. But that doesn’t mean they can’t take advantage of their benefits. Vito explained to me that most electric trucks use massive-sized electric motors with continuous torque curves — just like on a golf cart. But, he said, Peterbilt’s choice of a conventional AMT means that TransPower is able to fit the truck with two, much smaller electric motors in sequence. These electric motors have a much shorter torque curve than the big motors. But that’s where the transmission comes into play, taking the torque the two motors produce and turning it into usable power. This saves on space and weight as well, Vito noted. Putting the truck in “Drive,” just as I would on a diesel-powered truck, and disengaging the parking brake had the electric Model 579 jumping forward with surprisingly quickly response to the throttle inputs. The predominant noise at those point comes from the whine given off by the truck’s hydraulic system, as well as the normal chassis and suspension noises you tend to hear, along with an occasional pop front the air brakes. But that’s about it. The electric Model 579 shifts out at the same speed and torque points a diesel engine would, so the overall feel while you’re driving is extremely familiar. In fact, if you had someone playing diesel engine sounds over the truck stereo, I’d be willing to bet more than a few experienced drivers wouldn’t know right away that they were actually driving a truck equipped with an electric drivetrain. The first giveaway that they were running a diesel would probably be when they put their foot in the throttle and felt the truck take off from a dead stop. Granted, we were running bobtail on our little route through Sunnyvale. But the acceleration this truck’s electric drivetrain offers is nothing short of astounding. Beyond that, this is really a story of no new news to report, The Peterbilt Model 579 rides, drives, handles and feels exactly identical to any other diesel Model 579 daycab you’ve ever driven. Again, the only real differences are the lack of a diesel engine hammering away up in front of you and the attention-grabbing acceleration rate when you put your foot down on the accelerator. For now, this electric Model 579 is simply a demonstrator truck, intended to showcase both Peterbilt’s work in the electric vehicle realm and the viability of the concept in real-world fleet operations. The company hasn’t made any decisions yet on putting it into production, and likely won’t be in a hurry to do so, if Skoog’s comments earlier in the day are any indication. Speaking on Peterbilt’s approach to new technology, he noted that the company wants to stake out leadership positions with any viable new technology, but is not interested in forcing anything on anybody until they are interested. For Peterbilt, he said, this means ensuring that there is a real-world demand for the product, that it can perform as expected in those real-world operations, and that there must be a reasonable and timely return on investment for the use of that technology. Today’s demonstration drive proved that Peterbilt is ready and waiting to go when the electric truck market begins to blossom in North America and will be able to meet customer and driver expectations for that technology when it does. .

Wake-Up Call .

https://www.bigmacktrucks.com/topic/46089-limited-edition-diamond-t-glider-kit-offering-unveiled/?tab=comments#comment-339569

Ford hits carbon emissions target 8 years early Michael Martinez, Automotive News / June 27, 2018 DETROIT -- Ford Motor Co. says it has met a self-imposed goal of slashing manufacturing-related emissions eight years ahead of schedule. The company in 2010 pledged to cut carbon dioxide emissions from its carmaking processes by 30 percent within 15 years. Thanks to a number of energy-conservation initiatives, it achieved its goal in half the time. Ford announced the achievement as part of its 2017-18 Sustainability Report, saying it reduced global manufacturing CO2 emissions by more than 3.4 million metric tons from 2010 to 2017. That's equivalent to greenhouse-gas emissions from more than 728,000 passenger vehicles driven for one year, it said. "We thought that was aggressive and we didn't really know how we were going to achieve it," Andy Hobbs, global director of Ford's environmental quality office, told Automotive News. "It was an aspirational goal." The automaker hit its target by installing more than 100,000 LED light fixtures and adding solar panels to a number of plants across the globe, including its Dearborn Truck Plant and Michigan Assembly Plant near Detroit. It also updated its painting techniques, eliminating drying ovens to reduce energy. Another way it reduced its carbon footprint involved a process in which a machining tool is lubricated with a finely atomized mist instead of a larger quantity of coolant and water. "The beauty of Ford manufacturing folks is, once they accept a task, they throw everything, including the kitchen sink, to achieve it," Hobbs said. The company is working on what its next goal will be and will announce it this year, Hobbs said, noting that it will involve additional CO2 reductions as well as adding more renewable energy practices. Already, Ford makes around 300 parts from renewable materials. It uses eight sustainable materials in production vehicles: soy, wheat, rice, castor, kenaf (hibiscus), tree cellulose, jute and coconut. Hobbs said the automaker would stick with the guidelines offered by the Paris climate accord to reduce vehicle emissions, even though the U.S. has formally backed out of the deal. He said Ford's goals were unchanged by the Trump administration's decision. "As a company, at the highest levels, we've been very clear that we think climate change is real," he said. "We support the notion of fuel efficiency for our vehicles, and CO2 reduction for our manufacturing facilities."

Sounds like you want the cowl vent. Armed with your truck's model and serial number, give the good folks at Watt's Mack a call at 1-888-304-6225. If it's still available, they'll be glad to help you.

Renault Trucks Press Release / June 26, 2018 After ten years of experimentation under actual operating conditions with its customer-partners, Renault Trucks is pleased to unveil its second generation of all-electric vehicles: the Renault Master Z.E., Renault Trucks D Z.E. and Renault Trucks D Wide Z.E., a complete range from 3.5 to 26 tonnes ideally suited for use in the city. The Renault Trucks D and Renault Trucks D Wide Z.E. will be manufactured in the Renault Trucks plant at Blainville-sur-Orne and will arrive on the market in 2019. The Renault Master Z.E. will be available in 2018. To keep pace with the changing face of urban transport, Renault Trucks, a pioneer in the field of electromobility, is launching its second generation of electric trucks. The Renault Trucks Z.E. line-up, consisting of the Renault Master Z.E., Renault Trucks D Z.E. and Renault Trucks D Wide Z.E., ranging from 3.5 to 26 tonnes, covers the full gamut of urban uses from goods distribution and delivery to refuse collection. Renault Trucks has been preparing for the shift to electric vehicles for the past ten years. For Renault Trucks, electromobility was the obvious response to urban air quality and noise issues from the outset, as well as cut overall CO2 emissions. For over ten years, the company has been field testing electric trucks with its customer-partners in order to garner crucial information about usage, battery behaviour, charging facilities and specific maintenance requirements. These real-world tests have also enabled Renault Trucks’ customer-partners to help their own customers come to an acceptance of electric technology. Renault Trucks has over a decade of experience with all-electric trucks thanks to the Renault Maxity. “Ten years’ ago, we were the pioneers, promoting electric trucks to improve city air quality”, explains Renault Trucks President Bruno Blin “Today we can offer a range of electric vehicles with proven performance and the experts in our network are ready to help our customers transition to electromobility. Ten years’ ago we were pioneers, today we are experts.” Zero emission in use for unrestricted access The latest technological advances have made electric trucks an economically viable alternative for hauliers, leading Renault Trucks to launch a complete Z.E. range. However strict the regulations may be in urban zones, the vehicles in the Renault Trucks Z.E. operate seamlessly in compliance. They are the perfect solution to safeguard air quality and reduce congestion as they allow noise-free out-of-hours deliveries and emit neither local pollutants nor CO2. Some prominent names in freight haulage have already opted for electromobility. One such company is XPO Logistics “At XPO, we have led by example as the transport industry becomes increasingly aware of the need for alternative power”, said Luis Gomez, managing director-transport, XPO Logistics Europe. “We commend our supplier Renault Trucks for investing in the development of electric vehicles that offer a practical way to achieve zero emissions*. Renault Trucks is shaping the future of commercial transport in an evolving regulatory environment.” Suez is also following the release of the Renault Trucks Z.E range with interest. “We are delighted to see a competitive new industrial solution arrive on the market and to be able to partner with Renault Trucks,” explains Edouard Hénaut, executive director local authorities services at Suez. “This new electric truck offering will allow Suez to help its customers reduce their carbon footprint thanks to a zero-emission environmentally-friendly and silent refuse collection solution.” Renault Trucks Master Z.E., available in September 2018 The Renault Trucks Master Z.E., which will be released in September 2018, is ideal for last-mile deliveries and provides access to inner-city areas even those with strict traffic restrictions. The battery of this all-electric utility vehicle takes six hours to charge. Its loading volume is the same as a conventional diesel Renault Master as the batteries are mounted under the front seats. The Master Z.E. range comes in six variants (four panel vans and two platform cabs) designed to meet all the requirements of professionals working in urban environments. Lastly, to protect the driver and the load and keep city-dwellers safe, the Master Z.E. is outfitted with a reversing camera, reversing radar system and wide-view mirror as standard features. Renault Trucks D and Renault Trucks D Wide Z.E. for urban deliveries and refuse collection The specially designed 16 t version of the Renault Trucks D Z.E. is ideal for urban and controlled temperature deliveries. The Renault Trucks D Wide Z.E. will come in a 26 t version for efficient refuse collection. Both models will be manufactured at the Renault Trucks plant in Blainville-sur-Orne, Normandy, France in the second half of 2019. A medium-duty Renault Trucks Z.E. vehicle has an operating range of up to 300 km depending on usage and battery configuration. The battery pack is the most expensive item when buying an electric truck. For Renault Trucks, there is no question of compromising on payload or cost-effectiveness, so different operating ranges will be available tailored to customers’ exact needs. Thanks to rapid DC charging, the Renault Trucks D Z.E. and Renault Trucks D Wide Z.E. lithium-ion batteries can be fully charged in as little as one to two hours via the 150 kW Combo CCS connector. For overnight AC charging, the time to fully charge a 300-kWh battery is 12 hours. In this case, a three-phase 380V 32A industrial power socket is perfectly sufficient. For maximum flexibility in terms of usage and bodywork, the Renault Trucks D Z.E. and Renault Trucks D Wide Z.E. are equipped with a power take-off and a standard mechanical interface. TECHNICAL SPECIFICATIONS RENAULT MASTER Z.E. -Total GVW 3.1t -57 kW electric motor -Maximum torque: 225 Nm -Maximum speed: 100 km/h -Energy storage: 33 kWh lithium-ion batteries -Operating range on NEDC cycle: 200 km -Real-world operating range: up to 120 km RENAULT TRUCKS D Z.E. -Total GVW: 16t Weight: 16.7t. -Available wheelbases: 4,400 mm and 5,300 mm -185 kW electric motor (130 kW continuous output) -Maximum torque of the electric motor: 425 Nm. -Maximum torque rear axle: 16 kNm -Two-speed gear box -Energy storage: lithium-ion batteries totalling 200 to 300 kWh -Real-world operating range: up to 300 km RENAULT TRUCKS D WIDE Z.E. -GVW: 26 t Weight: 27 t. -Available wheelbase: 3,900 mm -Two electric motors with a total rating of 370 kW (260 kW continuous output) -Maximum torque of electric motors: 850 Nm -Maximum torque rear axle: 28 kNm. -Two-speed gear box -Energy storage: lithium-ion batteries, 200 kWh. -Real-world operating range: up to 200 km *in use .

Volvo Trucks Press Release / June 26, 2018 With the launch of Volvo Connect – a single interface for digital services and functions– Volvo Trucks hopes to enable smoother and more efficient transport operations. By gathering all trucks and other assets as well as Volvo and partner services in one place, the new platform will make it even easier for customers to access the full benefits of digitalisation and connectivity. .

http://hr.mckenzietank.com/maint/bulletins/45-sb212025.pdf

Hungary understands how to realistically address illegal migration. .

17 states sue Trump administration over [illegal immigrant] family separations Associated Press / June 26, 2018 SEATTLE — Seventeen states, including Washington, New York and California, sued President Donald Trump’s administration Tuesday in an effort to force officials to reunite [illegal immigrant] migrant families who have been separated at the U.S.-Mexico border. The states, all of which are led by Democratic attorneys general, joined Washington, D.C., in filing the lawsuit in U.S. District Court in Seattle. It’s the first legal challenge by states over the practice. “The administration’s practice of separating [illegal immigrant] families is cruel, plain and simple,” New Jersey Attorney General Gurbir Grewal said in an emailed statement. “Every day, it seems like the administration is issuing new, contradictory policies and relying on new, contradictory justifications. But we can’t forget: the lives of real people [illegal immigrants] hang in the balance.” Immigration authorities have separated about 2,300 [illegal immigrant] children from their [illegal immigrant] parents in recent weeks, sparking global outrage as images and recordings of weeping children emerged. Many parents [illegal immigrant] are in custody thousands of miles from their [illegal immigrant] children, whom they have not been able to see and have rarely spoken to for a month or more. After falsely blaming Democrats for the separations and insisting that only Congress could fix the issue, the president last week issued an executive order designed to end the practice under his “zero tolerance” policy, which prosecutes adults who come to the U.S. illegally. But the states say his order is riddled with caveats and fails to reunite [illegal immigrant] parents and children who have already been torn apart. They accuse the administration of denying the [illegal immigrant] parents and children due process; denying the [illegal] immigrants their right [???] to seek asylum; and being arbitrary in applying the policy. A U.S. judge in San Diego already is considering whether to issue a nationwide injunction sought by the American Civil Liberties Union that would order the administration to reunite the separated [illegal immigrant] children with their [illegal immigrant] parents. The states that sued are Massachusetts, California, Delaware, Iowa, Illinois, Maryland, Minnesota, New Jersey, New Mexico, New York, North Carolina, Oregon, Pennsylvania, Rhode Island, Vermont, Virginia and Washington.

Scania Group Press Release / June 25, 2018 Wind power currently only accounts for a small fraction of Japan’s energy supply, but it’s a share which will increase substantially in the years ahead. But, due to their sheer size, installing wind turbine towers is a highly challenging process. In Japan, as in other countries, this industry relies on the most powerful trucks available. The Mic Group fields two Scania 6×6 tractor units for its daunting transport operations. At Omaezaki Port, 280 kilometres south of Tokyo, the specialised firm deals with four wind turbine towers. The pillar is divided into five parts and the height of the base alone reaches 78 metres, with a diameter exceeding four metres and rotors that are 82 metres wide. A window of opportunity Japan imports most of the wind turbine parts from abroad, and these are shipped to the closest port to the wind power location and subsequently transported there by road. Despite dividing the load, the parts still come to 20 metres in length, 3.4 metres in width and have a total vehicle weight of more than 44 tonnes. The transport window of opportunity is from 9 p.m. to 6 a.m. With its oversized load the 20-kilometre journey takes between one-and-a-half to two hours and the haulier can manage at most two return trips in the available slot. Accompanying the transport are three lead cars, with another two at the rear. Mic Group driver Masao Oiwa praised the R730 V8-powered Scania truck’s ability to master this huge challenge. “Overall the ride is very smooth and there is sufficient power from the outset. The retarder is wonderful and the brakes perform really well.” .

The these folks are having a civilized conversation about current events, which fits exactly into the Odds & Ends thread. “This forum is for non-truck related topics. Talk about interesting websites, current events, tell jokes, post funny photos...etc.”

Why are these visa-less want-to-be immigrants allowed in period? Why aren't they refused entry? No visa.....no entry......it's that simple. Cross our border into the U.S. illegally.....now you're a criminal.......such people should then be permanently banned from entry. Meanwhile, thousands of people around the world are legally applying for immigrant visas at U.S. embassies.

Political parties should be banned, as they only serve to distract elected government employees from their inherent duties. Term limits should be mandatory.

Europe Retaliates Against Trump Tariffs Jack Ewing, The New York Times / June 21, 2018 GOTEBORG, Sweden — The European Union fought back on Friday against the Trump administration’s tariffs, slapping penalties on an array of American products that target the president’s political base, like bourbon, motorcycles and orange juice. The European counterattack on $3.2 billion of goods, a response to the administration’s measures on steel and aluminum imports, adds another front to a trade war that has engulfed allies and adversaries around the world. China and Mexico have already retaliated with their own tariffs, and Canada, Japan and Turkey are readying similar offensives. The risk of escalation is high since Mr. Trump has promised even more tariffs. Taking particular aim at German car manufacturers, the president has started an investigation into automobile imports to determine whether they pose a national security concern, the same justification used for his metal tariffs. “You look at the European Union,” the president told a crowd in Duluth, Minn., on Wednesday. “They put up barriers so that we can’t sell our farm products in. And yet they sell Mercedes and BMW, and the cars come in by the millions. And we hardly tax them at all.” He added in a tweet on Friday that he would place a 20 percent tariff on European cars, if the barriers “are not soon broken down.” The United States is fighting from a position of strength, with the American economy on track for one of its strongest years in a decade. Europe doesn’t have the same defenses. Growth in the region is slowing, and that weakness has been compounded by political turmoil in Italy and Germany, as well as Britain ’s decision to leave the European Union. But in a trade war no sides are left unscathed. Although Mr. Trump has sought to exert pressure on other countries, the global nature of supply chains means the tit-for-tat tariffs are ricocheting in unexpected ways and may ultimately cost jobs in the United States. Sales of Mercedes S.U.V.s, made in Alabama by the German automaker Daimler, could be hit by the American trade dispute with China. The Swedish manufacturer Volvo faces rising prices on the imported steel it uses at its Mack Truck factory outside Allentown, Pa. The path to reconciliation is shrouded in uncertainty, creating the potential for broader strain in the global economy. While the Trump administration has sought to use economic force to exert concessions, the successive drumbeat of attacks has left little time to negotiate. Formal trade talks between Brussels and Washington have broken down, although informal channels have remained open. The European Commission, the European Union’s administrative arm, applied its sanctions more than a week earlier than expected, in what analysts said was a show of strength. “It’s a signal that the E.U. is striking back and taking this seriously,” said Holger Schmieding, chief economist at Berenberg Bank in London . As Mr. Trump pursues a nationalistic agenda, leaders in Europe and elsewhere are eager to demonstrate that they will continue to dismantle barriers to commerce, with or without the United States. Cecilia Malmstrom, the European commissioner for trade, was in New Zealand on Thursday negotiating a free-trade pact with the government there, the latest in a series of treaties signed or in the works, including ones with Japan, Canada and Australia. “We did everything we could to avoid this situation, but now we have no choice but to respond,” Ms. Malmstrom said in a speech in Wellington, New Zealand. “The E.U. has a responsibility to stand up for open global trade.” The new slate of European tariffs focuses on products that tend to be manufactured in Republican strongholds: whiskey and playing cards from Kentucky, recreational boats from Florida and rice from Arkansas. But trade wars don’t play out that neatly. It’s not easy to strike precise targets without collateral damage. Take the Mack Truck factory in Pennsylvania. Mack may be a quintessential American brand, but it’s owned by Volvo Group, which is based in this seaport on Sweden’s southwestern coast. The Mack plant uses specially treated steel imported from Europe. American substitutes are not readily available, if at all [Impossible, or shocking, to believe]. That means the Allentown factory has to pay 25 percent more for some kinds of steel, putting it at a disadvantage with its competitors who manufacture in Mexico and can get the same high-quality steel without paying the Trump tariffs. At least for the moment, vehicles made in Mexico are not subject to tariffs when they are imported into the United States. Billy Joel sang about Allentown as the city where “they’re closing all the factories down.” The Mack Truck factory, in the suburb of Lower Macungie Township , has been an exception. It is “packed with orders,” said Martin Lundstedt, the chief executive of Volvo Group, a manufacturer of trucks, buses and heavy equipment that is separate from the company that makes Volvo cars. But he worried that demand could slip if costs in the United States rose and the trade dispute triggered an economic slowdown. “Yes, it will affect us, and we need to live with it,” Mr. Lundstedt said. “It could be that if you have production in the U.S. you are punished.” It’s a similar concern for ABB, a supplier of heavy electrical equipment based in Zurich. ABB makes electrical transformers in South Boston, Va., and Crystal Springs, Miss. “We use a very specific kind of steel,” said Ulrich Spiesshofer, the chief executive of ABB. “The capacity and the number of players for that kind of steel is very limited. The steel that we import from other places is being punished.” Eventually the competitiveness of the United States plants could suffer, Mr. Spiesshofer said. Daimler, the maker of Mercedes cars, has already been caught in the crossfire between the United States and China. The company issued a profit warning on Wednesday, in part blaming tit-for-tat tariffs for a slump in the sales of S.U.V.s, which are built in Tuscaloosa, Ala. In retaliation for tariffs imposed by the United States on Chinese goods, China has threatened to increase penalties on American cars to 40 percent from 15 percent. That would hurt sales in the huge Chinese market by raising sticker prices for Mercedeses from Alabama as well as BMWs made in Spartanburg, S.C. “Fewer than expected S.U.V. sales and higher than expected costs — not completely passed on to the customers — must be assumed because of increased import tariffs for U.S. vehicles into the Chinese market,” Daimler said in a statement late Wednesday. Last year, BMW exported about 80,000 vehicles to China, including its X5 S.U.V., from the Spartanburg plant, its largest factory in the world. BMW said in a statement on Thursday that it did not need to revise its outlook for profit because of trade tensions, but the company added that it “continues to observe international developments closely.” Shares of major German and American carmakers fell sharply Thursday on worries of a trade-related slowdown. Daimler shares closed off more than 4 percent in Frankfurt trading, and BMW shares slipped 3 percent. If the trade conflict continues, companies could consider relocating assembly lines to other countries, leading to job losses in the United States. BMW already has factories in South Africa and China, among other countries. Carmakers would not make such a decision lightly. Moving manufacturing is expensive and takes years to carry out. The German carmakers continue to hope that the conflict will blow over and perhaps even provide a catalyst for removing trade barriers with the United States. Currently the United States charges a 2.5 percent levy on imported foreign cars while Europe imposes a tariff of 10 percent on cars from the United States. German automakers would be happy if tariffs fell to zero in both directions, though only as part of a broad trade pact, Eckehart Rotter, a spokesman for the German Association of the Automotive Industry, said Thursday. Ironically, the tariffs could have a small — if somewhat short-lived — upside for Europe. Local steel and aluminum may eventually fall in price because producers in countries like Russia or Japan will divert supplies that otherwise would have gone to the United States, creating a glut in the market. That would be bad for steel producers but good for machinery makers and other companies that use a lot of steel, potentially giving them an edge over their American competitors in overseas markets. But any benefits for Europe would be erased by a sizable disruption to global commerce. The biggest problem for companies, regardless of nationality, is that they don’t know how much more the trade conflict will escalate. The uncertainty may already be gnawing on growth. “For the first time we’re hearing about decisions to postpone investment, postpone hiring, postpone making decisions,” Jerome H. Powell, the chairman of the Federal Reserve, said during a panel discussion with other central bankers in Sintra, Portugal, on Wednesday. “That’s a new thing.”