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US Federal Reserve raises interest rates to 1% in bid to hold off inflation The Guardian / March 15, 2017 The US Federal Reserve has sought to head off rising inflation with a third interest rate rise since the 2008 financial crash and the second in three months, taking the base rate from 0.75% to 1%. The central bank set aside concerns about the impact of higher interest rates on consumer spending to confirm analyst projections that it is prepared to increase rates several times this year to keep a lid on inflation as it rises above its 2% target level. The Fed’s chair, Janet Yellen, said a wide range of indicators showed the US economy was in rude health, allowing its interest rate setting committee to push rates back towards historically normal levels. Policymakers voted nine to one to raise rates. Speaking after the decision, Yellen said she had met Donald Trump’s treasury secretary, Steven Mnuchin, “a couple of times” but had only been “introduced” to the president himself. “I fully expect to have a strong relationship with secretary Mnuchin,” she said. “We had good discussions about the economy, about regulatory objectives, the work of the FSOC [Financial Stability Oversight Council] global economic developments, and I look forward to continuing to work with him.” She said she had had a very brief meeting with Trump “and appreciated that as well”. Earlier in the day the Department of Commerce said retail sales had inched up by 0.1% in February, and that they had been better than it had previously estimated in January. US interest rates The Department of Labor said consumer prices were 2.7% higher in February than a year earlier. After excluding the costs of food and energy, inflation was 2.2%. A housing market index from the National Association of Home Builders also surged to its highest level since 2005. US stock markets moved up on the news, rising 90 points in the minutes after the decision, and US crude rose 2%. The increases were modest following Yellen’s signals in December that interest rates were on an upward path. Investors were also caught out by Yellen’s bullish comments in the wake of the announcement and by projections showing that 11 of her 17 policymaking colleagues saw borrowing costs rising another three times in 2017. Dennis de Jong, the managing director of the currency trader UFX.com, said: “Given the bloating effect Donald Trump’s presidency has had on US inflation, it would have been more of a surprise had Fed Chair Janet Yellen not announced a rate hike at today’s Federal Reserve meeting. “Trump’s grand plans for American infrastructure spending have signalled an about-turn for US economic policy – after just one rate increase in ten years, we’ve now seen two in the space of three months, and plenty more are expected for 2017. “This all spells bad news for US borrowers, who will likely have to foot a larger bill over the coming months. With at least three more hikes on the cards by the end of the year, today’s news could hit many where it hurts the most – the pocket.” US CPI Some economists argue that weak wages and productivity growth in the US will limit the Fed’s rate increases to a handful before reaching a peak at around 2%. Gus Faucher, the deputy chief economist at the stockbroker PNC, said: “I think the concern, in terms of why the Fed is raising rates now, is that inflation is picking up. The unemployment rate is 4.7% and that’s putting upward pressure on prices.” He told the Guardian economic forces were acting against a return to interest rate levels of 4-5% seen before the 2008 crash. “We have slower labor force growth because of the ageing of the baby boomers, [and thus] slower productivity growth in terms of output per worker,” he said. “That has reduced the potential for long-run growth, it’s reduced inflationary pressures, and I think rates in the future will be lower than they have been in the past.” US retail sales Faucher also said further interest rate rises could dent consumer spending, which has come to rely on cheap loans. “I do think eventually that higher interest rates are going to have an impact on rates for car loans, so that may be a problem for automakers. It may be a problem for big-ticket durable items, home appliances, stuff like that.” There is a ceiling on those effects, though, and Faucher doesn’t think they will affect home loans. “There isn’t much bleed over into mortgage rates; it’s mostly the short-term borrowers,” he said. Fed policymakers are known to be concerned that the tax cuts and extra government spending Trump has demanded could overheat the economy and lead to a deep recession. Should that happen, the Fed will want to have substantial interest rates in place.

Fed increases interest rates as inflation pressures loom The Financial Times / March 15, 2017 The US central bank has raised short-term interest rates for only the third time since the financial crisis, stepping up the pace of tightening as policymakers grow increasingly confident that America’s enduring recovery will lift inflation. The Federal Reserve raised the target range for the federal funds rate to 0.75 per cent to 1 per cent, in a move that has come earlier than markets were expecting as recently as last month. Fed policymakers stuck with previous median projections that there will be a total of three increases in rates this year, defying predictions from some analysts that it would release a more aggressive set of rate-raising forecasts. One rate-setter — Neel Kashkari of the Minneapolis Fed — dissented from the vote for a rise, arguing in favour of unchanged rates. In new language, the Fed’s statement also stressed that its inflation target is symmetric, in an acknowledgment that price growth could surpass its 2 per cent target without forcing the central bank to clamp down precipitately. Treasury yields dived and the US dollar came under pressure immediately after the statement. The yield on the 10-year Treasury note, which moves inversely to price, fell by as much as 10.7 basis points to 2.5 per cent, its biggest intraday drop since November 9, the day after the US election. The 2-year yield was down 7.9 basis point to 1.297 per cent. The dollar index, which gauges the buck against a basket of half a dozen peers, was down by 1.1 per cent, as expectations of four rate rises were dashed. Federal funds futures pinned the probability of four or more increases at 18.9 per cent at midday on Wednesday, down from 24.5 per cent on Tuesday, according to Bloomberg data. Odds of a June rate rise also retreated to 47 per cent, down from around 60 per cent on Tuesday. Janet Yellen, the Fed chair, signalled in Chicago this month that the Federal Open Market Committee thought monetary policy has hit a turning point that would require rate rises to come more frequently than the once-a-year pace set in 2015 and 2016. In a press conference, Ms Yellen suggested that the Fed’s economic and policy outlook had not changed substantially since December and emphasized that she was not going to rush to judgment about the impact of changes to tax and spending policy by Congress. While some analysts expect looser fiscal policy to boost the US economy next year, Ms Yellen said “we have plenty of time to see what happens”. Among the factors that are underpinning the Fed’s confidence are employment and inflation data that are approaching its targets, a reduction for the time being in perceived risks overseas, and an ebullient mood in stock markets. In its post-meeting statement, the US central bank signalled it was getting more confident about inflation, noting that headline price growth has moved close to its 2 per cent objective, even if its favoured measure of core inflation remains lower. Highlighting “solid” job gains, the Fed’s statement also underscored an improvement in business investment compared with previous meetings. The risks to the outlook remain “roughly balanced” it said, mirroring recent language. However, as Fed officials’ economic forecasts showed, the Fed has by no means ditched its cautious approach to monetary normalisation, with its post-meeting statement reiterating guidance that further rate increases will be gradual. The so-called dot plot projections pointed to a quicker pace of tightening than the once-a-year speed set over the past two years, but the Fed forecasts remain shy of predictions by some forecasters that there could be four increases this year. The median interest rate projection for the end of 2017 was centred at 1.375 per cent — unchanged from December’s outlook. The forecast was centred at 2.125 per cent in 2018, also the same as December’s prediction, and at 3 per cent in 2019, a shade higher than before. The median projection for the long-run rate remained at 3 per cent. Fed policymakers’ forecasts for growth and inflation remained little changed, with growth tipped to be 2.1 per cent this year and next year, slipping to 1.9 per cent in 2019. Core inflation is set to be 1.9 per cent in 2017 and 2 per cent in the two following years. The possibility of looser fiscal policy emerging from Congress has triggered speculation that the central bank will have to further accelerate its rate-rising campaign, but a number of policymakers are insistent that they want to see firmer plans emerging from Congress before making a call on the impact of possible tax cuts on the economy. In her Chicago speech, Ms Yellen did not dwell on fiscal policy as she made the case for higher rates. Also looming on the horizon is also the question of when and how to start reducing the size of the Fed’s $4.5tn balance sheet. The Fed’s stockpile of assets is a legacy of the financial crisis interventions that a growing number of policymakers have said now needs to be discussed. In its statement, the Fed reiterated that it anticipates holding its balance sheet unchanged until normalisation of official rates is “well under way”.

Trump orders fuel economy rule review Reuters / March 15, 2017 President Donald Trump on Wednesday ordered a review of tough U.S. vehicle fuel-efficiency standards put in place by the Obama administration, handing a victory to auto industry executives and provoking criticism from Democrats and environmental groups. In a move widely seen as a preamble to loosening fuel standards, Trump told an audience of cheering union workers, he would "ensure that any regulations we have protect and defend your jobs, your factories," and promised he would encourage growth in the U.S. auto sector. "The assault on the American auto industry is over," Trump said, standing in front of a banner that read "Buy American-Hire American." Trump added that the White House is "setting up a task force in every federal agency to identify and remove any regulation that undermines American auto production." The backdrop and message underscored Trump's efforts to lock down support in industrial states such as Michigan that put him in the White House. Trump spoke at the site of the former Willow Run bomber factory in Ypsilanti, Michigan, which won fame for building an operational B-24 heavy bomber every 59 minutes during World War Two. Now, the site is being redeveloped as a testing ground for autonomous vehicles. At a roundtable with industry leaders Trump made clear he expected automakers to hire more Americans in return, a theme that dominated his election campaign. "We're going to do some wonderful work with you, but you're going to have to help us with jobs," he said. Trump's event was attended by around 1,000 people, including automotive executives, United Auto Workers union President Dennis Williams - who sat next to Trump - and workers from Detroit's "Big Three" automakers: General Motors, Ford and Fiat Chrysler Automobiles NV (FCA). Automakers lined up examples of vehicles they build in the United States for the president to see. Auto industry executives have said they are hopeful the Trump administration will pursue tax and regulatory policies that would benefit U.S. manufacturers. Reopening the fuel efficiency rules put in place by Democratic President Barack Obama days before he left office is one of the top items on the industry's agenda. Automakers, through their lobbying groups, have said the Obama rules were too expensive and could cost American jobs. "These standards are costly for automakers and the American people," said Environmental Protection Agency Administrator Scott Pruitt. After one participant in Wednesday's meetings mentioned environmental concerns, Trump said he agreed but did not want an "extra thimbleful of fuel" to get in the way of growth. In a meeting with top auto executives from U.S. and foreign automakers, Trump said the government needs to get out of the way of the auto industry building vehicles, a person who attended the meeting said. Automakers are wary of being seen as out of touch with environmental concerns, or unwilling to invest in new technology. Ford, for example, used its Twitter account on Wednesday to highlight previously announced commitments to develop electric vehicles. It could take a year for the review process to play out, and Wednesday's event was effectively a starting gun for intense lobbying efforts over how government policy will drive technology investment decisions in the auto sector. Critics like Democratic U.S. Senator Edward Markey of Massachusetts said Trump's move could hurt consumers. "Filling up their cars and trucks is the energy bill Americans pay most often, but President Trump's roll-back of fuel economy emissions standards means families will end up paying more at the pump," Markey added. The president is not seeking to revoke California's authority to set vehicle efficiency rules even stricter than federal rules, including mandated sales of electric vehicles, as part of this move, a White House official said. The official did not rule out seeking to withdraw California's authority in the future. Pruitt, an ally of the fossil fuel industry, would not commit during his Senate confirmation hearing to allowing California to continue its own clean vehicle rules. A group of 10 state attorneys general led by California and New York said on Wednesday they would fight attempts to weaken the rules. California’s attorney general late Tuesday filed legal papers in a federal court defending the Obama administration’s decision to finalize the determination in January. Barclays auto analyst Brian Johnson said in a research note that he expects the Trump administration review will lead to reductions in planned hikes in fuel efficiency standards after 2021. The Obama administration's rules, negotiated with automakers in 2012, were aimed at doubling average fleetwide fuel efficiency to 54.5 miles per gallon by 2025, although the real-world mileage figures would be lower. 'THOUGHTFUL AND COORDINATED' Automotive industry executives and lobbying groups were quick to praise the administration's announcement. "The Trump administration has created an opportunity for decision-makers to reach a thoughtful and coordinated outcome predicated on the best and most current data," said Mitch Bainwol, chief executive of the Alliance of Automobile Manufacturers, an industry lobbying group. Automakers have signaled they want the government to give manufacturers more credit toward achieving fuel efficiency targets for technologies such as "stop-start" systems that shut down a car’s engine at a traffic light. Regulators should also look at whether ride hailing and vehicle-to-vehicle communications systems designed to prevent accidents and alleviate road congestion could be counted toward the industry’s greenhouse gas emissions goals, the automaker group proposed in comments to the EPA last year. The group represents a dozen automakers, including GM, Ford and FCA. Under the 2012 agreement with the industry, the EPA was given until April 2018 to decide whether the standards were feasible under a "midterm review," but the agency moved up its decision to a week before Obama left office in a bid to maintain a key part of his administration's environmental legacy. An EPA analysis indicated that compared with previous rules, the 2025 standards would result in savings of between $1,460 and $1,620 over the lifetime of a vehicle and payback for new technology required to meet the new standards of around five years. The Obama administration said the rules would cost the auto industry $200 billion over 13 years, but save motorists $1.7 trillion over the life of the vehicles.

Bob, Eaton discontinued its Hydraulic Launch Assist (HLA) hybrid power system in September 2014. http://www.eaton.com/ecm/groups/public/@pub/@eaton/@hyd/documents/content/pll_1006.pdf https://www.bigmacktrucks.com/topic/38789-lightning-hybrids-hydraulic-hybrid-system-patented/#comment-277473

In a perfect world.......Evans heavy duty waterless engine coolant...........http://www.evanscoolant.com/products/heavy-duty-coolant/ .

Everyone here has some good points. Everyone. But I suggest you all "step out of the box" for a moment, relax, and then continue. "I'm not paying for dead beat losers to get cheap healthcare" I completely agree. I don't want to support people, both the low AND wealthy upper class, who abuse the system. But my own largest concern at the end of the day is for the middle class American family. We've all watched the cost of health insurance go thru the roof and to the moon.

Automotive News/Reuters / March 14, 2017 As to whether VW had any interest in discussions with Fiat Chrysler Automobiles about a possible merger, Volkswagen’s CEO Matthias Mueller said at the automaker’s annual press conference in Wolfsburg, “There is no contact at this time between me and [FCA CEO Sergio] Marchionne.” In a later discussion with reporters, Mueller said, "I am not ruling out a [future] conversation." "It would be very helpful if Mr. Marchionne were to communicate his considerations to me too and not just to you," Mueller told reporters.

Building Trucks Australian Truck Drivers Want To Drive Diesel News AU / March 14, 2017 Kenworth have been the dominant player in the heavy duty truck industry for over twenty years, building trucks Australian truck drivers want to drive. The changes which have arrived with the new T610 and the T610 SAR from the Bayswater-based company suggest the tastes of the Aussie truckie have changed, but not that much. Any Kenworth truck is always going to be a compromise. the Australian trucking industry is just not big enough to justify designing and building a tailor made truck for Australia, from the ground up. Instead, the art is to take components sold in the big truck markets of the world, namely the US and Europe, and then adapt and mix them in such a way to suit our conditions and climate. Paccar Australia has a good long term relationship with a number of Australian component suppliers to draw on and it also has the resources of Kenworth and Peterbilt in the US and DAF in Europe at its disposal to come up with a solution which works for us. The result is a mix and match which has to be designed to become unified whole, with its own look and feel. The time has come for the conventional truck in Australia to bring itself up to date. Modern electronics and assembly technology have introduced many new possibilities. The modern truck owner is also looking for a lot more from each truck in terms of productivity, information as well as driver safety and comfort. The Paccar group, as a whole, is moving towards a unified cabin design and Kenworth in Australia have come up with their unique adaptation of this to give us the T610. These two new truck models are a direct replacement for the T409 and T40SAR, but we can expect them to also replace the T609, as well, the high power options are all available in the T610. The Cummins X15 will be available from 450 hp all of the way up to 600 hp in all models. This is due to the new improved cooling package, which is claimed to have more capacity in hand than the current package offered on the C500 from Kenworth. However, we must not forget, this is Kenworth, a very careful and conservative brand, with conservative customers, who are willing to embrace change, but not too much in one go. The T610 seems to have hit just the right balance of old and new to keep most people happy.

FNM - the melancholy end of a giant Truck Blog (Brasil) / March 14, 2017 In June 1985, one of the directors of Fiat Trucks in Brazil, Camilli Donatti, heralded in Rio de Janeiro, the stoppage of the company's assembly lines. Reduced from about 600 to 100 employees, officials of the company that was once the powerful Fiat Diesel, would now devote themselves exclusively to the manufacture of spare parts for Brazil’s large fleet of Fiat/FNM trucks. During the company’s existence, which operated under the names of FNM, Alfa Romeo, Fiat and Fiat Diesel Trucks, production reached 57,330 heavy trucks, 6,756 medium trucks, 9,129 light trucks and 2,684 buses, totaling 75,899 vehicles produced from 1949 until 1985. Between 1976 and 1978, Fiat has invested $450 million in Brazil's Assembly lines, and could produce between 20,000 to 25,000 truck engines a year trucks, in a 600,000 square meter plant. However, with the amount invested, the Italian company expected immediate results, which never happened. In 1984, just 484 trucks had been produced. In 1985 thru May, only 117 units rolled off the assembly line, a decline of 44% compared to 1984 on account of strikes. To try and save the truck plant from failure, Fiat was planning to begin local production of the European “TurboStar” to compete with the new and powerful competitors from Mercedes-Benz, Scania and Volvo. In addition, a market downturn occurred during the mid-1980s which saw truck sales fall by over 50 percent, adding to the woes of a truckmaker whose history had been marked by mistakes of strategy and misconceptions. Fábrica Nacional de Motores (FNM) was founded in 1942 to manufacture 450 horsepower American Wright radial aircraft engines for use in training aircraft during World War II. With the end of the war and the fact that the engines had become obsolete, the company switched over to the production of refrigerators. In 1949, an agreement was signed with Italy’s Isotta Fraschini to manufacture a 7.5 ton diesel truck. This resulted in the introduction of FNM’s model D-7300. However, after the production of just 200 units, Isotta ceased production. In 1950, FNM signed an agreement with Alfa-Romeo to produce its diesel trucks, resulting in the model D-9000. Production began in 1957. By 1964, the D-9000, the D-9000 utilized almost 100 percent domestically sourced components and enjoyed a 50 percent market share in Brasil. In 1964, there was an estimated 20,000 FNM trucks in operation throughout Brasil. Even back then, the state-owned company was an example of clutter and excess employees, becoming a big pickle. There was aggravating internal disorganization, unrealistic costs, lack of definition of responsibilities and overall inefficiency. The situation became so bad that it took government support to keep the plant in operation. In a government-led effort to reverse the situation, the factory was sold to Alfa-Romeo. In 1971, FNM’s veteran model D-11000 heavy truck was replaced by the modern new 180 and 210 models. Before long, Alfa-Romeo was absorbed by Fiat in Brazil. Fiat had grandiose plans for FNM so as to participate in Brazil’s fast growing economy. Fiat invested in the factory, aiming the production of up to 15,000 trucks per year. Fiat introduced several new truck models beginning with the Fiat 70, and later the Fiat 80, 130 Semipesado, and 140. Several other models were fielded including the Fiat 160 and 400 horsepower Fiat 260. The best selling Fiat model proved to be the Fiat 190H, though it did not meet sales expectations. In 1980, control of the company passed on to Iveco. Sales continued to fall. In the heavy truck segment, FNM’s market share was now down to 12 percent. The Fiat models 120 and 140 were discontinued due to a lack of buyers. In June 1985 the company ceased operations. However even with its abrupt ending, FNM negotiated and paid all its debts to the dealers and suppliers. . .

Meritor Press Release / March 8, 2017 .

Hendrickson Press Release / February 23, 2017 .

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DAF Trucks Press Release / March 14, 2017 Always wondered how we build your DAF truck and who's involved in the process? .

Life-saving airport behemoths to the rescue Scania Group Press Release / March 14, 2017 Oshkosh Corporation – leading the way at airports and beyond. Oshkosh is a city in the north-eastern part of the US state of Wisconsin, an area known as the Fox Valley. Known for its dairy farms, lakes and ardent Green Bay Packers football fans, it’s a growing hub of industry and manufacturing companies, including its iconic namesake, the Oshkosh Corporation. Celebrating its 100th anniversary in 2017, Oshkosh is an international manufacturing colossus, unmatched in the production of heavy-duty speciality vehicles for markets that include defence, fire and emergency, commercial and access equipment. “We are true heavy manufacturers,” says Jeff Resch, Vice President and General Manager of Oshkosh Airport Products, a business unit of Oshkosh Corporation that produces airport emergency vehicles. “We design, build and sell everything, from scratch.” Resch and others in the Fire and Emergency segment of the company are excited about a new truck called the Striker 8×8 (the numerals refer to the number of wheels and the power to those wheels). It’s a redesigned Aircraft Rescue and Firefighting (ARFF) vehicle that’s making its debut in April 2017, a mammoth eight-wheeler capable of carrying 4,500 gallons (17,000 litres) of water. “We’ve had an 8×8 before, but this new 8×8 is the highest-performing ARFF vehicle out there,” Resch explains.” He ticks off the specs: “It has all-wheel drive, can go off road, has high water capacity – just an awesome firefighting truck.” Salim Hawi, Vice President for International Sales at Oshkosh, agrees. “This truck has so much horsepower, you put wings on it, this monster will fly!” That horsepower comes from two Scania Tier 4 final, 16-litre 770 hp V8 engines. Scania partnered with Oshkosh from the beginning of the design phase to supply the engines on the new 8×8, whose biggest markets will initially be China and the Middle East. Scania also supplies engines for Striker 6×6 and 4×4 trucks, as well as snow removal, concrete mixer and refuse trucks. The collaboration between Oshkosh and Scania was smooth from the beginning, with both companies leaders in their fields and dedicated to high-quality products sold throughout the world. “It’s been a great relationship,” says Resch. Adds Hawi, “And Scania provides premium service and a warranty second to none.” The Oshkosh Airport Products Group also produces snow blowers, the newest a 3,000-tonne, single-engine machine that is more manoeuvrable, less costly and requiring less maintenance than its double-engine sister. Resch explains, “Similar to the 8×8, we said we’re building a new product. What’s the right engine for us?” And the 8×8 design team pointed again to Scania products. Those Scania-powered blowers are now being used at the Metropolitan Airports Commission in the Minneapolis, Minnesota, area, a region known for bitterly cold temperatures and annual snowfalls of 115 cm. Oshkosh airport trucks have a worldwide reach. They’re custom-built to order, with available features such as the Snozzle, an extendable boom arm that can reach above or below a plane and is capable of piercing an aeroplane cabin or cargo area to spray a powerful shower of water or foam. The vehicles also find their way out of airports. After the 9/11 attack on the Pentagon, an ARFF truck came from Dulles International Airport to aid in the firefighting. And in May 2016, when Fort McMurray, in the Canadian province of Alberta, suffered a devastating wildfire that forced the evacuation of nearly 90,000 residents, two local energy-producing companies that are Oshkosh customers rushed several of their Striker 8×8 vehicles to aid firefighters. Both Hawi and Resch point with pride to the company where they’ve worked for many years. Says Hawi, “It has a unique culture rooted in strong values, a culture of ‘people first’. Our most important capital is human capital.” Oshkosh was recently included in a listing of the world’s most ethical companies, an award given by the organisation Ethisphere. In addition, Forbes magazine named Oshkosh one of America’s best large employers in 2016. 8×8 Striker ARFF vehicle Newly redesigned ARFF truck debuting at Fire Department Instructors Conference in April 2017 Carries 17,000 litres of water and 2,400 litres of foam 62-tonne total weight Top speed 110 km/h Dual Scania Tier 4 final 16-litre V8 engines with a max power of 770 hp and a max torque of 3,183 Nm Vehicle features power and maneuverability, ride stability, cab comfort and excellent visibility. Oshkosh www.oshkoshcorp.com The company: Oshkosh Corporation is a leading maker of heavy-duty speciality vehicles and truck bodies for markets that include defence, fire and emergency, snow removal, concrete and construction. Oshkosh by the numbers Founded in 1917 Four business segments comprising defence, fire and emergency, access equipment and commercial 13,000 employees worldwide Manufacturing operations in eight US states plus Canada, Australia, Belgium, France, Mexico, Romania and China Net sales of USD 6.1 billion in fiscal 2015. .

Volvo Trucks expands VHD model capabilities with I-Shift Fleet Owner / March 14, 2017 Volvo Trucks North America introduced at ConExpo-CON/AGG 2017 new safety and performance features for the Volvo I-Shift, I-Shift for Severe Duty, and I-Shift with Crawler Gears automated manual transmissions. Auto neutral provides a key jobsite safety feature, according to the company, while Paver Assist bolsters the Volvo VHD’s performance in paving applications. “Auto neutral and Paver Assist mark the latest Volvo VHD updates centered on the capabilities of the Volvo I-Shift,” said Allison Athey, Volvo Trucks product marketing manager – transmissions. “The intelligence of the I-Shift gives us a great platform for customizing application-specific solutions that make a big difference for operators across a range of applications.” According to Volvo, Auto Neutral can help improve jobsite safety in many applications, including concrete mixers, where remote throttle is often used. The auto neutral feature helps reduce the possibility of the truck moving as a result of inadvertent throttle application by placing the I-Shift transmission into neutral when the parking brake is set. When the parking brake is released simply shift to “drive” for the transmission to go back into gear. Auto Neutral will be available for order during the second quarter of 2017 for vehicles equipped with Volvo GHG 2017 engines and the latest generation Volvo I-Shift. For trucks already in service, it can be activated with the Volvo Premium Tech Tool. Paver Assist for the I-Shift on Volvo VHD model dump trucks helps eliminate bumps and disturbances in the pavement laying process that traditionally occur while shifting from “neutral” to “drive.” Truck operators can engage “drive” without first applying the brakes when transitioning from “neutral” and being pushed by a paver to driving operations and pulling away from the paver equipment. To do so, the driver simply shifts from neutral to drive while rolling very slowly and depressing the plus (+) button on the I-Shift shifter. Paver Assist can also be used in other low-speed applications when a vehicle needs to drive away without applying the brakes. The feature is currently available on Volvo VHD models equipped with Volvo GHG 2017 engines and the latest generation I-Shift transmission. Paver Assist can be activated using the Volvo Premium Tech Tool. The Volvo VHD comes standard with the 12-speed I-Shift for Severe Duty, which features hardened gears and other hardware to help withstand frequent shifting in rugged operating environments. The Volvo I-Shift with Crawler Gears, available in 13- and 14-speed versions, was introduced in March 2016. The 13-speed I-Shift with Crawler Gears helps provide improved startability on steep-grades, soft terrain, or when the truck is under heavy load. The 14-speed variant is ideal for applications like concrete pouring that require low-speed maneuverability.

Eaton ups ratings for Procision AMT Fleet Owner / March 14, 2017 The Procision automated mechanical transmission (AMT) for medium-duty Class 6 and 7 applications has expanded its application coverage with increased horsepower and GVW ratings, according to Eaton Corp. Maximum horsepower is now 300 HP, up from 260 HP, and maximum GVW ratings have been boosted to 35,000 lbs. for air-braked trucks and 33,000 lbs. for those equipped with Eaton’s Park Pawl. The 7-speed Procision is the only Class 6/7 AMT using dual clutch technology, which provides the fuel economy of a manual transmission with the smooth shifting of an automatic transmission, according to Eaton. It was specifically designed for the medium-duty truck and bus markets as an alternative to torque converter automatic transmissions. “By extending the horsepower and GVW ratings on Procision, Eaton is providing more customers with the opportunity to spec this transmission to help them achieve better fuel economy and improve driver confidence across applications,” said Jeff Walker, product director, heavy-duty/medium-duty/hybrid transmissions, Eaton’s Vehicle Group. “Fleets that have specified and are running Procision today have seen the benefits, and today’s announcement broadens the range of applications for Procision.”

US Retail Sales of Class 8 Trucks Drop in February Transport Topics / March 14, 2017 U.S. retail sales of Class 8 trucks in February fell 29.5% from a year earlier, as all truck makers posted double-digit declines. Class 8 sales hit 11,200, compared with 15,876 in the 2016 period. The last time Class 8 sales rose year-over-year was in November 2015. However, February improved on January’s total, which experts viewed as marking the bottom of the market. Class 8 sales for the full year reached 22,144, down 30.4% from 31,826 year-over-year. Mack Trucks, a unit of Volvo Group, had the smallest decline, 11.9% to 1,105 units, compared with February 2016. Kenworth Truck Co., a unit of Paccar Inc., had the sharpest decline, down 39.7% to 1,331 units. Freightliner, a unit of Daimler Trucks North America, led the way with sales of 4,310, and a 38.5% market share.

Wards Auto / March 14, 2017 Despite large double-digit gains in three out of the five classes, Canada’s medium- and heavy-duty truck sales continue to fall with February marking the industry’s 17th consecutive month of year-over-year drops, down 8.3% in February to 2,603 deliveries compared with like-2016’s 2,840. February also marks Class 8’s 17th consecutive month of year-over-year drops, falling 21.1% to 1,466 units. Daimler’s Freightliner and Western Star both posted double-digit losses of 35.9% and 25.9%, respectively. Paccar’s Kenworth (9.7%) and Peterbilt (52.2%) were among the few to increase in sales. Medium-duty truck sales posted a 15.8% gain with only one class underperforming. Year-to-date sales totaled 1,950 deliveries, 10.7% ahead of 2016’s 1,762. Class 7 dropped 14.2% to 332 units, the only segment in this sector to underperform in February. Freightliner, International and Kenworth posted losses of 40.0%, 27.8% and 5.4%, respectively. Hino stayed flat at 92 units, but saw a 3.9% drop to 23.8% market share. Ford nearly doubled its low-volume sales with a growth of 87.5%. Class 6 sales climbed 46.9% over year-ago on volume of 141, with large gains from International (187.0%) and Hino (86.2%). Ford and Freightliner floundered, with 16.7% and 25.0% losses, respectively. With a 54.7% increase from Ford on 314 deliveries, Class 5 rose 28.8% to 514 units in February. Isuzu (50.0%) and FCA (14.1%) also posted gains. International performed the worst in the group, dropping 83.3% on only one delivery. Class 4 soared 50.0% to 150 units with a large increase of 56.5% in its domestic line. Ford led the way with a triple-digit rise in sales, up 108.2% to 127 units, gaining 23.7% market share to 84.7%. This balanced out the large losses from Hino (-40.0%) and Isuzu’s domestic line (-47.6%). Through February, medium- and heavy-duty truck sales totaled 4,793 deliveries, down 7.3% from year-ago’s 5,169. .

Wards Auto / March 14, 2017 U.S. sales of medium and heavy trucks fell 15.6% in February, compared with like-2016, marking the industry’s 11th consecutive month of year-over-year losses. The decline in Class 8 sales was the largest in the sector, as all brands suffered double-digit losses in February, plunging 29.4% to 11,200 units compared to prior-year’s 15,875. Only two months in, Class 8 sales were behind 30.4%, down to 22,144 from year-ago’s 31,827. Medium truck deliveries totaled 16,768 for a decline of 2.8% as every segment, Class 4 through 7, posted mild losses for the month. Class 7 sales slipped slightly from like-2016, down 2.7%. Hino saw the largest growth in the segment of 78.7%, but on small volume. Ford also posted a large gain, up 31.3% on 168 deliveries. Volume-leader Freightliner dropped 7.1% to 2,131 units with 54.6% market share. Class 6 deliveries were down 4.0% on unit volume of 5,650 vs. 5,885 year-ago. Peterbilt posted the best performance, up 80.0%. Sister brand Kenworth fared the worst in the segment as deliveries plunged 27.3% on only 101 units. International and Hino also posted losses of 5.5% and 25.8%, respectively. Class 5 sales fell 1.8%, with a 1.2% gain in domestically built models canceling out the 31.7% drop in low-volume imports. FCA posted the only increase for Class 5, up 34.3%, while International suffered the biggest drop, down 89.4% to only 15 deliveries. Ford dropped a mild 1.0% on high volume, while Daimler (-40.3%), Hino (-30.0%) and Isuzu (-31.9%) posted large losses. With a 22.5% gain in domestics but a 37.0% drop in imports, Class 4 nearly levels out at 908 deliveries, a 2.5% decline from prior-year’s 1,005. Isuzu’s domestic line increased 12.1%, and raised its share to 44.3% from 38.5% a year earlier. Their import line, on the other hand, sunk 48.5% in sales and dropped to 19.8% from 37.5% market share. Hino doubled in sales on 50 deliveries in February. Through February, sales of medium and heavy trucks were running 16.7% behind year-ago with 53,694 deliveries. Class 8 ended the month with 32,636 units, for a 70 days’ supply, compared with year-ago’s 52,200 and 79 days’ supply. Medium-duty inventory fell to 57,009 units, compared with 57,791 in like-2016. Days’ supply for the segment grew to 82, from 80 year-ago. .

More technology taken into consideration in Phase 2 of EPA emission standards Truck News / March 14, 2017 With Phase 2 of the US Environmental Protection Agency’s (EPA) greenhouse gas emission standards currently being ironed out, for the first time, upfitters will see opportunities to gain emissions credits. During a panel discussion at the Green Truck Summit today (March 14), Matthew Spears, center director of heavy-duty diesel standards for the EPA, outlined the differences between the first and second phases of the fuel efficiency rules, saying Phase 2 reaches much further into the technology pot to include such items as the chassis (tires, light-weight materials and inflation systems), powertrain (engine, transmission and axle), idle reduction (automatic engine shutdown, stop-start and hybrids), as well as additional credits for aerodynamic and all-electric options. The chassis manufacturer will also provide the upfitter with ‘delegated assembly’ instructions for technology installation, which Spears said will create a compliance responsibility for the manufacturer, as well as the upfitter. Delegated assembly allows an OEM to claim emission credits to the EPA for upfitter installed technologies. On the other hand, an upfitter can work out an agreement with a chassis manufacturer to retain the emissions credits for the installation of a fuel-reducing technology, such as aerodynamic fairings. Tires were the lone item included in the first phase of the GHG emissions standards for vocational vehicles, a point of contention for Ken McAlinden, manager for on-board diagnostics and regulatory compliance for the Ford Motor Company, who said it was too narrow in scope and failed to take other factors into consideration. McAlinden said GEM, which is a computer simulation of the technology used on a truck to determine emission credit value of any given technology, is better used in the second phase, as it takes more into account when looking at a vehicle’s emission curbing efforts. Rob Stevens, vice-president of strategy and engineering for upfitter Roush CleanTech, said although Phase 2 is a more complex model, it presented an avenue and path for upfitters to get to where they need to be. “It really does spell opportunity for all of us,” said Stevens, adding that upfitters will be able to work more closely with OEMs and be more a part of the entire process of meeting the new EPA standards. Stevens said that in the end, what customers really want to see from the EPA rules is a benefit to them, and that when fleets see a reduction in their fuel usage, it is the benefit they are looking for. Spears said the EPA does not require any specific type of technology to be used in its first two phases of the GHG rules, just that a certain standard be achieved. He added that there were several changes to Phase 2 from its original proposal due to the amount of stakeholder feedback the EPA garnered leading up to the drafting of the new rules. “We tried to make it a very interactive process,” said Spears. In the process of establishing a pathway to meet the new emission standards, Spears said the EPA did not assume an OEM would have to use delegated assembly with an upfitter, but if they did and it works out cheaper to get there, it would benefit both parties. Full implementation of Phase 1 will be achieved by 2018 and was first introduced in 2014. The ruling on Phase 2 is not yet final.

Cummins unveils improvements to its mid-range lineup of engines Truck News / March 14, 2017 Cummins announced further improvements to its mid-range engine lineup, including the diesel V5.0, B6.7 and L9, as well as the Cummins Westport natural gas ISB6.7 G and ISL G Near Zero engines. “Innovation is not only related to the brand new,” said Jeff Caldwell, executive director of North American Truck OEMs for Cummins, during the Work Truck Show March 14. “Cummins announced our new mid-range engine platforms last year, but we haven’t been resting on our laurels. We constantly strive to make our products better for our customers, so they can keep their truck on the road longer, getting the job done. Cummins is a company committed to innovation, and in 2017, the market leader keeps getting better.” Caldwell said Cummins has the broadest range of mid-range diesel and natural gas engines on the market today, powering a variety of transportation customer vehicles. Its ‘uptime champion’, enhancements to the B6.7 improves on fuel economy, with the engine seeing an average of 8.5% on efficiency ratings and 5% on performance ratings over the former leader, its 2013 ISB6.7. “Our B Series engines have been at the heart of many hard-working trucks through North America over the past few decades. And in 2017, the B6.7 maintains its bulletproof reliability while bringing tangible fuel economy savings for our customers,” said Caldwell. “The program started with a goal of delivering 7% better fuel economy on the efficiency ratings and 1% better fuel economy on the performance ratings over the 2013 product. As the program progressed, we found opportunities to tune and optimize the engine, delivering further efficiency, and allowing us to surpass initial expectations.” The B6.7 also has stop-start capability, which Cummins said provide improved fuel economy of between 3% and 15%. Caldwell said stop-start technology offers reduced consumables, increased durability and enhanced productivity. Cummins, which has been working with natural gas exports for almost five decades, has also improved its Westport natural gas engines. The ISL G Near Zero engine, along with the ISB6.7 G, is currently in production for bus, medium-duty truck and vocational applications. “Our most compact natural gas offering – the ISB6.7 G – offers strong performance, reliability and durability to customers requiring low-emissions vehicles,” said Rob Neitzke, president of Cummins Westport. “With the publicly available natural gas fueling infrastructure growing across North America, the ISB6.7 G offers mid-range customers operating in local areas a low-emissions, cost-effective solution.” For the ISL G Near Zero, Cummins has added a closed crankcase ventilation system, slightly larger three-way catalyst and software enhancements. Cummins said the ISL G Near Zero is the first mid-range engine in North America to receive emissions certification from the US Environmental Protection Agency and Air Resources Board for meeting the optional 0.02 g/bhp-hr near zero oxides of nitrogen (NOx) emissions standards, 90% lower than the EPA’s 2010 standards. “Based on the reliability and operating improvements of the base ISL G engine, the ISL G Near Zero is a game-changer,” Neitzke said. “The engine offers customers the benefit of performance with the lowest emissions at a much lower cost than battery electric-vehicles. It is zero-emissions technology at conventional propulsion system values.” Both the ISB6.7 G and ISL G Near Zero operate exclusively on compressed natural gas, liquefied natural gas or renewable natural gas.

Jason Cannon, Commercial Carrier Journal (CCJ) / March 14, 2017 Diesel prices at their lowest point in more than a decade have hindered wide adaptation of alternative fuels, but historical volatility in the market underpins the transportation industry’s efforts. “In 2007, we had $60 per barrel oil,” says Mark Howerton, manager of national accounts, vocational sales for Daimler Trucks North America (DTNA), “before jumping to $140 per barrel in 2008.” Three years ago, oil crashed to $40 per barrel and diesel prices have floated below $3 per gallon ever since. “We have to be prepared for change,” Howerton says, adding alternative fuels, including electrification, are still a viable solution to dependence on foreign oils. “We still see robust interest in natural gas vehicles in our customer base,” he says. “[But] true long haul transportation will be dominated by clean diesel.” “Our workhorse is the diesel engine,” adds Dr. Wilfried Achenbach, DTNA senior vice president of engineering and technology. Both Howerton and Achenbach were featured speakers at the Green Truck Summit in Indianapolis Tuesday. With diesel’s high energy density and wide availability, its largest drawbacks Achenbach says are basically the fuel’s emissions. Over the last nearly 30 years, the amount of pollutants spewing from a truck exhaust has been slashed. Achenbach says one truck from 1988 emits as much NOx as 35 EPA 2010 trucks, and 60 trucks worth of particulate matter. However, trucks contribute 6 percent of the CO2 emissions in the U.S., with 75 percent of that coming from long haul trucks. Green House Gas Phase 2 regulations passed last year target a 25 percent efficiency improvement by 2027, which Achenbach says will lead to fuel economy in excess of 10 – or even 11 – miles per gallon. “In the future, 10 miles per gallon will become the new normal,” he says, “and I don’t think we need to wait the 10 years. I believe it will happen much sooner.” To reach efficiency targets, truck and trailer OEMs will be challenged to improve many areas not necessarily related to power generation. According to Achenbach, a truck needs 170 hp to power a 76,000 pound load to 62 mph on a straightaway. Aerodynamic drag takes up about 85 hp and rolling resistance takes up 74. Losses from the drivetrain eat up about 6 hp and auxiliary losses take the remaining 5. Unlike previous GHG regulations, which mostly sought to reduce emissions to near-zero levels, Phase 2 looks to improve the efficiency of the combination unit and changing propulsion methods to a “cleaner burning” source isn’t the low-hanging fruit many people it to be. “It doesn’t make any sense to go to electricity,” Achenbach says, noting the coal used to generate the electric power needed to charge a truck’s battery bank. Green energy aside, while both the cost and weight associated with batteries have fallen, they’re still not comparable with diesel. For 600 miles of driving, a truck would need a battery pack weighing 11,022 lbs. that costs $156,239. Compare that to a diesel tank that weighs 840 lbs. and cost $1,162. “Many people investigate what can be done, what is reasonable, but there is no simple answer,” Achenbach says. “Do not discount diesel, and I would recommend to have a close look at renewable [fuel].” Autonomy could also lead to some measurable efficiency improvements, but Achenbach says he’s not bullish on fully autonomous trucks in the near future. He says significant infrastructure improvements are still needed, including vehicle-to-vehicle communications, better mapping and higher resolution GPS data that would maximize safety for fully autonomous trucks. “We all need to accept that at some time, we will have mixed traffic [human and autonomous],” he says. “We are on a path to more autonomous, but it will not be a revolution. It will be more evolution. Partial autonomous is feasible. Fully autonomous, I foresee a significantly longer timeline.”