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Kenworth Truck Company Press Release / February 27, 2017 Kenworth’s T680 and T880 models are now available with Dana Spicer® D-Series lightweight steer axles for use with air disc brakes. The D-Series axles feature a new lightweight beam with a robust axle-to-brake attachment to help maximizes performance. A patented steer arm design further reduces weight, delivering excellent performance within a smaller design envelope. The axles also feature a new integrated air disc brake knuckle. The knuckle’s one-piece, forged design incorporates the tie-rod arm, disc brake mounting feature and spindle, and eliminates the need for a separate torque plate and its associated fasteners. The new axle weighs approximately 35 pounds less than the previous lightweight beam axle and torque plate assembly. “Air disc brakes deliver superior performance over traditional drum brakes, improving stopping distance and brake life. The integrated air disc brake knuckle on Dana Spicer D-Series axles is a durable solution that reduces tire wear and maintenance intervals, helping to maximize uptime,” said Kurt Swihart, Kenworth marketing director. Kenworth offers the Spicer D-Series steer axles for applications with gross axle weight ratings from 10,000 to 13,200 pounds. .

Meritor Press Release / February 27, 2017 Meritor EX+L air disc brakes will be available on International LT Series tractors beginning in February. "Demand for air disc brakes is growing among North America fleets that are increasingly concerned about safety and reliability, and our market-leading brake products address these issues," said T.J. Reed, general manager, Front Drivetrain for Meritor. "EX+ will offer Navistar's customers superior performance and easier serviceability." Built with the reliability, durability and performance that customers expect from Meritor, the EX+L delivers exceptional braking power that meets federal FMVSS 121 reduced stopping distance regulations, according to Reed. In-line braking stability offers safer, smoother stops, and high-demand applications benefit from reduced brake fade resistance. EX+ air disc brakes are engineered from the ELSA line, Meritor's popular air disc brake solution in Europe with more than 2 million in service. EX+L brakes are built to maximize productivity by reducing maintenance time and costs. A gear-synchronized twin piston design transfers torque to both brakes simultaneously, resulting in better performance and uniform pad wear. The entire assembly is engineered for faster pad changes and quicker inspection time. A standard mechanical visual wear indicator gives fleets quick-check capability of remaining pad life without taking the vehicle out of service to remove the wheel. In North America, 16 percent of new trucks were built with air disc brakes in 2016, up from less than 5 percent in 2011, according to Meritor. More than 300,000 new air disc brakes were sold in 2016.

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The dedicated International A26 engine website - https://www.internationaltrucks.com/engines/international-a26 The A26 Engine Brochure - https://www.internationaltrucks.com/-/media/navistar/trucks/pdf/brochure/a26/a26-brochure.pdf

International Truck Launches 12.4l A26 Engine International Truck Press Release / February 27, 2017 Born from a new way of thinking and designed with uptime in its DNA International Truck today launched the International® A26 engine, a powerful new 12.4-liter engine designed to provide industry-leading uptime to the Class 8 market. Driven by a commitment to deliver customer uptime, the A26 was developed through an initiative called Project Alpha, which brought together a new team of the industry's foremost powertrain engineers. The initiative pursued a fresh approach that emphasized simplicity over complexity and using only proven components to deliver industry-leading uptime. "Project Alpha has fundamentally changed how we design diesel engines," said Bill Kozek, president, Truck and Parts. "The International A26 has been designed to address the rigorous demands of Class 8 truck customers. It's been tested to extremes and meets a demanding B10 design life standard for an unprecedented 1.2 million miles." Built from the proven MAN D26 engine crankcase, the A26 produces up to 475 horsepower and 1,750 lb.-ft. of torque from a design that's 600-700 lbs. lighter than a traditional 15L big bore engine. Its components have been carefully engineered to deliver uncompromising uptime as well as class-leading fuel efficiency, reduced weight and quiet operation. "The A26 was designed from the ground up to deliver industry-leading uptime, durability and reliability," said Darren Gosbee, vice president, Advanced Engineering. "The A26 is as simple as a modern engine can be, and we've built uptime into every part of the development process, from design to calibration to testing." Every component is engineered to maximize uptime. Utilizing a titanium compressor wheel with a simplified single-stage design, the A26 features a variable geometry turbocharger that reduces complexity and enhances reliability. Larger piston pins, connecting rods and bushings help optimize load distribution for enhanced durability, while smaller piston cooling jets increase oil pressure to improve lubrication, increasing oil change service intervals up to 70,000 miles. At 2,299 pounds, the A26 is the lightest engine in its class. The A26 is 55 pounds lighter than the engine it replaces, and also enables an impressive 200 pounds of additional weight reduction in vehicle-mounted components. Its Compacted Graphite Iron (CGI) crankcase has greater strength and fatigue resistance than traditional gray iron. Composite valve covers and shot-peened aluminum flywheel housing help deliver impressive weight savings over traditional solutions. The most efficient engine offered in International's on-highway lineup. Engineered to deliver up to five percent greater fuel economy, the A26 has a simplified air management system, featuring a new Variable Geometry Turbocharger. Fuel injection pressure is maximized by the engine's 2,500 bar (36,300 psi) high pressure common rail fuel system. Coupled with new cylinder head coolant passages that are 50 percent less restrictive to reduce parasitic loss to the water pump, the A26 reduces both fuel consumption and emissions. Quietest engine in our lineup. The A26's uniquely sculpted crankcase, which is isolated with the oil pan through a specially designed rubber gasket, absorbs vibration and reduces harshness for a quieter in-cab experience. The engine's six-blade fan, specially designed gear teeth and sophisticated calibration and programming are specifically built to reduce engine noise. The A26 is backed with the industry's best engine warranty: two years, unlimited miles. The warranty reflects confidence in the engine's reliability and durability, which have been confirmed through extensive validation and testing process, including: Hundreds of thousands of hours of "key life" and dyno testing at extreme engine speeds and loads. Millions of real-world test miles over the harshest North American roads, including high altitudes and temperatures as low as -40° F. Full validation cycles (concept, design, statistical and product validation) over a period of years to identify, correct and retest any issue. The A26 engine is available for order in the International LT Series of long-haul vehicles and RH Series of regional haul vehicles.

The transmission as a power manager Truck News / February 27, 2017 Eaton envisions a future that will see increased electrification of commercial vehicle components and it sees its products as being key in managing those power requirements. Larry Bennett, head of Eaton’s vehicle technical innovation center, says “we see the transmission as being ideally located on the vehicle to help manage electrical power on the vehicle.” For example, Bennett said the starter maybe moved from the engine to the transmission. Electrical power will be generated as the vehicle travels down the road, even with the transmission potentially disengaged to save fuel. “The transmission stops spinning but the rear wheels can continue to drive the alternator to provide the electrical power that’s needed,” Bennett explained during a press briefing at the Technology & Maintenance Council’s spring meeting. Bennett also sees an eventual shift towards 48-volt power. It would be sufficient enough to provide cab heating and cooling without an auxiliary power unit using the batteries on-board the vehicle. To provide propulsion, 300 or more volts would be required. Within the next six to 10 years, predicted Bennett, vehicle manufacturers will be looking to take load off the diesel engine through electrification of certain components. “There is going to be a lot of electrification, with engine accessories taken off the engine,” he said. A broad range of voltages, from 12 to 48, will be required. Anything beyond 48 volts brings safety concerns to the forefront. Looking further out, Bennett said in 10 or more years, trucks will “have to be managed within an ecosystem.” This will require constant vehicle-to-vehicle and vehicle-to-infrastructure communication. “The next 10 years are going to be probably more dynamic than ever before,” Bennett said.

Today’s Trucking / February 27, 2017 Eaton’s Technology Innovation Center has looked into the future and believes it’s electrifying. “I think the next 10 years are going to be very dynamic, probably more dynamic than they have ever been,” says Larry Bennett, who leads the supplier’s advanced research and development arm. He sees the transmission becoming the heart of vehicle hybrid and electrical systems, which will have their own roles increase because of factors such as jurisdictions that want to ban internal combustion engines. The predicted changes are not all about power sources, either. Future vehicles will be increasingly “connected and adaptable”, he said, referring to real-time changes and calibrations in the name of fuel economy, sometimes just a few seconds before they’re needed. Further Vehicle-to-Infrastructure and Vehicle-to-Vehicle communications will make it possible to shift to things like a more fuel-efficient route. Then there is the emergence of autonomous vehicles. “The use of the vehicle and who owns it is going to change rapidly, especially in the cities,” Bennet added, referring to ride-sharing systems. In the next five years, Original Equipment Manufacturers will be searching for the “low-hanging fruit” of available technologies that will help to earn Greenhouse Gas credits, he predicted. In the five years that follow, engine companies will increasingly look at options such as downsizing and also need to find ways to augment power in certain situations, perhaps with hybrids. Advances in the next five years could include electromechanical valvetrain actuators, dual-clutch transmissions, smart-charging batteries, intelligent vehicle control, and over-the air programming. “We can change the calibration on a transmission once it’s pulled in and parked for the night,” he said, offering one example. Look a decade out and the predicted technologies begin to include electric valvetrain actuators, Exhaust Gas Recirculation improvements, electric powertrains, efficient power management, predictive controls, and the systems that enable autonomous vehicles. Picture a purpose-build transmission for electric vehicles. That can offer better gradeability and acceleration with a smaller electric motor, he said. A non-propulsion form of hybrid would be able to allow things like engine-off coasting and hotel modes, he added, predicting the quick adoption of 48-volt systems because of it. “They (manufacturers) want to take it off the engine and not have it spinning and creating parasitic losses.” Looking further to the future, there are questions about which vocations will not be allowed to use internal combustion engines in different cities, he added. “There’s going to be a lot of electrification.” That will ensure machines are only used when needed and eliminate parasitic losses. While vehicles will still rely on 12- and 24-volt power, Eaton expects growing interest in 48-volt systems for non-propulsion needs. Electric propulsion systems, meanwhile, could require north of 300 volts. For the company itself, Eaton sees the transmission as the center of this universe. “We see the transmission as being ideally located on the vehicle to manage the electric power,” Bennett explained. A generator on the transmission, for example, could be used to run air conditioning compressors, offering the cooling without the need for an $8,000 Auxiliary Power Unit, he said. “Now you have hotel mode with the existing system that’s on the vehicle.” New auto docking technologies will shut the system down and apply the brake before a trailer backs into a dock, and then creep into place. Emerging self-coupling features will also make the coupling of tractors and trailers less of a violent, damaging event. The company already has the components to develop power management systems and power distribution modules. Lessons have already been learned that make it possible to better manage batteries, extending their lifespans, minimizing sizes and reducing costs, he added. “Managing the electrical power. That’s where we believe our core competencies are.”

Heavy Duty Trucking / February 27, 2017 International Truck said it will launch the International A26 engine, a new 12.4-liter diesel designed for the Class 8 market, on Feb. 27 at the Technology & Maintenance Council’s Annual Meeting in Nashville, Tenn. The company said the A26 was developed through an initiative called Project Alpha that brought together a team of trucking industry powertrain engineers. Together, initiative members focused on emphasizing simplicity over complexity and using only proven components. The truck and engie maker listed these as key features of the A26: Components engineered to maximize uptime Light weight of 2,299 pounds The most efficient engine in International’s on-highway lineup The quietest engine in International’s lineup Hundreds of thousands of hours of testing Millions of real-world test miles More details on the new engine will be available after International’s official announcement, schedule for this evening at the TMC meeting. .

Fleet Owner / February 27, 2017 Dana has launched production its new SPL 350 Lite driveshaft and is introducing a new axle ratio for the Spicer AdvanTEK 40 tandem axle. The SPL 350 Lite driveshaft is optimized for high-efficiency on-highway and heavy-haul vehicles with engine downspeeding configurations. It is up to 35 pounds lighter than existing products, making it the lightest weight driveshaft in its class. The SPL 350 Lite offers improved performance, enhanced vehicle dynamics, and easier maintenance while delivering the durability and reliability required to support torque-management needs resulting from fast axle ratios that enable engine downspeeding. Designed with 11 fewer components to reduce weight and enable faster, easier installation by OEMs, this driveshaft offers extended component life, as well as improved performance and vehicle dynamics with reduced noise, vibration, and harshness levels. It shares service components with the existing SPL 350 driveshaft, simplifying maintenance and inventory for truck owners and service facilities. Dana offers the SPL 350 Lite driveshaft with a choice of service-free or standard re-lube designs. Dana is the only supplier in the industry to offer universal joint kits that are 100 percent interchangeable, allowing truck owners to change between service-free and re-lube configurations. Similarly, the new axle ratio for the Spicer AdvanTEK 40 tandem axle designed to support engine downspeeding for linehaul trucks. This 2.47:1 ratio allows truck buyers to fine-tune their driveline specifications for an optimized balance of productivity and fuel efficiency. Dana offers seven available ratios to support engine downspeeding, ranging from 2.26:1 to 2.93:1. This new ratio from Dana is ideally suited for direct-drive versions of the SmartAdvantage Powertrain, a joint collaboration between Eaton and Cummins. The configuration is recommended for regional-haul applications that travel a composite of interstate highways, secondary roads, and urban operations. For guidance in selecting the optimal configuration, truck owners can visit smartadvantagepowertrain.com.

Engine driven accessories bring modest fuel savings Jim Mele, Fleet Owner / February 27, 2017 Switching from belt- or gear-driven engine accessories to variably driven ones has the potential to reduce heavy-truck fuel consumption by 3% to 5%, according to the latest Confidence Report released by the North American Council for Freight Efficiency (NACFE) and the Carbon War Room. However at this stage of development, “variable engine driven accessories present relatively small opportunities for gains in fuel efficiency, but they may provide better payback with further development,” said Michael Roeth, NACFE executive director and IdeaXchange columnist for Fleet Owner. Introduced at the annual Technology and Maintenance Council meeting, the report was the 15th report issued by the two groups as part of their efforts to double freight efficiency by providing objective evaluations of technology and operating strategies. The newest report examined eight technologies that are all currently in development including 2-speed cooling fans, variable speed water pumps, clutched air compressors, high-efficiency alternators, smart air dryers, dual displacement power steering pumps, electrically driven A/C compressors and other electrically driven accessories. The research team interviewed component manufacturers, truck and engine builders, teams involved in the various Super Truck projects, the Dept. of Energy and fleets “in an effort to provide a foundational understanding” of the eight new accessory technologies, some of which might become part of efforts to meet upcoming greenhouse gas emissions standards for heavy trucks. At the current state of development, the conclusion is that “the fuel economy gains are pretty modest and could even decline” as fleets move to reduce operating engine speeds with downspeeding powertrains,” Roeth said. Fleets are concerned about reliability of new accessory system that add complexity, and the payback on investment in those systems from fuel savings “is insufficient for high levels of adoption at present,” he noted. Despite that conclusion, the report urges fleets to continue reviewing variable engine-driven accessories and for manufacturers to continue development work. Current work on high voltage and waste-heat recovery systems could potentially lead to improved payback, and greenhouse gas benefits might also drive future adoption, Roeth said.

Heavy Duty Trucking / February 27, 2017 The Technology and Maintenance Council and The North American Council for Freight Efficiency (NACFE) go together like peas and carrots, as a certain cinematic shrimp entrepreneur likes to say. So it's no surprise that NACFE operational leader Mike Roeth chose the TMC meeting here to release the organization's findings and a Confidence Report on the fuel efficiency of Variable Engine-Driven Accessories that many OEMs are evaluating today as possible fuel economy enhancement systems on future powertrains. These technologies include waste heat recovery systems and high voltage electrical systems, which OEMs and component suppliers are currently evaluating and have been testing on various OEM SuperTruck incarnations. NACFE Confidence Reports are painstakingly researched by truck industry technology leaders and examine existing or emerging technology to give North American fleets baseline information on how a technology works,and what kind of fuel economy benefit or ROI they can expect to see whne using it in real-world operations. The Variable Engine-Driven Confidence Report is NACFE's second look at an emerging trucking technology, coming on the heels of its Two-Truck Platooning report last year. Because the technology is so new, and very much in early stages of development, Roeth said initial findings were modest in terms of eventual deployment and the potential for fuel savings and ROI. But, he stressed, much work was being done to improve these systems and advised fleets to continue to review advances in this area of powertrain development as further advances possible. That said, the NAFCE's current report found the following on Variable Engine-Driven Accessories: Fuel economy gains are modest Fleets are concerned about complexity and reliability Payback is currently insufficient for high levels of adoption High voltage and waste heat recovery systems offer the best potential now for improved ROI Additionally, Roeth said NACFE is recommending the following policies as development of Variable Engine-Driven Accessories continues: Fleets should continue to review and study these systems Manufacturers should continue to develop these systems Fleets should monitor the improvements driven by Greenhouse Gas Regulations High voltage systems will enable payback -- but accessories will not be the driver for higher voltage systems The entire NACFE Variable Engine-Driven Accessory Confidence Report can be dowloaded here.

Meritor unveils 14X HE tandem drive axle Sean Kilcarr, Fleet Owner / February 27, 2017 The 14X HE “high efficiency” tandem is aimed at North American linehaul fleets operating primarily in high-speed highway environments. The new Meritor 14X HE (short for “high-efficiency”) linehaul tandem drive axle unveiled here at the 2017 Technology & Maintenance Council (TMC) annual meeting is designed at its heart to save fleets operating at high speeds on highways more money, explained Chris Villavarayan, Meritor’s president of the Americas. “The long and the short of it is higher efficiency,” he told Fleet Owner. “Our linehaul customers are all about efficiency and this [tandem drive axle] is all about greater efficiency; that’s what drives them.” Villavarayan added that the 14X HE generates 1.5% to 2% greater efficiency – “nothing is more important” – and is 30 lbs. lighter than Meritor’s 14X tandem drive axle due to specific design changes. First, Meritor pointed to the use of laser welding in its axle manufacturing process to reduce weight and drive design efficiencies. For example, the 14X HE’s ring gear is laser-welded to the differential housing, offering a more robust joint that eliminates fasteners and reduces oil churning losses. The axle also sports “superfast ratios” down to 2.15 for aggressive downspeeding. Charlie Allen, Meritor’s general manager for rear axle drives, explained to Fleet Owner that the 14X HE reduces “oil churn” by pushing lubricating oil out into the axle housing – thereby giving “a shot of oil” to the wheel hubs in the process – without the need for complicated electronics. “It’s a highly efficient yet simple design,” he said. Meritor said, based on today’s diesel prices, a fleet with 1,000 trucks equipped with the 14X HE could realize $1 million per year in fuel savings. The company added that the 14X HE is one of 20 new global products Meritor plans to introduce as part of its “M2019” strategic plan ovetr the next two years.

Meritor unveils new high-efficiency tandem drive axle Truck News / February 27, 2017 Meritor introduced its new 14X HE high-efficiency tandem drive axle on the eve of the Technology & Maintenance Council’s spring meeting this week. The 14X HE is designed for linehaul applications and is 30 lbs lighter and up to 2% more fuel efficient than its predecessor. Nelligan claimed at the launch that it “outperforms the competition in weight, efficiency and overall gross combination weight. It’s the perfect axle for linehaul in North America.” The 14X HE has a GCWR of 90,000 lbs and can handle torque of up to 1,950 lb.-ft., Nelligan said. It features high-efficiency bearings, spiral bevel gearing and a new Meritor lube management system. The axle is the first of what will be about 20 new products designed and brought to market by Meritor over the next three years. “Built upon our trusted and valued 14X platform that is specified by a large majority of fleets, the new 14X HE is an evolutionary axle that takes efficiency to a whole new level,” said Ken Hogan, vice-president, rear drivetrain for Meritor. “Based on today’s diesel prices, a fleet with 1,000 trucks equipped with the 14X HE could realize $1 million per year in fuel savings.” Weight was reduced through the use of laser welding, Meritor said. The 14X HE’s ring gear is laser-welded to the differential housing, offering a robust joint that eliminates fasteners and reduces oil-churning losses. Ratios as fast as 2.15 are available for aggressive downspeeding. “With fuel being the largest operating cost to fleets, the 14X HE rounds out more of our portfolio with a product focused on improved fuel economy to save fleets money and reinforce Meritor’s leadership in axle efficiency,” Hogan said. “Meritor recognizes that fuel prices won’t stay low forever and that customers are always looking for solutions to reduce their operating costs.”

Transport Topics / February 27, 2017 Meritor has unveiled its new 14X HE tandem drive axle for linehaul applications. During a Feb. 26 event, Meritor described the axle, a modification of its 14X from 2011, as a “premium” axle that now is available as an option on highway tractors made by Freightliner, International, Kenworth, Peterbilt and Volvo. “Based on today’s diesel prices, a fleet with 1,000 trucks equipped with the 14X HE could realize $1 million per year in fuel savings,” said Ken Hogan, Meritor vice president for rear drivetrains. The HE stands for “high efficiency.” The new tandem drive axle is available in a range of ratios from 2.15 to 3.9-to-1. Eric Lewandowski, product manager for drive axles, said the lower ratios are for direct-drive transmissions, and the ratios above 3.0 are for overdrive transmissions. The axle is manufactured in Asheville, North Carolina. Lewandowski said 14X HE will not replace the 14X; the 14X will remain as an axle for vocational applications. The new 14X HE axle weighs 30 pounds less than the traditional 14X model, and is 1.5% more efficient than its predecessor. Meritor said the 14X HE is one of the 20 new products being launched by 2019.

Today’s Trucking / February 27, 2017 The U.S. National Highway Traffic Safety Administration’s (NHTSA) Office of Defect Investigation is calling on truck fleets to notify it about vehicle manufacturing or design defects. “We have a real hard time identifying defects on commercial vehicles,” said program manager Bruce York, making his plea to the American Trucking Associations’ Technology and Maintenance Council. Look no further than the statistics for proof. About 235 million vehicles in the U.S. generate about 45,000 complaints a year. In contrast, 9 million trucks only generate 600 calls to the office. Manufacturers jump on complaints raised by individual fleet customers, but that doesn’t ensure similar vehicle issues are addressed, York said. “It [a truck that isn’t addressed] is going to crash and kill one of your family members or one of your friends,” he said. “Reach out to our office. Reach out and contact us and let us know about the defect.” The office doesn’t have the authority to place vehicles out of service, he stressed. Some issues identified as maintenance-related challenges might also involve design or manufacturing issues, he said. The “grey areas” can include things like fuel leaks, cracked frames, abrading air lines, and chafed wires. York offered examples of past recalls, such as the 25,643 trucks pulled off the road to address cracks in steering column mounts, and the 55,794 trucks recalled because of a missing clip that allowed oil lines to rub against the engine. “That was a Canadian vehicle,” York said, pointing to the picture of one burnt hulk. In another recall, failing drag links in Volvo led to lost steering, requiring a recall of 111,050 vehicles. “Get your trucks fixed, but also let’s get them all fixed,” he told maintenance managers in the crowd. Design or manufacturing-related safety defects can be reported by calling 888-327-4236, or visiting www.safertruck.gov.

Daum to replace Bernhard as head of Daimler Trucks & Buses Fleet Owner / February 27, 2017 Daimler AG’s supervisory board announced Feb. 27 it has appointed Martin Daum, president and CEO of Daimler Trucks North America (DTNA) and a member of the board of management, to lead Daimler Trucks and Buses for five years, beginning March 1. Daum succeeds Wolfgang Bernhard, who said he is leaving the company of his own volition and for personal reasons. “With Martin Daum, we are appointing a very successful and experienced executive to the board of management as head of the Daimler Trucks and Daimler Buses divisions,” stated Manfred Bischoff, chairman of the supervisory board of Daimler AG. “He looks back on 20 years of experience in the industry and knows the cyclical commercial-vehicle business from all perspectives. We are convinced that he will successfully meet the upcoming challenges in the next years, continue along the successful path of Daimler Trucks & Buses and further strengthen their worldwide leading positions.” “With Martin Daum and his international management experience, the right course is being set at the top of Daimler Trucks & Buses for the long term,” stated Dieter Zetsche, chairman of the board of management of Daimler AG and head of Mercedes-Benz Cars. “The important commercial-vehicle business in the US and in the NAFTA region has developed very successfully under the leadership of Martin Daum and is of key importance to the Daimler Group.” Since June 2009, Daum has been president and CEO of DTNA and its affiliated companies Freightliner Trucks, Western Star Trucks, Thomas Built Buses, Freightliner Custom Chassis Corporation and Detroit Diesel Corporation. Before that, he was a member of the management of Mercedes-Benz Trucks in Europe as vice president production Mercedes-Benz Trucks, and at the same time was responsible for the Mercedes-Benz plant in Wörth. Daum started his career in the trainee executive group of the Daimler-Benz AG in 1987.

Reuters / February 27, 2017 Daimler AG has appointed the head of its North American trucks division to run group-wide truck operations, replacing departed chief Wolfgang Bernhard, the carmaker said on Monday. The move avoids a lengthy search for a successor to run the unit. Bernhard, 56, once seen as a candidate to succeed Daimler CEO Diete Zetsche, stepped down a year before his contract was due to expire, the carmaker said this month. Martin Daum, 57, president and CEO of Daimler's trucks business in North America, was appointed by the company's supervisory board to top management effective on March 1 for a five-year period, Daimler said. Daum has run Daimler's heavy-duty vehicle business in North America since 2009, having previously held a top management post at the company's European trucks division with responsibility for Daimler's huge trucks plant in Woerth, Germany. "We are convinced that he will successfully meet the upcoming challenges in the next years," Daimler Chairman Manfred Bischoff said in an emailed statement. Bernhard's restructuring efforts have angered powerful labor leaders, who impeded his progress at Daimler until he was too old to be considered for the top job, sources familiar with the matter have said. In contrast the works council, whose members occupy half the seats on Daimler's 20-strong supervisory board, welcomed the appointment of Daum. "He is collaborative," Daimler's labor boss, Michael Brecht, said by email, adding that he hoped for constructive talks as the company continues to look for cost savings. Related reading - https://www.bigmacktrucks.com/topic/48684-major-shakeup-wolfgang-bernhard-to-leave-daimler/#comment-361232.

Bloomberg / February 27, 2017 General Motors boosted incentives on its pickup models this month after its biggest foes gained ground, intensifying a price war within the U.S. auto market’s most hotly contested segment. Discounts averaged about $6,996 for the Chevrolet Silverado and $5,315 for the GMC Sierra this month through Feb. 12, according to J.D. Power dealer data. Incentives on GM’s models surged 56 percent and 82 percent, respectively, from a year earlier as Fiat Chrysler Automobiles and Ford Motor Co. dialed back their spending. The pickup segment is among the most profitable within the global automotive industry, giving carmakers room to offer deals and motivation to make market-share grabs. At the same time, fierce brand loyalty among truck owners means that automakers have to offer bigger deals to entice them to switch models. The rise in incentive activity also reflects the U.S. auto market slowing down following a seven-year streak of expansion. “It’s taking a lot more incentives now to move the metal than it did last year or certainly the year before,” said Michelle Krebs, senior analyst with car-shopping website Autotrader.com. “Things are slowing.” GM is spending 26 percent more in discounts on each Silverado truck than Fiat Chrysler does for its Ram and 85 percent more than Ford does on its on F series, according to the Power Information Network data, which J.D. Power doesn’t release to the public. The deals from GM are part of a “Truck Month” promotion that includes offers for about 25 percent off the sticker price of some 2016 Sierra pickups or $11,185 discounts for select 2017 Silverado models. The offers follow sales declines in January for both of GM’s full-size truck models while Ford and Fiat Chrysler’s pickups gained. “Last month, GM’s pickup sales were down,” Frank Ursomarso, owner of Union Park GMC in Delaware, said in a phone interview. “That’s why they’re doing this. GM has to battle against Ram and Ford.” GM also lost sales ground in 2016. Deliveries dropped 4.3 percent for the Silverado and 1.1 percent for the Sierra last year. The F series gained 5.2 percent to seal a 35th straight year as the top-selling vehicle line in the U.S., and Ram pickup sales rose 8.7 percent. The largest U.S. automaker is responding to competitive pressures with its latest incentives, in particular deep discounting by Fiat Chrysler on the Ram, said Jim Cain, a GM spokesman. “We wanted to get our fair share in the truck market,” Cain said by phone. “The kind of incentives we offer in Truck Month are not the kind of spending we do a on a regular basis.” Analysts have estimated pickups can command $8,000 to $10,000 in gross profit per vehicle, generating much of GM, Ford and Fiat Chrysler’s earnings. “If this level of incentives continues, it certainly will eat into profits,” Krebs said.

Automakers knew of deadly Takata air bag defects The Washington Post / February 27, 2017 Court documents filed Monday allege that five automakers were aware of defects that caused Takata air bags to potentially harm or kill motorists but continued to use them to save on costs. The documents filed by lawyers representing victims and their families claim that Honda, Ford, BMW, Toyota and Nissan have known about the issues with the Japanese manufacturer’s air bags for more than a decade but used the air bags anyway because Takata was cheaper than its competitors and could produce the bulk quantities the automakers needed. The allegations come as Takata entered a guilty plea in a federal courtroom Monday as part of its agreement with the Department of Justice. That deal, reached last month in the final days of the Obama administration, required the company to pay $1 billion in fines and restitution. In December, three Takata executives were indicted on wire fraud charges. The largest portion of the penalty, $850 million, will be paid to automakers that incurred billions of dollars in expenses recalling vehicles and replacing air bags. The National Highway Traffic Safety Administration, which sets automobile safety standards, recalled more than 64 million air bags in 42 million vehicles, making the Takata recall the largest in U.S. history. Takata also agreed to set up a $125 million fund for the families and individuals affected by the faulty air bags as part of the Justice Department deal. The device that inflates Takata air bags was found to explode in certain instances, sending shrapnel into the cabin of the car. The defect has been blamed for 11 deaths and roughly 180 injuries in the United States, according to NHTSA, as well as others around the globe. The allegations raise new questions about who should shoulder blame for the deaths and injuries the air bags caused. The agreement reached with the Justice Department claims that Takata deliberately omitted or falsified data to make its air bags appear safer, then passed the doctored information on to automakers. Automakers said in court documents last Thursday that Takata’s deception should exonerate them of liability. But the documents filed Monday say automakers nevertheless had independent information that the air bags were faulty and chose to continue installing them in millions of vehicles. “For the automotive defendants to call themselves victims insults the real victims here — hundreds of people who have been seriously injured or killed by a device that was [supposed] to protect them, and tens of millions of vehicle owners who have been forced to bear the risk of such injury and incurred substantial economic damages,” the documents say. Attorneys representing people injured by the faulty airbags initially filed their civil lawsuit against Takata and seven different car makers in 2015. Takata filed its own court update on Monday. The company said its agreement with the Justice Department should have “limited (if any) impact” on the pending civil litigation because it does not address Takata’s liability in the particular case. Although Takata has admitted to providing automakers with false safety information, the company’s agreement “does not stat that this conduct caused the field ruptures and recalls, or the alleged economic harm resulting therefrom.” Toyota and Ford declined to comment on the accusations. Nissan and BMW did not immediately return requests for comment. In court documents, lawyers allege that Honda was “intimately involved” with the design of Takata’s air bags and that at least two air bag inflaters ruptured during testing at Honda’s facilities in 1999 and 2000. Honda used the air bags anyway, according to the court documents, and at least 77 air bags ruptured on the road before the company implemented a nationwide recall. Honda called the allegations that it used the air bags despite safety concerns “categorically false” and pointed to the Takata settlement as evidence that automakers were misled to believe the product met safety standards. “The reality is that when Honda learned of the risks that these air bag inflaters presented, Honda reacted promptly and appropriately by issuing safety recalls and replacing the affected Takata air bag inflaters at no charge to its customers,” the company said in a statement.

Give the folks at Watts Mack (provider of the BMT website) a call at 1-888-304-6225. 84QS51 and 84QS52 (complete assemblies)

As I mentioned above, Great Coastal ran 250hp Caterpillar engines in their Freightliner COEs that were governed at 1600rpm. They were engineered to lug and deliver great MPG, which they did. So it's no surprise to me that Preston did well with their eco-spec 290hp engine. Preston did not run Macks, but the company had the most wonderful group of people I've ever met.

Today's disc brakes, all essentially proven tech from Europe, would be a great move on any brand truck. I'd stay away from Twin Y. It's an experiment gone wrong......dealers can't give them away.