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Fiat Chrysler emails suggest alleged diesel emissions violations surfaced in 2010 Bloomberg / May 19, 2018 Suppliers to Fiat Chrysler Automobiles discussed alleged illegal use of software to pass emissions tests in 2010, according to emails disclosed in federal court in San Francisco. Fiat Chrysler wanted to use software in its diesel engines that was capable of “cycle detection,” meaning it could sense when the vehicle was undergoing emissions evaluations and activate controls to pass tests, Sergio Pasini, the controls and calibration director at supplier VM Motori, wrote in a 2010 email to colleagues. An employee within the automaker’s powertrain division had tried to convince him the software, called “t_engine,” didn’t count as cycle detection. The automaker’s emissions control “will be managed mainly on t_engine which is, no matter what Fiat says, a cycle detection,” Pasini wrote in an email, according to a court document that was unsealed on Wednesday. The lawsuit, filed on behalf of consumers as a class action, claims that Fiat Chrysler misled buyers of its Jeep Grand Cherokee sport utility vehicles and Ram 1500 pickups by touting the fuel economy and performance of its EcoDiesel engines while cheating on emissions tests to win regulatory approval. Fiat Chrysler has denied intentionally trying to skirt pollution rules with defeat devices in its diesel vehicles. “We continue to cooperate with various governmental investigations related to diesel emissions, and emails such as those referenced have been previously provided to the agencies,” Fiat Chrysler said in an emailed statement. “It is inappropriate to draw conclusions from isolated communications and internal deliberations, without the more detailed context that is part of the reviews FCA is conducting as part of the investigation process.” Diesel scandals Fiat Chrysler is defending itself against allegations reminiscent of Volkswagen’s 2015 admission that it had rigged some 11 million diesel vehicles to pass emissions tests, sending shock waves through the industry. The German carmaker has earmarked more than 25 billion euros ($30 billion) to pay fines, settlements and other costs. The scandal has compromised demand for diesel cars and put other manufacturers under a cloud of suspicion and regulator scrutiny. In Fiat Chrysler’s case, the EPA and California Air Resources Board alleged in January 2017 that the company equipped diesel-powered pickups and SUVs with emissions software that violated clean-air laws. The agencies alleged the diesel engines contained auxiliary emissions control devices that affect pollution performance, and that the company failed to disclose this to the agency as required by law. The Justice Department sued Fiat Chrysler in May 2017, asserting more serious allegations. The civil lawsuit alleged that 2014 to 2016 model year Jeep Grand Cherokee SUVs and Ram 1500 pickups had diesel engines rigged with defeat devices to mask true pollution levels in lab tests while exceeding legal limits in real-world driving. Automakers are legally allowed to use emissions-control software to help engines run properly. What made the software that VW used defeat devices were computerized systems that activated pollution controls to pass tests but improperly disabled them during regular driving. 'Compelling evidence' A settlement offer presented to Fiat Chrysler by the Justice Department in January cited “compelling evidence” that the company knew or had reason to know that the diesel engines didn’t comply with clean-air laws and had misled regulators to win their approval to sell the vehicles. Justice Department lawyers wrote that multiple Fiat Chrysler vendors and employees had warned that defeat devices were being used in the diesel pickups and SUVs. In 2012, another VM Motori employee, Emanuele Palma, wrote to colleagues that Fiat Chrysler “knows tEng is the only way to get to 30 mpg, so don’t worry about this topic.” The automaker touted the 30 miles per gallon highway gas mileage in marketing materials for the 2014 Jeep Grand Cherokee. The lawsuit alleges that another supplier, Robert Bosch GmbH, warned VM Motori that the so-called t_engine software was an emissions defeat device, and that they could face “serious penalties” if it was discovered by regulators. Bosch, the biggest supplier of diesel-engine technology to global automakers, remains under investigation over its role in the VW scandal. VM Motori responded that it was “working closely with Chrysler” and the feedback about the software “is positive.” Fiat Chrysler bought a 50 percent stake in VM Motori in 2011, and purchased the remaining shares from General Motors Co. in 2013. The complaint with sealed material was filed April 23, then re-filed Wednesday with redacted portions that were newly visible. The lawsuit filed in federal court in San Francisco is a proposed nationwide consumer class action to cover owners or lessees of more than 100,000 EcoDiesel Ram 1500s and Jeep Grand Cherokees that were equipped with a technology called “selective catalytic reduction,’’ or SCR, to reduce nitrogen oxide emissions. Separate suit In a separate lawsuit brought by shareholders in 2015 claiming the company misled investors about vehicle safety problems, an unsealed document filed in federal court in Manhattan on Monday alleged that several employees knew the company’s diesel vehicles contained defeat devices before regulators made their concerns public. The document alleged that a Fiat Chrysler employee claimed to have alerted upper management that diesel engines contained such devices and indicated that a description of an emissions control strategy the company provided to regulators was inaccurate in internal messaging communications in 2014. Fiat Chrysler said it has begun settlement mediation with “several governmental and private parties that have commenced civil litigation” against the company, according to its statement. The automaker said it’ll “defend vigorously against any claims that FCA US engaged in any deliberate scheme to install defeat devices or to cheat emissions tests.”

Scania Group Press Release / May 21, 2018 The last PGR truck made in Europe has now left Scania’s production line in Zwolle (Netherlands). Scania PGR series trucks have been produced since 2004. When the next generation Scania trucks were launched in 2016, it marked the beginning of the end for the PGR era. However, PGR production will continue at Scania’s production plant in South America until spring 2019. .

GM will equip big '19 pickups with I-4 turbo in mpg battle vs. Ford, Ram Michael Wayland, Automotive News / May 18, 2018 DETROIT -- General Motors is doubling the number of engines available in the redesigned 2019 Chevrolet Silverado and GMC Sierra 1500 pickups, including the addition of a new four-cylinder turbocharged engine that can run on two cylinders to increase fuel economy. The 2.7-liter I-4 turbo engine is a major milestone for the company. It is the first modern-day four-cylinder engine in a full-size pickup and the industry's first pickup capable of running on two cylinders. The engine, GM believes, will help it lead in fuel efficiency against Ford's aluminum-bodied F-150 with V-6 Ecoboost engines, including a 2.7-liter, 6 cylinder engine, and a redesigned Ram 1500 with a mild hybrid system. "Everybody's going to get their chance to claim they're winning. We're going to claim that we're the highest fuel efficiency vehicle and what it means for our customer and the value we give back to our customer," Tim Herrick, executive chief engineer of GM's full-size pickups, said during a media briefing Thursday at the company's proving grounds in the Detroit suburb of Milford. Herrick and GM later clarified those comments to Automotive News, saying the lineup will be “very competitive in fuel efficiency.” The company cited EPA testing is not finalized for the 2019 models. GM did not release expected fuel economy estimates for the engine, priding, exact payload and towing specifications or details about its availability and capabilities in the Sierra. Jeff Luke, global director of gasoline engines at GM, said "it is very possible" the new four-cylinder could eventually replace the traditional V-6 in the pickups. "This engine has been specifically designed for truck durability and reliability and performance," Luke told Automotive News. "We believe this package is going to be very well-received by our customers." The engine is rated at 310 hp and 348 pound-feet of torque. It's paired with an eight-speed automatic transmission and will be standard on the new Silverado RST and popular Silverado LT trims -- replacing a 4.3-liter V-6 that's rated at 285 hp and 305 pound-feet torque. According to GM, the new engine package in the Silverado delivers 0-to-60 mph performance in less than 7 seconds and weighs 380 pounds less than the current pickup with the 4.3-liter V-6. The company also made significant enhancements to reduce turbo lag. Comparable payload Compared with competitive full-size trucks, GM says it is expected to deliver comparable payload capability (about 2,000 pounds) with greater torque than the 3.3-liter, V-6 engine in the Ford F-150 XLT and the 3.6-liter V-6 engine in the Ram 1500 Big Horn. All engines in the next-generation Silverado and Sierra pickups -- which are expected to go into production in the third quarter -- feature GM's Active Fuel Management system that can operate in two different cylinder modes or its new Dynamic Fuel Management technology that continuously adjusts the number of cylinders firing -- down to two -- between 17 modes based on performance needs. It is GM's first use of active fuel management in a four-cylinder engine. The technology reduces the number of cylinders in use down to two cylinders in light load conditions. Six powertrain configurations Overall, GM is offering six powertrain configurations with six engines and three transmissions -- six-, eight- and 10-speed -- for the 2019 model-year Silverado and Sierra. The four-cylinder engine is one of two all-new engines on the pickups. The other is an optional Duramax 3.0-liter inline-six turbodiesel that will be available later in the model year. They join the 4.3-liter V-6 -- standard on three entry-level Silverado models -- and three V-8 engines. The V-8 engines include an updated optional 6.2-liter (420 hp/460 pound-feet) and two variants of the 5.3-liter (355 hp/383 pound-feet) -- an optional work truck variant with active fuel management and a standard version with dynamic fuel management on its high-end Silverado LT TrailBoss, LTZ and High Country trims. Sandor Piszar, Chevrolet truck marketing director, said even with the new engines, the company expects the mix of V-8 offerings to remain at about 90 percent of all Silverado sales, including a mix of 80 percent for the 5.3-liter V-8. U.S. sales of the Silverado rose 1.9 percent to 585,864 last year while the large pickup market grew 5.6 percent. In 2017, Sierra sales slipped 1.7 percent to 217,943. Production of the pickups is expected to start at GM's plant in Fort Wayne, Ind., in the fall. GM also builds the trucks in Mexico, but it has not announced production details.

Downsized engines a test for GM pickups Michael Wayland, Automotive News / May 21, 2018 DETROIT — The new four-cylinder engine option for General Motors' 2019 Chevrolet Silverado and GMC Sierra 1500 pickups will test the loyalty and perceptions of pickup buyers who associate inline-fours with compact cars. A four-cylinder engine in a full-size pickup was unimaginable a decade ago. But advancements in engineering as well as Ford Motor Co.'s success with its V-6 EcoBoost engines have proved that V-8 engines aren't necessarily the default choice for pickup buyers. The question now is: How low can you go? The 2.7-liter inline-four turbo engine is a major milestone for GM. It is the first four-cylinder engine in a modern-day full-size pickup and the first engine in a pickup that's capable of running on two cylinders. The engine is rated at 310 hp and 348 pound-feet of torque. It's paired with an eight-speed automatic transmission and will be standard on the new Silverado RST and popular Silverado LT, replacing the 4.3-liter V-6 that's rated at 285 hp and 305 pound-feet of torque. GM believes the engine will help it lead in fuel efficiency against Ford's aluminum-body F-150 with V-6 EcoBoost engines and a redesigned Ram 1500 with a mild hybrid system. GM didn't release mileage estimates for the engine, exact payload and towing specifications or details about its availability and capabilities in the Sierra. ‘Different animal' Based on GM's expectations and the promise of increased performance compared with the previous engines, IHS Markit analyst Stephanie Brinley said she believes pickup buyers won't mind the four cylinders. "I think that consumers will look past it and look at what the end-result performance is," she said after driving the pickup last week. "And again, it's important that it's not intended to be the volume V-8 engine. That's a different animal." Sandor Piszar, Chevrolet truck marketing director, said that even with the new engine, the company expects V-8 offerings to account for about 90 percent of Silverado sales, including 80 percent for the 5.3-liter V-8. At Ford, the 3.5-liter and 2.7-liter EcoBoost V-6s together account for 72 percent of F-150 sales; the 5.0-liter V-8 accounts for 24 percent. Jeff Luke, global director of gasoline engines at GM, said "it is very possible" the new four-cylinder eventually could replace the traditional V-6 in the pickups. "This engine has been specifically designed for truck durability and reliability and performance," Luke told Automotive News. "We believe this package is going to be very well-received by our customers." According to GM, the new engine powers the Silverado from 0 to 60 mph in less than 7 seconds and trims the truck's weight by 380 pounds compared with the current model with the 4.3-liter V-6. GM says it is expected to deliver comparable payload capability to competitors' trucks (about 2,000 pounds), with greater torque than the 3.3-liter V-6 in the Ford F-150 XLT and the 3.6-liter V-6 in the Ram 1500 Big Horn. All engines in the next-generation Silverado and Sierra pickups — which are expected to go into production in the third quarter — feature GM's Active Fuel Management system that can operate in two different cylinder modes or its new Dynamic Fuel Management technology that continuously adjusts the number of cylinders firing — down to two — in various combinations based on performance needs. It is GM's first use of Active Fuel Management in a four-cylinder engine. The technology reduces the number of cylinders in use to two in light load conditions. Six engines Overall, GM is offering six engines and three transmissions — six-, eight- and 10-speed — for the 2019 Silverado and Sierra. The four-cylinder engine is one of two new engines for the pickups. The other is an optional Duramax 3.0-liter inline-six turbodiesel that will be available later in the model year. They join the 4.3-liter V-6 — standard on three entry-level Silverado models — and three V-8 engines. The V-8 engines are an updated optional 6.2-liter (420 hp/460 pound-feet) and two variants of the 5.3-liter (355 hp/383 pound-feet) — an optional work truck variant with Active Fuel Management and a standard version with Dynamic Fuel Management on its high-end Silverado LT Trailboss, LTZ and High Country trims.

I feel the Tunland’s logo is excessively large, not proportional. SAIC’e version of the LDV van (Maxus) is fine. But pickups aren’t SAIC’s specialty. I do admire the Chinese automaker’s willingness to engineer RHD for global markets.

The Tunland is a fine mid-sized pickup. I did tell their engineers though I felt the grille is overdone. The ISF2.8 delivers abundant power.

Dongfeng Cummins was the first JV, plus another building KTAs. Foton is relatively new. No connection between Beijing municipal government-owned Foton and Anhui provincial government-owned JAC.

Marchionne berated top spokesman for ruling out cheating devices Bloomberg / May 14, 2018 Fiat Chrysler Automobiles CEO Sergio Marchionne berated a top company spokesman in 2015 for saying the company didn’t rig its vehicles with illegal software to pass emissions tests, according to documents filed in a related lawsuit. An excerpt of the 2015 email from CEO Sergio Marchionne to Fiat Chrysler’s then-head of U.S. communications, Gualberto Ranieri, was revealed in federal court in Manhattan on Monday. The spokesman had issued a statement days after Volkswagen AG admitted to cheating on emissions tests that Fiat Chrysler did not use so-called defeat devices. “Are you out of your goddam mind?” Marchionne wrote. He also said that the spokesman should be fired and called his actions “utterly stupid and unconscionable.” The communication was produced by Fiat Chrysler in a lawsuit brought by shareholders in 2015 claiming the company misled investors about vehicle safety problems. The lawsuit, filed in federal court in Manhattan as a class action, claims that Fiat Chrysler failed to comply with U.S. vehicle safety laws, failed to submit required early warning information to U.S. regulators, delayed recalls, downplayed U.S. investigations and under-reported recall costs. The court has rejected attempts by Fiat Chrysler to dismiss the case. Fiat Chrysler has denied intentional cheating on its diesel emissions. “It is understandable that our CEO would have a forceful response to any employee who would opine on such a significant and complex matter, without the matter having been fully reviewed through the appropriate channels,” the company said in a statement. “This is particularly true given that the statements were made within only a few days of the Volkswagen diesel issue becoming public, and before a comprehensive internal review and discussions with component suppliers was possible.” Ranieri went back to Italy in 2016 and continued to work for the company until earlier this year. Marchionne and Scott Kunselman, former head of Chrysler’s vehicle safety and regulator compliance, are named defendants in the suit. Pickups, SUVs Separately, the U.S. Justice Department sued FCA in May 2017 alleging the company used illegal emissions software on diesel-powered pickups and SUVs to circumvent U.S. emissions tests. The government alleged Fiat Chrysler sold nearly 104,000 Ram 1500 pickup and Jeep Grand Cherokee SUVs with 3.0-liter diesel engines that contained defeat devices. A defeat device allows a vehicle to pass government emissions testing while exceeding pollution standards under actual driving conditions. Marchionne has denied that the company intentionally tried to cheat on emissions standards, which Volkswagen admitted to doing in 2015. FCA said in its statement Monday that while it’s in settlement talks with the government and private parties, it will “vigorously” defend itself against any claim that it intentionally cheated on emissions tests. Emissions-cheating allegations were added to the original safety-focused investor suit in 2016. The initial complaint contended FCA stock slid nearly 5 percent in July 2015, when the company entered into a consent order with the National Highway Traffic Safety Administration admitting safety act violations and agreeing to pay a $105 million fine. Chrysler agreed to a second $70 million fine in December 2015, setting off another drop, according to the lawsuit. Environmental compliance The amended complaint tied additional share price drops to news alleging FCA used VW-like devices to make vehicles act differently while being tested for environmental law compliance than when in normal operation. The lawsuit claims FCA hid this from investors as well as regulators. Citing internal FCA communications, the unsealed document names several employees and executives at the company who were involved in diesel vehicles and company communications with regulators regarding emissions compliance issues. An October 2014 email showed multiple executives, including Kunselman, were aware that California regulators had identified defeat devices in Chrysler vehicles, for example. The unsealed document also alleges that several employees knew the company’s diesel vehicles contained defeat devices before regulators made their concerns public. In one example, the document alleges a Chrysler employee claimed to have alerted upper management that diesel engines contained such devices and indicated that a description of an emissions control strategy the company provided to regulators was inaccurate in internal messaging communications in 2014. “I brought this up some time back and I got push back,” wrote the employee, listed in the document as working on on-board diagnostics documentation for diesels. “Lol emissions guys are cheaters, and they know it.” In a statement, Fiat Chrysler said the emails cited in the document have already been provided to regulators and that the company continues to cooperate with the ongoing probes into its diesels. “It is inappropriate to draw conclusions from isolated communications and internal deliberations, without the more detailed context that is part of the reviews FCA is conducting as part of the investigation process,” the company said. The case is entitled Koopman v. Fiat Chrysler Automobiles N.V., 15-cv-07199, U.S. District Court, Southern District of New York (Manhattan).

Heavy Duty Trucking (HDT) / May 14, 2018 The Endurant 12-speed automated transmission from Eaton Cummins Automated Transmission Technologies is now available on the International LT Series and LoneStar trucks. The Endurant is designed for long- and regional-haul applications that favor weight savings and efficiency. Part of the Cummins Integrated Power portfolio, Endurant is mated with the Cummins X15 engine for both the LT and LoneStar models. Endurant’s maximum operating weight is 110,000 pounds with a maximum rating of 510 horsepower and an oil capacity of 16 pints. Features of the Endurant include: Internal electrical system routing that minimizes exposure and corrosion to wires and connectors for improved reliability A new smart prognostics feature provides clutch replacement notification to better plan maintenance scheduling An industry-exclusive transmission fluid pressure sensor notifies drivers of low oil levels to provide burn-up warranty coverage Smooth and intuitive shift strategies that enhance the operator’s driving experience Predictive shifting using look-ahead technology to execute shift decisions that improve fuel efficiency and provide additional driver comfort A standard, 8-bolt PTO opening that can improve resale value. All-aluminum exterior Endurant is available with IntelliConnect, a telematics-capable system that provides near real-time monitoring of vehicle fault codes, prioritizes critical events, and provides accurate and comprehensive action plans. The primary objective of IntelliConnect is to reduce unplanned downtime and provide quicker repair diagnostics through remote communication with a vehicle’s transmission. The standard Endurant transmission warranty is 5-year/750,000 miles for linehaul commercial vehicles, and 3-year/350,000 miles for the clutch. One- and two-year extended protection plans are available. .

Heavy Duty Trucking (HDT) / May 14, 2018 Cummins and Chinese manufacturer JAC Motors have announced a 50-50 joint-venture partnership after Cummins purchased Navistar’s 50% equity position in the JAC-Navistar Diesel Engine Company. “I am delighted that Cummins is expanding our long-term relationship with JAC Motors, one of the most respected automotive companies in China,” said Steve Chapman, Cummins Group vice president, China and Russia. “By strengthening our relationship, we can focus on becoming more competitive in our markets by developing and offering high-quality, clean and fuel-efficient products.” The partnership will continue its operations at the JAC manufacturing facility in Hefei, China. Cummins currently supplies diesel engines to JAC Motors in the Chinese market. The joint venture will continue offering customers diesel engines and focus on developing new products that meet upcoming Chinese emissions standards. “The joint venture partnership between JAC Motors and Cummins is a natural progression in our successful 20-year relationship and we are thrilled about the potential of the partnership,” said Xiang Xingchu, general manager of JAC Motors. “By integrating our equipment expertise with Cummins’ world-class technological and powertrain capabilities, we are confident we have the right formula in place for tremendous success.” .

I hear you, but I’ve seen worse. I feel the Ford Otosan models produced in Turkey look okay. We need to realize what they were trying to accomplish with one low budget cab, for medium and heavy. Now, the all-new full size H62X cab is going to impress you, a European level truck.

All SOP (standard operating procedure) in the modern global automaker.

The Cargo would continue in Turkey, but the Brazil-exclusive light GVW models (C816, C1119) would be terminated. https://www.fordcaminhoes.com.br/cargo/?_ga=1.240094019.1964630396.1468551166

It's a copy of the Volvo FH created back when SinoTruk (aka. CNHTC) had a joint venture with Volvo (just styled like the FH.....no Volvo technology).

Throwing an iconic American name on a Chinese A7 is over the top.

Jim Park, Today's Trucking / May 8, 2018 TORONTO, Ont. — The next round of greenhouse gas (GHG) regulations is due in 2021, but the model year of trucks affected by the rule will actually hit the road about two years from now. And while fleets that operate Class 7 and 8 heavy-duty trucks are already losing sleep over the rule, a significant share of the population operating medium-duty trucks doesn’t even know these rules exist. They’re the kinds of trucks operated by businesspeople and contractors who sees vehicle as a tool for some other business. Think electricians, landscapers, bakers, and plumbers. Their passion is their business, not the truck they use. “Back when the 2007 and 2010, soot and NOx emissions rules kicked in. We had to educate our customers on those changes, as dramatic as they were,” says Brian Tabel, executive director of marketing for Isuzu Commercial Truck of America. “Most of them didn’t know the change was in place, but they sure noticed the price jump between 2006 and 2010 [Model Year] trucks. Customers that had bought pre-emissions 2006 trucks and were shopping for another one in 2010 were shocked. They were mostly utterly unaware of the changes that had occurred over the past 10 years.” Tabel and others in the medium-duty market are hoping there will be some awareness of the next round of changes. With them will come improved fuel efficiency, which they probably will notice, and a more complex vehicle. Ensuring those vehicles comply with the new rules will be challenging. The regulation, Phase 2 of the Heavy-Duty Greenhouse Gas and Fuel Efficiency Standards, is a comprehensive set of engine and vehicle standards jointly adopted by U.S. Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA). Together they promote technology to reduce greenhouse gas emissions and improve vehicle fuel efficiency in three stages for model-years 2021, 2024 and 2027. It builds on standards set in 2012 for Model Year 2014 and 2017 vehicles, which is where we are today. Canada has its own greenhouse gas regulation, aligning Canadian emission standards and test procedures with those in the U.S., while respecting the different regulatory environments — and to some extent, the differences in how Americans and Canadians spec’ and use trucks. By 2027, the rules that apply to Class 2B and 3 trucks, pickups, and vans will require lower carbon dioxide emissions and fuel consumption to be 16% lower than those seen in Phase 1. Class 4-6 vehicles will need carbon dioxide emissions and fuel consumption to be 24% lower than Phase 1. These are significant changes for vehicles that won’t maximize the benefit of improved aerodynamics. In the on-highway sector, a high percentage of the overall reduction in exhaust emissions will come from enhanced aerodynamics. In the medium-duty and vocational sectors, improvements will come from changes in engine and powertrain efficiency, lightweighting, Low Rolling Resistance tires, and tire pressure management. Developing strategies It’s still early in the development phase, but OEMs are establishing strategies to comply with the rules. Few were willing to share what they are working on, but Darren Gosbee, Navistar’s vice-president of engineering, says the improvement in medium-duty vehicles will come from the engine and the chassis separately. In this case, we’re talking about straight trucks and delivery vans in Class 3-6 territory. “On the engine side, OEMs will be working to improve combustion efficiency as well as the gas exchange process — how efficiently you get the outside air into the combustion chamber and back out again — and to reduce parasitic or friction losses within the engine — oil and water pumps, engine gear train, piston rings, etc.,” Gosbee says. “Mild-hybridization is going to factor in the medium-duty environment. You’ll probably see engine stop/start technology coupled with energy recovery mechanisms such as regenerative braking and more-efficient electric technology, depending on the class and duty cycle.” On the chassis side, the reductions in carbon dioxide will come from shedding weight, reducing parasitic losses in the powertrain through more efficient axles, and with Low Rolling Resistance tires and tire pressure management systems. “Transmissions have a big role to play, too,” Gosbee says. “It comes down to the relative efficiencies of torque-convertor automatics versus dual-clutch automated transmission, versus manual with direct gearing. Manual transmissions are the most efficient, technically speaking, but the least popular with medium-duty consumers.” On the heavy-duty side, customers will have options to get vehicles to comply, and the OEMs will earn greenhouse gas credits based on how efficient the vehicle turns out to be. The OEs will be incentivizing certain technologies to ensure more of them are adopted. Since there are fewer options to tinker with in the medium-duty domain, the manufacturers will be building trucks that help with their compliance pathway, with less input from the customer. “In medium duty, the choices are more limited and the OE’s choices for controlling greenhouse gas take on a different form,” says Gosbee. “Technology may have to be forced onto a truck that customers may not necessarily want.” Tabel says many of Isuzu’s traditional customer base many not be aware of the pending changes to their equipment, and they probably won’t worry about it. Where it will matter is on the maintenance and operational side. “Most of our customer base don’t know much about truck maintenance,” he says. “We went through all this with the 2007 and 2010 changes. When the check-engine-light came on they ignored it, and some face some pretty expensive repairs. We be doing a whole new round of customer training and education when the 2021 trucks hit the street.” The case for electric Battery-electric vehicles (BEVs) could be ideal candidates to replace conventionally powered light- and medium-duty trucks in segments where the technology suits the application. There’s a lot of talk about range anxiety, but a recent study by National Renewable Energy Laboratories of a delivery fleet in the Seattle area shows that matching the routes to a truck’s capability — rather than forcing the electric truck to replicate diesel duty cycles — was a better indicator of their potential to replace some diesel trucks. In studying PepsiCo’s Frito-Lay North America diesel and electric vehicles, the organization found that average daily driving time for both electric and diesel units was just 1.5 hours, with most of the electric vehicles running less than 70 km per day and consuming significantly less (55 kWh) than the battery’s 80-kWh capacity. Details of this study were described in the recently released guidance report from the North American Council for Freight Efficiency, Electric Trucks Where They Make Sense. Tabel says Isuzu customers have traditionally bought one truck for all their routes. “There’s room there to optimize the truck to the route — long routes for the diesels, and shorter for gasoline or maybe electric trucks,” he says. “When you look at the possible complexity of the 2021 and beyond vehicle, battery-electric truck could make a lot of sense for the consumer.” Isuzu now has five trucks set to go into a year-long customer field test to see if they will stand up to the way customers use them, as opposed to building a truck based on expected or theoretical algorithms. There are already many viable electric vehicles in medium-duty service bearing nameplates like Mitsubishi, Isuzu, Chanje, BYD, Workhorse, and others. We now have electric refuse vehicles from Mack, Volvo, and Daimler. But where are the medium-duty freight trucks from the big-four? Navistar has announced that, in partnership with Volkswagen Truck & Bus, it will have a medium-duty BEV truck and an electric school bus available “probably by the 2020 timeframe.” Volvo has just announced two BEV platforms the will run in Europe by 2019. It’s pure speculation on our part, but could those trucks, with VNR cabs, be ready for North America by 2021? Today’s Trucking contacted several OEM for this story, including General Motors, Fuso, Paccar, and others, but they declined to offer comments. BEVs & GHG Phase 2 Greenhouse Gas (GHG) Phase 2 rules for 2021 could be what jump starts the electric revolution. It won’t be Tesla’s Electric Semi that first hits the streets, but more likely a panel van or delivery truck from the likes of Workhorse, Chanje, Mitsubishi Fuso, Isuzu, or even Volvo or Navistar. Within the medium-duty domain, hundreds of Class 4,5 and 6 trucks and vans are already in revenue service in many parts of the U.S. (few if any are here in Canada so far), with big carriers like United Parcel Service, FedEx, Frito Lay, and others. As regulations put the squeeze on carbon dioxide emissions for vocational and medium-duty trucks, truck makers will be looking for ways to generate emissions credits and to offset any potential credit imbalance. Through the magic of credits earned on more-efficient vehicles — like battery-electric vehicles (BEV) — manufactures could afford to apply less drastic measures to their fleet of conventionally powered vehicles. The U.S. and Canadian regulations for BEVs include credit multipliers as incentives to OEMs thinking about qualifying advanced technologies into their vehicles. “For every battery electric vehicle an OEM puts into the medium-duty domain, there is a multiplier that can offset, I believe, up to five diesel trucks,” says Darren Gosbee, vice-president of engineering at Navistar. “It will be very advantageous to an OEM to have electric vehicles in their portfolio to help with corporate averaging.” According to the California Air Resources Board (CARB), “… adopting multipliers in this range would make these technologies much more competitive with the conventional technologies, and could allow manufacturers to more easily generate a viable business case to develop these technologies and bring them to market at a competitive price.” Producers of electric vehicles will also be earning greenhouse gas credits on electric vehicles they sell, but they are useless to the producers because there’s no need to offset non-conforming vehicles. They can, however, sell those credits to companies that make diesels. “Valuation of credits in the averaging, banking and trading model has been questioned because why would a company sell a credit to a competitor,” says Rick Mihelic, North American Council for Freight Efficiency program manager and co-author of the recently published guidance report, Electric Trucks Where They Make Sense. “In the case of a company that makes just electric vehicles, it’s a great opportunity to help offset the cost of those electric trucks by selling their useless GHG credits to manufacturers that need them.”

Heavy Duty Trucking / May 8, 2018 According to Volvo Group's European division, just three weeks after the unveiling of Volvo Trucks’ first all-electric truck, the FL Electric, the OEM is expanding its product range with yet another electric truck. The Volvo FE Electric is designed for heavier city distribution and refuse transport operations with gross weights of up to 30 tons. Sales will commence in Europe in 2019. “With the introduction of the Volvo FE Electric, we have a comprehensive range of electrically powered trucks for city operations and are taking yet another strategic step forward in the development of our total offer in electrified transport solutions," said Claes Nilsson, president of Volvo Trucks. "This opens the door to new forms of cooperation with cities that target to improve air quality, reduce traffic noise, and cut congestion during peak hours since commercial operations can instead be carried out quietly and without tailpipe exhaust emissions early in the morning or late at night,” he added. The first Volvo FE Electric, a refuse truck with a superstructure developed together with Europe's leading refuse collection bodybuilder, Faun, will start operating in early 2019 in Germany’s second-largest city, Hamburg. “Hamburg, which in 2011 was named European Green Capital of the EU, has worked long and successfully on a broad front to enhance green and sustainable urban development. This applies not least in the transport sector, where electrified buses from Volvo are already being used in the public transport network," said Jonas Odermalm, product line vice president for the Volvo FL and Volvo FE. "The experiences and ambitions from this venture make Hamburg a highly interesting partner for us.” s Rüdiger Siechau, CEO of Stadtreinigung Hamburg, the city's largest waste-removal provider, sees large potential for environmental benefits with electric trucks in the city. “Today, each of our 300 conventional refuse vehicles emits approximately 31.300 kg carbon dioxide every year," he said. "An electrically powered refuse truck with battery that stands a full shift of eight to ten hours is a breakthrough in technology. Another benefit is the fact that Stadtreinigung Hamburg generates climate-neutral electricity that can be used to charge the batteries.” The new Volvo FE Electric will be offered in several variants for different types of operations. For instance,Volvo’s low-entry cab makes it easier to enter and exit the cab and gives the driver a commanding view of surrounding traffic. Volvo also said the working environment is improved thanks to the low noise level and vibration-free operation of electric power. Battery capacity can be optimized to suit individual needs, with charging taking place either via main power lines or quick-charge stations. “Our solutions for electrified transport are designed to suit the specific needs of each customer and each city," said Volvo's Oldermalm. "In addition to the vehicles, we will offer everything from route analysis to services and financing via our network of dealers and workshops throughout Europe. We also have close partnerships with suppliers of charging infrastructure." According to Volvo, features of its electric trucks include: Volvo FE Electric Fully electrically powered truck for distribution, refuse collectio,n and other applications in urban conditions; GVW of 30 tons. Driveline-- Two electric motors with 370 kW max power (260 kW cont. power) with a Volvo 2-speed transmission. Max torque electric motors 626 lb-ft. Max torque rear axle 28 kNm. Energy storage-- Lithium-ion batteries, 200–300 kWh. Range-- Up to 124 miles. Charging--: Two different charging systems are available. CCS2: Maximum charge power 150 kW DC. Low Power Charging: Maximum charge power 22 kW AC. Charging time-- From empty to fully charged batteries (300 kWh): CCS2 150 kW appr. 1.5 hours, low power charging approximately 10 hours. Volvo FL Electric Fully electrically powered truck for distribution, refuse collection. and other applications in urban conditions; GVW of 17 tons. Driveline-- Electric motor with 185 kW max power (130 kW cont. power) with a Volvo 2-speed transmission. Max torque electric motor 313 lb-ft. Max torque rear axle 16 kNm. Energy storage-- Lithium-ion batteries, totaling 100–300 kWh. Range-- Up to 186 miles. Charging-- Two different charging systems are available. CCS2: Maximum charge power 150 kW DC. Low Power Charging: Maximum charge power 22 kW AC. Charging time-- From empty to fully charged batteries: fast charge 1-2 hours (DC charging), night charge up to 10 hours (AC charging) with maximum battery capacity of 300 kWh. .

Related reading: https://www.bigmacktrucks.com/topic/35887-transpower-unveils-their-latest-generation-electric-heavy-truck/?tab=comments#comment-247157 https://www.bigmacktrucks.com/topic/44484-a-100-electric-class-8-truck/?tab=comments#comment-328672 https://www.bigmacktrucks.com/topic/38865-transpower-electruck/?hl=transpower

Transport Topics / May 8, 2018 LONG BEACH, Calif. — Peterbilt Motors Co. displayed its all-electric Model 579 day cab tractor at the Advanced Clean Transportation Expo, which was held April 30-May 4. The drayage application tractor — slated to go into service at the Port of Long Beach after the show — is one of 12 tractors built by Peterbilt in collaboration with TransPower, the California Air Resources Board and the Port of Long Beach. Meritor, through its strategic alliance with TransPower — in which it has invested — is collaborating with Peterbilt to equip the day cab tractors, plus three refuse trucks, with all-electric drivetrain systems. Meritor will supply high-efficiency and lightweight axles, drivelines and brakes. The anticipated operating range for the drayage trucks is 125 miles and up to 95 miles for the refuse haulers, according to Meritor. The all-electric Model 579 produces up to 490 horsepower, has up to a 200-mile range, recharges in less than five hours and has a battery storage capacity of 350-440 kWh. “These demonstrator vehicles will be used to test the performance of an all-electric powertrain in a real-world environment,” Scott Newhouse, Peterbilt’s chief engineer, said in a company release. “Electrification is not a new concept to our industry; however, the advances made in battery and electric technology can make this a real possibility moving forward.” Funding for the tractors was provided, in part, by California Climate Investments, the state’s climate change-fighting, cap-and-trade program. .

So what was Martin Weissburg's answer to your question, "Is there any chance Mack will offer Cummins in its heavier trucks"?

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DAF Trucks Press Release / May 4, 2018 Learn more about the experiences of the owner and drivers at St. van den Brink with The New CF and XF. .

Renault Trucks Press Release / May 3, 2018 Discover the Renault Trucks C specialized in containers hauling in Russia. Thanks to its robustness, the Renault Trucks C can tow very heavy loads even on difficult roads. .