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Heavy Duty Trucking (HDT) / January 30, 2018 LAS VEGAS – Volvo Trucks’ VHD model has gotten a new interior and LED headlamps to make it a more desirable choice for operators of dump, mixer, refuse and other rough-service vehicles, and there’ll be a renewed emphasis on marketing the vehicle, according to John Felder, the company’s vocational segment manager. LED headlamps, announced last week during the World of Concrete show in Las Vegas, will provide more forward illumination for drivers, part of Volvo’s long-standing safety-first orientation. LEDs (light-emitting diodes) use less energy and last longer than older-style halogens and incandescent bulbs, he said. LEDs will also better resist the vibration experienced by vocational trucks. However, LEDs burn so coolly, they don’t melt winter snow and ice that accumulates on them, “and that’s a drawback,” Felder said. So product planners are seeking versions wired to heat up glass under such conditions. The interior has a new overall design, including gauges, switches, larger color display screens, and a multi adjustable steering column, he said. Taken from the recently refreshed VN highway tractors, the interiors were laid out with input from 2,000 professional drivers who were interviewed as part of the design process, Felder said. The VHD’s gauges are larger and have more legible faces than before; panel-mounted switches are closer to the driver, while additional switches are on the steering wheel’s rims. And seats are better contoured and easier to adjust. The tilt-telescoping column and steering wheel continue, and an additional tilt mechanism now allows further adjustment of the column just below the wheel. Volvo calls it the Position Perfect wheel. Vocational trucks have long been the specialty of Mack, a sister company under Volvo Group, while the VN highway series has traditionally been Volvo’s strong point. Felder believes there’s no reason the VHD can’t do better in the vocational market, especially with the improvements. “It’s a great truck,” he said while standing in the shadow of a VHD dumper in Volvo’s booth at World of Concrete. ”It’s just not noticed. We’re going to change that.”

Transport Topics / January 30, 2018 Truck maker Paccar Inc. reported record sales and improved net income for the 2017 fourth quarter and full year, benefiting from peak North American market share and aftermarket parts sales. “Paccar’s financial results reflect the company’s premium-quality products and services, record heavy-duty truck market share in the U.S. and Canada, record aftermarket parts results and a strong European truck market,” Paccar CEO Ron Armstrong said in a statement. Quarterly net income for the period ended Dec. 31 was $589.2 million, or $1.67 per diluted share, including $173.4 million of net tax benefits resulting from the Tax Cuts and Jobs Act of 2017 that reduced corporate tax rates. Excluding the tax benefits, net income was $415.8 million, or $1.18. That compares with $288.8 million, or 82 cents in the fourth quarter of 2016. Revenue in the quarter jumped 34% to $5.45 billion, a record, compared with $4.07 billion for the same period in 2016. For all of 2017, total net income reached $1.68 billion, or $4.75, including the one-time tax benefit. Excluding the benefit, net income was $1.50 billion, or $4.26. In 2016, the company reported annual net income of $521.7 million, or $1.48, including an $833 million nonrecurring charge for a European Commission settlement. Excluding the charge, 2016 net income was $1.35 billion, or $3.85. For the full year, revenue rose 14% to a record $19.46 billion, compared with the year-earlier period. “The enacted tax legislation will generate positive cash flow for Paccar as well as benefit the transportation industry in the United States,” Paccar Chief Financial Officer Harrie Schippers said in a statement. “The revised corporate tax rate, comparable to other leading OECD countries’ tax rates, and accelerated machinery and equipment depreciation, will likely stimulate increased capital investment in the United States.”

Nikola Chooses Arizona Location for Hydrogen-Electric Truck Headquarters Heavy Duty Trucking (HDT) / January 30, 2018 Nikola Motor Company has selected Buckeye, Arizona, for its hydrogen-electric semi-truck manufacturing headquarters facility. The 1-million-square-foot facility will be located on the west side of Phoenix and could bring $1 billion in capital investment to the region by 2024, according to Nikola. Factors cited in its decision include the state’s pro-business environment, engineering schools, educated workforce, and a geographic location that provides direct access to major markets. Nikola spent 12 months considering 30 site locations in nine states before settling on the Phoenix suburb. “Arizona has the workforce to support our growth and a governor that was an entrepreneur himself. They understood what 2,000 jobs would mean to their cities and state,” said Trevor Milton, CEO and founder, Nikola Motor Company. “We will begin transferring our R&D and headquarters to Arizona immediately and hope to have the transition completed by October 2018.” Development of the manufacturing plant on a 500-acre parcel of land is projected to begin by the end of 2019. The site is at one of the entrances to Douglas Ranch/Trillium, a new master planned community being developed by El Dorado Holdings and JDM Partners; this community is projected to ultimately be home to more than 300,000 residents. “Conceived as the prototype smart city, Trillium at Douglas Ranch aligns well with Nikola Motors' groundbreaking technology,” said Jerry Colangelo, co-founder and partner with JDM Partners. “We look forward to working with everyone here to bring Nikola’s innovative products and their 2,000 professionals into this city of the future, creating a tremendous economic opportunity for Arizona.”

There isn't a part-number for those tie rod ends because they were never available as assemblies. They are serviceable (rebuildable) tie rod ends (common back in the day). There used to be a Mack part number for a kit, as well as individual components. Do you have the Mack line sheet for the truck?

BC I agree, but the news above states the refrigerators must be tested and certified by the FAA.

Reminds one of German denial at the end of the war.

VW CEO calls diesel fume tests on monkeys 'repulsive' Reuters / January 30, 2018 FRANKFURT -- Volkswagen Group CEO Matthias Mueller said tests in which monkeys were exposed to toxic diesel fumes were "unethical and repulsive," apologizing for the misconduct of those who were responsible for the study. VW has come under fire after The New York Times reported last week that German carmakers had used an organization called European Research Group on Environment and Health in the Transport Sector, or EUGT, to commission the tests. The study, conducted in 2014, was designed to defend diesel engines following revelations that the exhaust fumes were carcinogenic, the newspaper reported. The revelation is the latest aftershock from the VW emissions-rigging cheating scandal, which continues to rock the auto industry. "The methods used by EUGT in the United States were wrong; they were unethical and repulsive," Mueller said late Monday at a New Year's Reception in Brussels, in his first public remarks on the report. "I am sorry that Volkswagen was involved in the matter as one of the sponsors of EUGT." Reuters could not confirm the details and purpose of the study. EUGT, which was dissolved last year, could not be reached for comment. EUGT received all of its funding from VW and fellow German carmakers Daimler and BMW Group, The New York Times said. Mueller said Volkswagen was investigating EUGT's work and would take necessary action based on its findings.

The Germans........experiments.......on humans. Not the first time (Dr. Josef Mengele).

VW, Daimler, BMW sponsored diesel fume tests on humans Bloomberg / January 29, 2018 MUNICH -- Volkswagen Group, Daimler and BMW took another blow amid revelations that they sponsored tests that exposed humans as well as monkeys to diesel exhaust fumes, which can cause respiratory illness and cancer. The study, supported by a little-known group founded by the three automakers in 2007, had 25 people breathe diesel exhaust at a clinic used by the University of Aachen, the Stuttgarter Zeitung newspaper reported Monday. The report, citing annual reports from the European Research Group on Environment and Health in the Transport Sector, or EUGT, which closed last year, followed a report from the The New York Times earlier that said the organization also conducted tests using monkeys. Germany's auto industry, which is still reeling from Volkswagen Group's diesel-cheating scandal where the company rigged emissions tests, distanced itself from the organization. "We are appalled by the extent of the studies and their implementation," Daimler said Monday in an emailed statement, adding it didn't have any influence over the study and promised an investigation. "We condemn the experiments in the strongest terms." The revelations are another bombshell undermining diesel's image. The technology remains a key profit driver for German automakers, even as demand gradually slips in Europe, the main market for the diesel models. The reports also weaken the automakers' position in its efforts to counter criticism of the technology as cities mull bans and German politicians weigh more stringent upgrades to lower pollution levels. In an additional twist, the VW Beetle model used in the test with animals was among the vehicles rigged to cheat on emissions tests, The New York Times reported. Volkswagen apologized for the misconduct and lack of judgment of some individuals, calling the trials with animals a mistake. VW on Monday again distanced itself from the activities of the group. Stephan Weil, who represents the German state of Lower Saxony, a VW shareholder, on the supervisory board, said the board was pressing the automaker to urgently provide information about what the aim of the studies was. "At the end of the day, the purpose of such experiments is the decisive factor. If for example, safety and health in the workplace were being tested, as Aachen University has suggested, and ethical standards were adhered to, it is defensible," Weil told a news conference on Monday. "Where experiments served the purposes of marketing and sales, however, I cannot think of an acceptable justification for such an approach." Aachen University had no immediate comment.

Heavy Duty Trucking (HDT) / January 29, 2018 International Truck announced three plans to deliver on its uptime pledge to vocational truck customers: the extension of the International A26 Customer Uptime Assurance Program for vocational models, a new, Vocational Confidence Warranty Package, and the International A26 Barrel Protection Plan for the International HX Series and International HV Series trucks powered by the International A26 12.4L big-bore engine. The International A26 Customer Uptime Assurance Program for Vocational Models is straightforward, according to the manufacturer. If a customer experiences a warrantable failure on an International A26 engine within its two-year standard warranty period, and experiences downtime greater than 48 hours from the time of diagnosis, International Truck will provide the customer with a $250 International Advantage Card, good for future parts and service purchases at an International dealership, subject to standard conditions. Customers may be eligible for a maximum of eight cards per vehicle over the two-year period, a value of as much as $2,000 per vehicle. The Vocational Confidence Warranty Package offers comprehensive powertrain coverage for HX Series and International HV Series trucks with an International A26 engine. The four-year, 100,000-mile warranty offers complete powertrain and drivetrain coverage, including engine, transmission and axle coverage for vocational applications. Coverage includes select components from suppliers, including Dana, Eaton, and Meritor. The program is available now and applies to new customer orders for International HX Series and HV Series trucks equipped with the International A26 engine placed before June 30, 2018. The International four-year Barrel Protection Plan is also simple, according to the manufacturer. If a customer experiences an International A26 warrantable failure resulting in barrel damage, International will cover the barrel damage for the truck's first four years in service. This coverage is provided at no additional cost to provide customer assurance for concrete mixer trucks powered by the International A26 engine. The International HX Series and HV Series concrete mixer trucks powered by International A26 engine will have the International four-year Barrel Protection Plan included at no cost. This coverage will cover the expense of removing hardened concrete or replacing the concrete barrel if an engine-related warrantable failure disables the truck so the barrel cannot turn with wet concrete in the drum. The chassis must be equipped with OnCommand Link, which provides fundamental remote diagnostics to ensure product uptime. .

What does the FAA know about refrigerators? It's hardly their area of expertise (though they'd never admit it).

A shameful waste of taxpayer dollars, and further proof that Boeing no longer has any business ethics (since they moved their headquarters from Seattle to Chicago.

$11,828.835.50 for a 35 cubic foot refrigerator??? (I'm led to believe the two units combined have 70 cubic feet of capacity) Though an exact time for replacing the current Air Force One (built in 1991) is allegedly still being debated, it’s safe to assume it will happen within 5-6 years. With that in mind, the current units should be spot repaired until the aircraft is purged. This all takes us back to the Air Force buying $640 toilet seats and $1,868 toilet seat covers. Rather than spend $12 million of tax payer money on 30 cubic foot refrigerators, the Air Force could go to Lowes (a national building supply and appliance store) and buy two Whirlpool model WFR993FIFM 31.5 cubic foot refrigerators for just $3,329 a piece (on sale thru Feb 7), or a 72 cubic foot Maxx Cold commercial unit (model MXCR-72FD) for $3,800. The 747s have compatible 115 volt systems. (And even with the newer 235 volt aircraft, a step-down transformer is available for $500). https://www.lowes.com/pd/Whirlpool-31-5-cu-ft-French-Door-Refrigerator-with-Dual-Ice-Maker-Monochromatic-Stainless-Steel-ENERGY-STAR/1000052269 https://www.lowes.com/pd/Maxx-Cold-72-cu-ft-3-Door-Reach-In-Commercial-Refrigerator-Stainless-Steel/50208711 Why do US taxpayers need to transport and feed the White House Press Corps? Why should the President be able to request “almost anything” on "the people’s" aircraft? At the White House I can understand, but certainly not aboard an aircraft.

The Washington Post / January 28, 2018 Air Force One is upgrading its refrigerators, and the cost to taxpayers will be a cool $24 million. Under a new government contract awarded to Boeing, the U.S. Air Force will pay Boeing $23,657,671 to replace two of the five chiller units on the plane used by President Trump. Both of those units, which are used to store food, were installed on the plane when it was originally delivered in 1990, according to the Air Force. Increasingly, however, the plane has needed additional cold food storage space “to support onboard personnel for an extended period of time, without having to restock while abroad,” Air Force spokeswoman Ann Stefanek said in an email. “The [old] units were based on the technology at the time and designed for short-term food storage,” Stefanek said. “Although serviced on a regular basis, reliability has decreased with failures increasing, especially in hot/humid environments. The units are unable to effectively support mission requirements for food storage.” The new refrigerator units will have nearly 70 cubic feet of storage space, she said. The $24 million will also cover the cost of testing and certification by the Federal Aviation Administration, according to the contract. Work related to the upgrade will be carried out in Oklahoma City, San Antonio and other cities, and the work is expected to be done by the end of October 2019, the contract stated. Stefanek said the Air Force was not able to answer additional questions Saturday morning, including whether the upgrades would be performed on only one or both of the identical Boeing VC-25 planes that serve as Air Force One. It’s also unclear whether the Air Force considered other, less expensive alternatives to replacing the two chiller units in question, or whether the replacement would take the plane — or planes — out of commission for an extended period of time. The high-cost upgrade was first reported by Defense One, which detailed the unique needs of the presidential aircraft — the plane reportedly needs refrigerated storage space for about 3,000 meals — as well as the White House’s and Air Force’s strict requirements for “bespoke equipment” when it comes to Air Force One. “It’s not a contractor issue; it is a requirements issue,” Richard Aboulafia, a vice president at the Teal Group consulting firm, told the defense and national security news site. “It’s not getting people rich.” However, Eric Schultz, a former senior adviser to Barack Obama, reacted to the news by tweeting that “we would have been impeached” if the previous administration had carried out such an upgrade to Air Force One. Air Force One has two galleys where up to 100 meals can be prepared at a time, according to ABC News. An ABC slide show captured an array of “incredible” dishes that have been served on board, from beef tenderloin and lasagna to kebabs and tiramisu. (The president can request pretty much anything, CBS News once reported, with a caveat that Air Force One french fries tend to be “a bit soggy” because of the lack of a fryer on the plane.) “During international trips, chillers in the belly of Air Force One keep food for daily meals fresh,” ABC News reported. “The crew never procures food overseas to serve on the plane as a safety precaution.” In 2015, the Air Force announced that two new Boeing 747-8 aircraft would be used in the presidential fleet, replacing the current plane. But Trump, while campaigning for the presidency, criticized the planned purchase for its $4 billion price tag. He even suggested that his personal private aircraft was better and that Air Force One would be a step down for him. Even after winning the election, Trump pushed back against the expense, tweeting that the United States should cancel an order for a new presidential 747 because “costs are out of control.” A subsequent fact check by The Washington Post’s Glenn Kessler highlighted some of the inaccuracies in Trump’s tweet. But he continued to make the claim. “I refuse to fly in a $4.2 billion airplane,” Trump told a crowd last February in Florida. “I refuse.” But at the rally, he also claimed to have negotiated the deal down with Boeing, reducing the cost by $1 billion. (Air Force officials would later say they did not know of any such negotiations or savings.) Still, it only took a few days in office and a trip on the plane for Trump to change his opinion of Air Force One. “Beautiful, a great plane,” Trump told reporters on board Air Force One after his first trip. “Terrific.”

When you asked your Mack brand dealer for pricing on a service cab, what did they say? Can you order a bare cab, and retrofit your trim, or only a fully groomed cab?

The Case-Cummins Consolidated Diesel JV was founded in 1980 and based in Whitakers, North Carolina. A similar sounding company assembled the later models of the Mack M123 in the 1960s.......Consolidated Diesel Electric Company (CONDEC). (Note - CONDEC also assembled the Chance Vought-designed M561 "Gama Goat"......Chance Vought of F4U Corsair fame) Mack produced the LeRoi T-H844 V8-powered M123 tractor and M125 cargo body variant (1955-1957). Consolidated Diesel produced all later tractor variants (which were Cummins powered). M123 FSN 2320-395-1875. Dual rear winches. LeRoi T-H844 V8 Gas engine. M123E2 FSN 2320-879-6177. Dual rear winches, Cummins V8-300 diesel. M123C FSN 2320-294-9552. Single rear winch. Cummins V8-300 diesel. M123D FSN 2320-542-2509. Dual rear winches. Cummins V8-300 diesel. M123A1C FSN 2320-226-6081. Single rear winch, 36,000lb lift crane. Cummins V8-300 diesel. https://www.bigmacktrucks.com/topic/15604-mack-military-truck/

Cummins was used in the 7100, 7200, and the 8900 series IH/Case combines, and early MX tractors. http://www.redpowermagazine.com/forums/topic/73428-who-makes-case-ih-engines/ When Tenneco owned IH/Case, it has formed a joint venture with Cummins, called Consolidated Diesel. http://journaltimes.com/news/local/tenneco-to-buy-part-of-cummins/article_d3c804ab-7fa0-5b6d-8ee7-71f89677e1db.html http://investor.cummins.com/phoenix.zhtml?c=112916&p=irol-newsArticle&ID=217728 Consolidated Diesel Company (CDC) was a diesel engine manufacturer that was founded in 1980 as a 50/50 joint venture between Case Corp, (now CNH Global) and Cummins. It produced Cummins B series, C series and ISL Series engines and engine products for automotive and industrial markets in North America and Europe. In 2008, Cummins purchased Fiat's 50% share (CNH Global) in CDC, and it became a wholly-owned subsidiary of Cummins. http://tractors.wikia.com/wiki/Consolidated_Diesel_Company

Cummins formed an engine-building joint venture in China with major commercial truckmaker Dongfeng in 1996. But Dongfeng actually began building B Series Cummins engines under license in 1986. Dongfeng put the 5.9 in everything, from medium trucks to heavy 4x2 and 6x4 tractors (it's all about gearing), and municipal transit buses. Twenty years ago, all the city buses in the major cities had 5.9s. The C Series entered production in 1996, with the forming of the 50/50 JV, and went on to be a big seller too, but not to the extent of the 5.9. Dongfeng-Cummins JV website - Product page: http://www.dcec.com.cn/product/list.aspx?cid=10202 Note: ISDe is the China market name for the 6.7-litre ISB.

Related? Turboglide's selector quadrant was Park, Reverse, Neutral, Drive, Hill Retarder (early 1957 only) P R N D Hr[2] or Grade Retarder (late 1957-1961) P R N D Gr. Turboglide offered a 'Grade Retarder' range for providing engine braking when necessary, a driving condition which could absorb close to 200 hp (150 kW) of power above to what was available via the engine compression, by counter-rotating the turbines in the converter and soaking up the vehicle energy by agitating the oil inside the converter housing. No low range was provided with Turboglide, as in the Drive range the ratio was always automatically and perfectly matched to the requirements of the operator (all ranges being always engaged, low and intermediate would freewheel on the 'sprag-clutches' as needed), and with the Grade Retarder providing a very efficient engine brake. https://en.wikipedia.org/wiki/Turboglide

GM's hydraulic retarder is mentioned.

GM execs reflect on Holden's legacy, and its future Michael Wayland, Automotive News / January 27, 2018 "Beloved." That's how General Motors product boss Mark Reuss paid tribute on Twitter last year to Holden, the automaker's operations in Australia, where GM ceased vehicle manufacturing last year. Holden continues to operate in Australia, but the Oct. 20 closing of the GM plant in Elizabeth, South Australia, marked the end of auto production in the country after nearly 100 years, as globalization allowed automakers to move manufacturing to less expensive countries. (British industrialist Sanjeev Gupta is proposing to revive the plant to build EVs, reports say.) Stateside, Holden's legacy rides on in vehicles such as the Pontiac G8, Pontiac GTO — all built in Australia. It also remains in the experiences of some of GM's top brass who rose through the ranks at Holden, which likely will remain an executive testing ground despite the end of domestic manufacturing. "We've gotten a lot from Holden," Andrew Smith, executive director of Cadillac global design, told Automotive News. "We've used Holden as a way to give people opportunities to show leadership. Its future is different, but it still has a future." Besides Smith and Reuss, who was managing director of GM's Australia and New Zealand operations before GM's 2009 bankruptcy, others whose careers passed through Holden include GM North America President Alan Batey; Mike Simcoe, GM global design chief; and Phil Brook, GMC-Buick U.S. vice president of marketing. Automotive News interviewed several of the executives about the end of manufacturing and the brand's future. Here's what they said. ■ Phil Brook An Australian native who held several roles at Holden such as marketing director, director of sales and head of the unit's national dealer network: "I spent a long time there. It's sad for the brand. It's sad for the country because basically that was the final car plant in Australia after 60-plus years of building cars. "I guess it's an economic reality of where the world's at and where Australia is at and it's isolation. … There are just so many things that were challenging. But as one door closes, another one opens. They have a very robust plan moving forward." ■ Mike Simcoe An Australian native who began his career as a designer at GM Holden in 1983: "At an emotional level, in some ways, I relate it to the fact that we no longer have a design center in Europe. Business dictates rationalism of things like that. The rational side of my brain is there and understands the business. "But at the same time, I'm Australian. I'm concerned that there's no manufacturing industry down there, and in Germany, I would love to have a design center still. "There's an emotional level of disappointment, but the reality is the rationalism of having to do what was done makes a lot of sense. But, hey, never say never." ■ Andrew Smith An Australian native who started with Holden as an intern under Simcoe: "It's tough. I'll be frank. It's kind of personal. My father was a Holden dealer and I was the director of design for Holden for about a year and a half. I was kind of sad. But at the same time, the world moves on. "Product development — specifically advanced design — has a really flourishing future in Australia. It's in fact one of the feeders for designers and engineers into General Motors. ... We use our advanced facilities there as a way to find new talent." .

The Cummins 5.9-liter 12-valve is the best of the breed. I can't say enough good things about it David.

http://images.ourontario.ca/uguelphdc/details.asp?ID=65899 http://images.ourontario.ca/uguelphdc/details.asp?ID=65363

Bob, did the FT-900 have a heavier frame than the F-800/FT8000, approaching or equal to a true Class 8?