kscarbel2

If they don't sell the D16 in Australia, they'd have to reflect on whether or not they want to be in the country at all. That said, it's fair to question why is Volvo willing to export a small quantity of D16s to Australia every year, when it could sell far more in the US market if it offered a Super-Liner type product.......as well as a better-adapted North American market Titan? I suspect, with its current (Delphi) unit pump injection, the D16 can meet the upcoming emissions regs.

Scania Press Release / February 2, 2017 Scania Launches Scania Growth Capital for Investments in High-growth Companies With Strategic Relevance to its Ecosystem in the Transport- and Automotive Industries. Henrik Henriksson, Scania's President and CEO, says: "Through Scania Growth Capital, Scania is looking to invest in promising, innovative and entrepreneurial companies. Gaining insight and early access to business models, technology and ideas that can change the environment in which we are active will further strengthen us in the future." Scania Growth Capital will be exclusively operated and advised by an external investment team with extensive experience from venture and growth capital business as well as from the automotive industry. Scania is already active in several partnerships that drive the shift towards sustainable transport systems, both with customers, academia and other tech-companies. This initiative reaches a segment of complementing companies, giving Scania an opportunity to tap into early development and innovation that is industry-relevant, but outside its own core operations. It also provides a platform where Scania can contribute with a large ecosystem, as well as broad and deep industry knowledge, which will add great value to the portfolio companies. Venture capital veteran Lars-Olof Gustavsson has been appointed chairman of Scania Growth Capital and also acts as chairman of the external investment company. "In the ongoing technology shifts, it will be essential to select and collaborate with the companies and initiatives with the greatest potential to support Scania's continued development and growth," says Gustavsson. "I am looking forward to working with Scania Growth Capital in attracting the most strategic and promising companies to partner with Scania." Scania Growth Capital will evaluate investment proposals broadly. They may include, but are not limited to, companies with products, solutions or services in digitalisation, autonomous vehicles, connectivity, hybridisation, renewable fuels and smart factory. For more information on investment criteria please see scania.com/group/en/investment-criteria and http://www.scania.com/group/en/section/innovation/scania-growth-capital/.

Cruising in the Cruiser Matt Wood, Trade Trucks AU / February 1, 2017 Testing the work-focused fourby down the Pacific Highway from Brisbane to Sydney and back to see how it copes with a couple of long runs and a country interlude There are some lessons that have to be learned the hard way. For example, I recently learnt that it’s not really advisable to try and park a 70 Series Landcruiser anywhere near Sydney’s CBD. Especially the Rocks area. However, after a couple of failed car park entries (too high) and multiple 43 point turns on back streets I finally found a spot I could legally occupy. I was sweating by the end. Of course, nobody with a modicum of sense would use an LC79 as an inner city commuter. The recently revamped workhorse fourby is the staple of mining companies, cockies and an aspirational get away truck for the masses. It ain’t no shopping trolley. The latest update revised gearing in the 5-speed box but didn’t add another gear. Much to the annoyance of it’s loyal adherents. However, the taller ratios for 2nd gear and 5th gear has led Toyota to claim much improved highway fuel economy as well as better driveability. I’ve had plenty of opportunities to play with the ‘Cruiser off-road, and in stock form it remains a formidable mudslinger. Especially when optioned with front and rear diff-locks. The last update also included the addition of traction control and electronic stability, which may make the Toyota sound like it’s going soft. The reality is that off-road the traction control actually helps the truck when crawling over rough obstacles rather hinder it. If a wheel breaks traction power is directed to another wheel to keep you moving rather than roaring up a bushy hillside with the engine roaring and rocks flying. But these things also do plenty of long distance highway kilometres. So I took my LC79 single cab for a run down the Pacific Highway from Brisbane to Sydney and back to see how the work focused fourby coped with a couple of long runs and a country interlude along the way. This single cab copped the bulk of changes and improvements from the update. An all-important 5 star ANCAP crash rating was needed to keep the tough Tojo on the radar of mining and civil contractors. So the single cab gets more airbags than it’s dual cab, wagon and troopy stable mates. It also got a heavier, stiffer chassis and an extra cross-member as well as softer tune on the rear leaf springs to make it ride better when unladen on crap roads. The narrow rear wheel track remains unchanged from previous models yet from the outside some subtle and not so subtle panel changes have taken place. This apparently keeps pedestrians safer (without a bull-bar of course) and a larger bonnet bulge helps with heat rejection from the 4.5 litre Euro 5 EGR V8. On paper that bent eight turbo-diesel looks a little anemic in terms of output. 151kW and 430Nm seems pretty tame when compared to some ute engines half it’s size. But, it’s such a delightfully un-stressed engine in stock form. In fact the aftermarket has proved that the engine is easily capable of much more power without a great deal of intervention. And torque is available from very low in the rev range, just 1200rpm in fact. Maximum power is at just 3400rpm. You also get the feeling that the modest spec from this power plant will serve it well in the long run. The move to Euro 5 saw the addition of an active regeneration Diesel Particulate Filter (DPF) which will perform a burn off once the DPF get’s clogged with soot. The 200 Series wagon with the twin-turbo version of the same donk also does this automatically however it doesn’t have the parked regen option like the 70 series does. This is mainly because the 70 series won’t perform a regen at speeds of under 80km/h. If the DPF clogs up because the truck is just wandering around a mine site it needs the option of doing a parked burn off. I would however, like to see a DPF status gauge (like that used on the Euro 5 HiAce van) on the LC79. As it stands the first you know of it needing a burn off will be when a light comes up on the dash. If you’re heading into a sensitive site it would be nice to be to check the DPF soot level and have the option of doing a parked burn before heading in. Unlike every other ute on the Aussie market (save imported American pick ups) it can legally carry a tonne on its back and tow 3,500kg. The already expensive LC79 also saw a price hike of 5 grand which will no doubt raise the eyebrows of some. And air conditioning is still a 3K option! But perhaps the LC79 is best seen in the context of being a commercial light truck rather than a ute. It’s certainly engineered that way. From that point of view it’s priced pretty close to the mark when compared to car-licence 4x4 truck offerings from Isuzu, Fuso and IVECO. And as I found out, it’s a damn sight more confortable on a long haul than any forward control light truck I’ve driven. And doubly so off-road. The big diesel 8-iron makes a satisfying if subdued burble when hauling the highway and has plenty of legs for overtaking. The tacho now sits on 2,000rpm at 100km/h for improved economy and it will comfortably cruise at 110km/h. Our GXL was a little more cushy inside compared to the Spartan Workmate variants. The seating provided good support for hours in the saddle as well. The tilt/telescope wheel was also a nice touch and oft overlooked in vocational rigs like this. The revised ‘box ratios have improved driveability however, you still get the best results by skip shifting through the cogs like a truck. Very rarely did the revised 2nd gear get a look in. The power, reception, sound and range of the radio was pretty disappointing and it struggled to hold onto FM stations for very long while traveling. I realize that this is just a minor gripe but this truck is most often found out the back of beyond so it would be nice if it had a decent wireless (sorry just found an excuse to use an old man word). Wind noise also makes the Bluetooth useless at highway speeds. This isn’t a wind tunnel styled wagon! I stopped at a mate’s farm along the way to get a bit of off-road action in... and scare his horses. The new auto locking hubs do make life easier on what is still an old-school fourby in many ways. The dealer fit tray has a lot of space but in serious off-road situations it has a little too much overhang at the rear. Inner-city Sydney antics aside it was a comfortable cruise in the ‘Cruiser. It plants itself on the road and steers well for an empty truck. Twenty hours in the saddle over the two legs of the trip still saw me walking upright and able. Toyota is claiming improved fuel economy for the LC79 of 10.7l/100km combined. My truck was still a little green with only 860km on the clock when I picked it up. However over 2,134km my combined average was 13.5l/100km. Still not too shabby for a slab sided commercial vehicle. It’s still a comfy truck for long-haul cruises and dirty detours. Just don’t try and join the latte set when parking it. Photo gallery - https://www.tradetrucks.com.au/product-news/1702/cruising-in-the-cruiser

Big Bore Business as Usual for Volvo and Mack (in Australia) Owner/Driver / February 1, 2017 Volvo Group Australia (VGA) has moved quickly to bluntly refute competitor rumours that the future of its highly successful 16 litre engine is under threat. The rumours have emerged in the wake of a recent North American decision to discontinue production of the Volvo D16 and Mack MP10 engines due to a decline in market demand in the US. However, according to senior VGA sources, the decision impacts engines produced in North America only and will have absolutely no bearing on Australian operations where the popular D16 and MP10 engines are sourced from Sweden with current Euro V emissions technology. VGA insists demand for the high horsepower heavy-duty vehicles continues to climb in Australia, with the Volvo FH600, FH700, and Mack Super-Liner playing critical roles and continuing to increase market share in the heavy-duty sector.

Volvo drops D16 engine in North America Trade Trucks AU / January 27, 2017 Move sees Mack MP10 and Titan prime mover cancelled Volvo Trucks North America has blamed a lack of demand and "operating requirements" for the demise of the heavy-haulage focused D16 engine in the region. Caught up is the region’s Mack Titan prime mover and D16-based MP10 engine, though the move will reportedly leave the D11, D13 and Cummins X15 engines unaffected. Canning the 550-625hp (410-466kW) D16 was not on the radar 10 months ago, when Volvo was unveiling its 2017 North American engine updates. At that time, production for this year’s iteration was due this month. US publication Fleetowner quoted a local Volvo spokesman as saying "limited market demand for this engine displacement and the long-term investment that would be required to maintain the D16 for the unique operating requirements of the North American market" were behind the decision. Long-haul operators were also being attracted to the D13 engine’s fuel efficiency. For Mack, the Titan’s work could already be handled by the Granite and Pinnacle models. A Volvo spokesman tells ATN there will be no Australian impact from the decision.

Transport Engineer / January 30, 2017 Retailer Iceland has placed an order for 79 Renault Range T tractors, and has appointed two Renault dealers to run its vehicle maintenance units (VMUs) in Enfield and Swindon. The latest order, which brings Renault’s share of the Iceland fleet to 53%, is for 75 Range T460 4x2s to service the retailer’s stores in the south of England, with four more Range Ts to use on its driver of the year scheme. All vehicles are fitted with driver aids including emergency brake assist, forward-facing cameras and Renault’s Optifleet telematics system, which allows Iceland to monitor driver behaviour through a dedicated portal. Dave Rowlands, Iceland’s contracts and commercial manager, says the two organisations have built “a solid working relationship” since 2009. “We have worked together to develop the specification of the current vehicles and we have been very pleased with the existing trucks which are performing very well, have great driver appeal and deliver good fuel returns,” he says. Dealers Norfolk Truck and Van and Sparks Commercials have also won the tender to run Iceland’s VMUs in Enfield and Swindon, and will be responsible for delivering all vehicle maintenance, inspections and MOT preparation for all vehicle makes, including trailers and tail-lifts. Rowlands says: “The majority of our fleet in Enfield and Swindon are Renault trucks, so it made perfect sense for a Renault Trucks dealer to manage the maintenance in our onsite VMUs. Cost was also a factor as well as the option for additional support from local dealerships and the national support from Renault Trucks as a whole.” As well as supplying vehicles, Renault Trucks has also supported Iceland’s driver of the year competition since 2012, with four winners each year receiving an up-spec Renault tractor in a unique livery and a visit to the manufacturer’s factory in Lyon. .

Longer semi-trailer trial extension welcomed by road transport industry Commercial Motor / February 2, 2017 Trailer manufacturers and trade associations have welcomed the decision to extend the longer semi-trailer trial in scope and length. Last week the DfT said an additional 1,000 longer semi-trailers are to be made available and the trial extended by five years. The department added that details on how to apply for the trailer allocations would be available soon. Changes to the reporting structure are also expected to be announced. Launched in 2012, the trial has, after a slow start, increased to encompass 1,800 longer semi-trailers at the 14.6m and 15.65m maximum length – the latter of which has proved the most popular among operators. FTA head of engineering Andy Mair said: “The FTA fully supports any increase in the number of trailers under trial. These types of initiatives play an important part in the logistics industry’s efforts to reduce carbon emissions. “Through this trial, industry and government are working to understand the benefits – in terms of reduced mileage and emissions – of larger vehicles, while keeping a close eye on safety.” RHA director of policy Jack Semple said: “The permit allocation will give equal opportunity to small firms. It is the right measure, in the right way for the right reasons. The trial boosts productivity and safety, and reduces emissions.” SDC Trailers commercial director Paul Bratton agreed. “The trial has been a huge success, and while the trailers don’t suit every operation, it has brought enquiries and requests for more licences as hauliers see the benefits and flexibility these trailers offer,” he said. Don-Bur marketing manager Richard Owens (a longer semi-trailer supplied to Ceva pictured) said: “Many operators will be delighted with the possibilities afforded by an increase in the number of permissible longer semi-trailers. Particularly where operators are not limited by weight, longer semi-trailers, with a maximum capacity of 60 UK pallets, are the most cost-efficient method of trunking goods.” Commercialmotor.com understands the allocation cap on the number of longer trailers for any one company is likely to be maintained, meaning an allocation of up to 20% of fleet size, or 180 trailers, is the limit for operators.

Commercial Motor TV - sponsored by DAF Trucks / February 2, 2017 .

Commercial Motor / January 26, 2017 .

.

The answer is.........Renault's "truck people" are wonderful to work with. Contrary to what Volvo Group appears to think, the folks at Renault actually know something about trucks, having sold thousands and thousands for decades before Volvo was in the picture.

Paccar Achieves Very Good Annual Revenues and Profits Paccar Press Release / January 31, 2017 Increased Market Share and Strong European Truck Market Drive Results “PACCAR reported very good annual revenues and profitability in 2016. PACCAR achieved its 78th consecutive year of net income,” said Ron Armstrong, chief executive officer. “PACCAR’s financial results reflect the company’s premium-quality products and services, increased European truck deliveries, higher truck market share, and good aftermarket parts and PACCAR Financial Services results. I am very proud of our 23,000 employees who have delivered outstanding products and services to our customers.” PACCAR’s consistent profits and strong cash flow have enabled the company to invest in its core markets while expanding its presence in emerging markets. “PACCAR is well-positioned for long-term growth with investments in new state-of-the-art DAF, Kenworth and Peterbilt vehicles, durable PACCAR engines, innovative aftermarket parts and service capabilities, factory enhancements, and truck technologies that increase vehicle fuel-efficiency and reliability,” added Armstrong. Very Good Revenue and Net Income PACCAR achieved fourth quarter 2016 net sales and financial service revenues of $4.07 billion compared to $4.36 billion for the same period in 2015. PACCAR earned $288.8 million ($.82 per diluted share) for the fourth quarter of 2016 compared to $347.2 million ($.98 per diluted share) in the fourth quarter of 2015, which reflects lower truck deliveries in North America. PACCAR achieved revenues of $17.03 billion in 2016 compared to revenues of $19.12 billion in 2015. PACCAR reported net income of $521.7 million ($1.48 per diluted share) in 2016, including an $833.0 million non-tax-deductible, non-recurring charge for a European Commission (EC) settlement. Excluding the non-recurring charge, PACCAR reported adjusted net income (non-GAAP) of $1.35 billion ($3.85 per diluted share) in 2016. The company earned $1.60 billion ($4.51 per diluted share) in 2015. Dividends and Stock Repurchases PACCAR declared cash dividends of $1.56 per share during 2016, including a special dividend of $.60 per share paid in January 2017. PACCAR has paid a dividend every year since 1941. PACCAR repurchased 1.38 million of its common shares for $70.5 million in 2016. PACCAR’s total shareholder return was 38.3 percent during 2016, compared to the S&P 500 Index return of 11.9 percent. PACCAR’s shareholder return has exceeded the S&P 500 Index return for the previous one-, five-, fifteen- and twenty-year periods. Business Highlights – 2016 PACCAR delivered 140,900 vehicles worldwide. PACCAR invested $649.9 million in capital projects and research and development. Kenworth and Peterbilt achieved Class 8 retail market share of 28.5 percent in the U.S. and Canada (27.4 percent in 2015). DAF achieved above 16-tonne market share of 15.5 percent in Europe (14.6 percent in 2015). PACCAR introduced the PACCAR MX-11 engine in North America. PACCAR launched a proprietary PACCAR tandem axle in North America. DAF launched the DAF Connect telematics system. PACCAR Australia introduced Kenworth’s new T610 truck. PACCAR Parts opened a new 160,000 square-foot Parts Distribution Center (PDC) in Renton, Washington. PACCAR has implemented over 36,000 Six Sigma projects since 1997. Financial Highlights – Fourth Quarter 2016 Highlights of PACCAR’s financial results during the fourth quarter of 2016 include: Quarterly consolidated net sales and revenues of $4.07 billion. Net income of $288.8 million. Cash provided by operations of $810.3 million. PACCAR Parts pretax income of $137.5 million. Research and development expenses of $67.6 million. Capital investments of $136.9 million. Manufacturing cash and marketable securities of $2.92 billion at December 31, 2016. Financial Highlights – Full Year 2016 Highlights of PACCAR’s financial results during 2016 include: Consolidated net sales and revenues of $17.03 billion. Net income of $521.7 million. Adjusted net income of $1.35 billion (non-GAAP), excluding an $833.0 million non-recurring charge for the EC settlement. PACCAR Parts pretax income of $543.8 million. Financial Services pretax income of $306.5 million on assets of $12.19 billion. Cash provided by operations of $2.30 billion. Dividends declared of $547.9 million. Medium-term note (MTN) issuances of $1.94 billion. Stockholders’ equity of $6.78 billion. Global Truck Markets DAF’s above 16-tonne market share in Europe increased to 15.5 percent in 2016, compared to 14.6 percent last year. “Our customers recognize DAF’s quality leadership, low operating costs and superior driver comfort,” said Preston Feight, DAF president. “European industry truck sales above 16-tonnes were a robust 303,000 trucks in 2016, compared to 269,000 trucks last year. The strong heavy truck market and growth in market share generated record DAF registrations. It is estimated that European truck industry sales in the above 16-tonne market in 2017 will be another strong year in the range of 260,000-290,000 trucks.” “Class 8 truck industry retail sales in the U.S. and Canada were 216,000 units in 2016, compared to 278,000 vehicles sold in 2015,” said Gary Moore, PACCAR executive vice president. “Truck demand is supported by good economic growth, strong freight tonnage and low fuel prices. PACCAR’s excellent fourth quarter Class 8 retail market share of 30.4 percent in the U.S. and Canada increased its full year 2016 market share to 28.5 percent, compared to 27.4 percent in full year 2015. Customers benefited from Kenworth and Peterbilt vehicles’ industry-leading fuel efficiency and performance.” Estimates for U.S. and Canada Class 8 truck industry retail sales in 2017 are in the range of 190,000-220,000 trucks. DAF Brasil increased production and market share in 2016 and completed its first year of production of the PACCAR MX-13 engine. “We are pleased that DAF Brasil was honored by Fenabrave, the national industry dealer association in Brasil, as the most desired truck brand in Brasil in 2016,” said Marco Davila, PACCAR vice president. PACCAR Parts Achieves Excellent Quarterly Results “PACCAR’s aftermarket parts business achieved fourth quarter pre-tax income of $137.5 million, nine percent higher than the $125.6 million earned in the fourth quarter of 2015,” said David Danforth, PACCAR Parts general manager and PACCAR vice president. “Annual revenues were $3.01 billion and pretax profit was $543.8 million in 2016. PACCAR Parts’ business has been supported by investments in distribution, technology and products. A growing population of Kenworth, Peterbilt and DAF trucks powered by PACCAR engines has contributed to good parts and service business.” “PACCAR’s 17 PDCs support over 2,100 DAF, Kenworth and Peterbilt dealer locations to deliver industry-leading customer service,” said Laura Bloch, PACCAR Parts assistant general manager. “PACCAR opened a new 160,000 square-foot distribution center in Renton, Washington in 2016 and will begin construction of a new 160,000 square-foot distribution center in Toronto, Canada in 2017.” PACCAR Australia Launches Kenworth T610 Truck PACCAR Australia launched the Kenworth T610 truck in the fourth quarter of 2016. The Kenworth T610 represents the largest product investment in PACCAR Australia’s 45-year history. PACCAR engineers designed the Kenworth T610 specifically for Australia’s demanding road transport market. “The new 2.1 meter cab features more driver space, enhanced visibility and excellent ergonomics. The Kenworth T610 delivers industry-leading durability, reliability and fuel efficiency,” said Andrew Hadjikakou, PACCAR Australia general manager. PACCAR opened its Kenworth plant in Bayswater, Australia in 1971. Kenworth is the industry leader in the above 16-tonne truck market with a market share of 20 percent in 2016. PACCAR Australia employs over 800 people and supports customers through 80 independent dealer locations. PACCAR Australia supports employees’ communities with philanthropic support of leading institutions, such as The University of Melbourne and The Royal Melbourne Hospital. PACCAR Engine Update PACCAR has installed over 130,000 PACCAR MX-13 and PACCAR MX-11 engines in Kenworth and Peterbilt trucks in North America since the PACCAR Mississippi engine factory began production in mid-2010. In the fourth quarter of 2016, the PACCAR MX-13 and PACCAR MX-11 engines were installed in 47 percent of Kenworth and Peterbilt heavy-duty trucks in the U.S. and Canada. Landon Sproull, PACCAR vice president, said, “the PACCAR MX-13 and PACCAR MX-11 engines are designed to deliver optimum performance and fuel economy, industry-leading durability and reliability, and a quiet operating environment for the driver. The 2017 PACCAR MX-13 and PACCAR MX-11 engines include technology enhancements that increase horsepower and torque output, extend service intervals, and provide customers with up to four percent fuel economy gains.” Increased Investments in Product Development and Aftermarket Support PACCAR’s consistent profits, strong balance sheet, and intense focus on quality, technology and productivity have enabled the company to invest $6.1 billion in world-class facilities, innovative products and new technologies during the past decade. “Capital of $402.7 million and R&D expenses of $247.2 million were invested in new products and enhanced manufacturing facilities in 2016,” said Harrie Schippers, PACCAR senior vice president. “In 2017, capital expenditures are projected to be $375-$425 million and research and development expenses are estimated to be $250-$280 million. PACCAR is investing for growth in its integrated PACCAR powertrain components, advanced driver assistance and truck connectivity technologies, and enhanced manufacturing and parts distribution facilities.” DAF is constructing a new $110 million environmentally friendly, robotic cab paint facility at its factory in Westerlo, Belgium, which will increase cab capacity and efficiency, and minimize emissions and energy consumption. The facility is expected to open in mid-2017. “This strategic investment will support DAF’s market share growth and reflects DAF’s leadership in producing high quality vehicles,” noted Preston Feight, DAF president. Financial Services Companies Achieve Good Annual Results PACCAR Financial Services (PFS) has a portfolio of 178,000 trucks and trailers, with total assets of $12.19 billion. PacLease, a major full-service truck leasing company in North America and Europe with a fleet of over 38,000 vehicles, is included in this segment. “PFS portfolio performance contributed to good results in 2016,” said Bob Bengston, PACCAR senior vice president. PFS achieved fourth quarter 2016 pretax income of $77.9 million compared to $89.9 million earned in the fourth quarter of 2015. Fourth quarter 2016 revenues were $303.7 million compared to $292.8 million in the same quarter of 2015. PFS earned $306.5 million of pretax profit in 2016 compared to $362.6 million in 2015, and revenues were $1.19 billion in 2016 compared to $1.17 billion in 2015. For more information, the downloadable Q4 financial report is available here: http://www.daf.com/en/news-and-media/articles/global/2017/q1/31-01-2017-paccar-achieves-very-good-annual-revenues-and-profits

Scania Trucks Press Release / January 27, 2017 Scania recalls soft toy Product safety recall: Teddy bear with blue zipper vest. Identification number: P/N 2199875 Scania has issued a product safety recall of a teddy bear with a blue zipper vest. The zipper could come loose and could pose a risk of choking. No incidents have been reported. Customers are asked to immediately stop using the teddy bear and return it to any Scania dealer for a full refund. The nearest Scania dealer can be found by using the Scania Dealer Locator online service, https://www.scania.com/global/en/home/dealer-locator.html. The product has been sold at Scania dealer shops, at Scania shops during events and exhibitions and at the webshop. A total of 7,531 teddy bears have been sold across the world. We apologise for any inconvenience. .

Iveco Trucks Press Release / January 31, 2017 .

Kenworth Truck Company Press Release / February 1, 2017 Kenworth Class 8 trucks are now standard with the lightweight, Meritor® MFS+™ front steer axle series for linehaul applications. The new axle is available in standard and wide track configurations, with a gross axle weight rating (GAWR) of 12,000 and 13,200 pounds. The Meritor MFS+ axle saves weight, enhances performance, and reduces service time. The new axle’s optimized gooseneck beam design provides a stronger, lightweight package. The low-profile design element simplifies integration into the chassis to reduce maintenance costs. The axle also offers high-angle turning capacity up to 55 degrees and is compatible with air disc brakes and all drum brakes. An offset knuckle, with integrated torque plate and tie rod arms, is available with air disc brake applications. It eliminates the need for separate torque plate and fasteners, saving an additional 15 pounds compared to the current air disc brake installation. The new design also reduces space constraints for easier access by technicians. The MFS+ is designed for mounting each brake at “12-o’clock” for easy removal. Overall the MFS+ with integrated torque plates and tie rod arms may reduce weight by up to 85 pounds – depending on brake and axle configuration – resulting in increased payloads. For more information, visit www.meritor.com. .

Renault Trucks’ global sales results.....versus the Volvo brand: January 2015 Renault up 24% Volvo down 4% February 2015 Renault up 26% Volvo down 13% 1st quarter 2015 Renault up 35% Volvo down 8% April 2015 Renault up 12% Volvo up 9% May 2015 Renault up 5% Volvo down 1% 2nd quarter 2015 Renault up 7% Volvo down 4% July 2015 Renault up 8% Volvo down 5% August 2015 Renault up 60% Volvo down 6% 3rd quarter 2015 Renault up 20% Volvo down 2% October 2015 Renault up 16% Volvo down 1% November 2015 Renault up 54% Volvo down 10% 4th quarter 2015 Renault up 29% Volvo down 7% Full Year 2015 Renault up 22% Volvo down 4% 1st quarter 2016 Renault up 8% Volvo down 8% 2nd quarter 2016 Renault up 12% Volvo down 9% 3rd quarter 2016 Renault down 5% Volvo down 12% 4th quarter 2016 Renault down 5% Volvo down 8% Full Year 2016 Renault up 2% Volvo down 9%

The Numbers In Q4 2016, sales (deliveries) from Volvo Group’s truck operations amounted to 50,489* units, down 10 percent from 56,198 units in Q4 2015. Volvo brand Q4 2016 truck sales (overall) fell to 27,934 units globally, down 8 percent from 30,201 units in Q4 2015. Volvo brand Q4 2016 truck sales in North America plunged to 4,458 units, down 49 percent from 8,756 units in Q4 2015. This follows another 49 percent sales decline in Q3 2016 versus Q3 2015. Volvo brand Q4 2016 truck sales in Europe rose to 16,146 units, up 20 percent from 13,408 units in Q4 2015. Volvo brand Q4 2016 truck sales in Africa/Oceania (includes Australia, New Zealand) rose to 1,189 units, up 3 percent from 1,155 units in Q4 2015. Mack brand Q4 2016 truck sales (overall) plunged to 4,119 units globally, down 42 percent from 7,057 units in Q4 2015. Mack brand Q4 2016 truck sales in North America plunged to 3,551 units, down 46 percent from 6,553 units in Q4 2015. Mack brand Q4 2016 truck sales in South America rose to 257 units, up 14 percent from 226 units in Q4 2015. Mack brand Q4 2016 truck sales in Africa/Oceania (includes Australia, New Zealand) rose to 311 units, up 12 percent from 278 units in Q4 2015. Renault Truck Q4 2016 brand sales (overall) fell to 13,191 units globally, down 5 percent from 13,829 units in Q4 2015. Renault Truck Q4 2016 brand sales in Europe fell to 11,602 units, down 7 percent from 12,508 units in Q4 2015. UD (Nissan Diesel) Q4 2016 brand sales (overall) rose to 5,245 units, up 3 percent from 5,111 units in Q4 2015. UD (Nissan Diesel) Q4 2016 brand sales in Asia rose to 4,528 units, up 8 percent from 4,201 units in Q4 2015. Total Global Deliveries by Brand Q4 2016 Q4 2015 % Change Volvo 27,934 30,201 -8 Renault Trucks 13,191 13,829 -5 UD (Nissan Diesel) 5,245 5,111 3 Mack 4,119 7,057 -42 Total Deliveries 50,489 56,198 -10 Total Global Deliveries by Truck Size Q4 2016 Q4 2015 % Change Heavy Duty (>16 metric tons) 42,223 47,411 -11 Medium Duty (7-16 metric tons) 4,131 3,960 4 Light Duty (<7 metric tons) 4,135 4,827 -14 Total Deliveries 50,489 56,198 -10 Total Global Deliveries by Region Q4 2016 Q4 2015 % Change Europe 27,748 25,917 7 North America 8,105 15,389 -47 South America 2,590 3,108 -17 Asia 8,762 8,758 0 Africa & Oceania* 3,284 3,026 9 Total Deliveries 50,489 56,198 -10 * includes Australia, New Zealand For full year 2016, sales (deliveries) from Volvo Group’s truck operations amounted to 190,424* units, down 8 percent from 207,475 units in 2015. Volvo brand full year 2016 truck sales (overall) fell to 102,857 units globally, down 9 percent from 113,066 units in 2015. Volvo brand full year 2016 truck sales in North America plunged to 21,686 units, down 44 percent from 38,890 units in 2015. Volvo brand full year 2016 truck sales in Europe rose to 55,013 units, up 19 percent from 46,036 units in 2015. Volvo brand full year 2016 truck sales in Africa/Oceania (includes Australia, New Zealand) fell ten units slightly to 4,954, from 4,964 units in 2015. Mack brand full year 2016 truck sales (overall) plunged to 18,846 units globally, down 31 percent from 27,411 units in 2015. Mack brand full year 2016 truck sales in North America plunged to 17,167 units, down 32 percent from 25,302 units in 2015. Mack brand full year 2016 truck sales in South America plunged to 706 units, down 36 percent from 1,110 units in 2015. Mack brand full year 2016 truck sales in Africa/Oceania (includes Australia, New Zealand) rose to 971 units, up 1 percent from 958 units in 2015. Renault Truck full year 2016 brand sales (overall) rose to 47,983 units globally, up 2 percent from 46,973 units in 2015. Renault Truck full year 2016 brand sales in Europe rose to 42,896 units, up 6 percent from 40,411 units in 2015. UD (Nissan Diesel) full year 2016 brand sales (overall) rose to 20,738 units, up 4 percent from 20,025 units in 2015. UD (Nissan Diesel) full year 2016 brand sales in Asia rose to 17,091 units, up 7 percent from 16,042 units in 2015. Total Global Deliveries by Brand 2016 2015 % Change Volvo 102,857 113,066 -9 Renault Trucks 47,983 46,973 2 UD (Nissan Diesel) 20,738 20,025 4 Mack 18,846 27,411 -31 Total Deliveries 50,489 56,198 -10 Total Global Deliveries by Truck Size 2016 2015 % Change Heavy Duty (>16 metric tons) 158,025 176,589 -11 Medium Duty (7-16 metric tons) 15,691 14,749 6 Light Duty (<7 metric tons) 16,708 16,137 4 Total Deliveries 50,489 56,198 -10 Total Global Deliveries by Region 2016 2015 % Change Europe 97,909 86,448 13 North America 39,193 64,507 -39 South America 9,442 11,069 -15 Asia 31,502 31,979 -1 Africa & Oceania* 12,378 13,472 -8 Total Deliveries 50,489 56,198 -10 * includes Australia, New Zealand * Excluding Dongfeng, Dongvo (UD China) and VE Commercial Vehicles (Eicher)

Volvo Group Press Release / February 1, 2017 THE FOURTH QUARTER 2016 In Q4 2016 net sales increased by 4% to SEK 82.6 bn (79.6). Adjusted for currency movements and acquired and divested units sales decreased by 1%. Adjusted operating income in Q4 2016 amounted to SEK 5,660 M (4,573), corresponding to an operating margin of 6.9% (5.7), excluding a capital gain on the sale of real estate of SEK 1,371 M. Currency movements had a positive impact on operating income of SEK 336 M. Operating cash flow in the Industrial Operations amounted to SEK 4.8 bn (14.7). Adjusted for the EU antitrust investigation and the sale of real estate, operating cash flow was SEK 8.7 bn. THE FULL YEAR 2016 For the full year 2016 net sales decreased by 3% to SEK 301.9 bn (312.5). Adjusted operating income amounted to SEK 21,094 M (20,235) corresponding to an operating margin of 7.0% (6.5). Operating cash flow in the Industrial Operations amounted to SEK 3.5 bn (18.3). The Board of Directors proposes a dividend of SEK 3.25 per share (3.00). CEO’S COMMENTS Improved underlying performance on lower volumes 2016 was a year with somewhat lower volumes. Our revenues declined by 3% to SEK 302 bn. Nonetheless, our profitability improved with an adjusted operating margin of 7.0% for the full year 2016. This reflects our ability to manage volume changes in different regions as well as continued cost reductions and productivity improvements. The fourth quarter followed the pattern of previous quarters with somewhat improved profitability on lower volumes. Adjusted operating income was SEK 5,660 M, corresponding to a margin of 6.9% (5.7). In Europe, truck demand continues to be high due to good freight volumes combined with low fuel prices and interest rates that support our customers’ profitability. Volvo Trucks improved its market share to a historically high level of 16.9%, while Renault Trucks came in slightly lower than the previous year on 8.1%. The downward correction in the North American highway segment continued, but with some signs of stabilization as the industry’s inventory of new trucks came down to more healthy levels. However, there is still an overhang of used trucks in the market that will continue to dampen demand. The Japanese market is continuing to move side-ways at high levels, while there is still no sign of a recovery in the Brazilian truck market. In total, we delivered 50,489 trucks in the fourth quarter, which is 10% less than the preceding year. However, sales in our service business picked up and grew by 2% in local currencies. Profitability in Trucks improved and the adjusted operating margin was 8.7% (7.9). Global demand for construction equipment was roughly flat in 2016. However, there are now some signs of improving demand in Asia. Volvo CE continues to gain market share in its stronghold segments – excavators, wheel loaders and articulated haulers – and the fourth quarter turned positive with 19% higher machine deliveries year on year. The adjusted operating income improved to SEK 494 M corresponding to a margin of 3.8% (-1.7). The on-going work to strengthen Volvo CE’s competitive-ness is yielding result. During the quarter further steps were taken. A new and more efficient R&D organization will be implemented and we have also decided that Volvo CE will fit the Group’s in-house 8 liter engine into mid-sized excavators and wheel loaders replacing externally sourced engines. Furthermore, Volvo CE’s headquarters will be moved to Gothenburg to facilitate closer cooperation with the Group’s other business areas and operations. Buses profitability was slightly lower than in the previous year as a result of lower volumes. The adjusted operating margin was 3.3% (4.0) in the quarter. Volvo Penta had yet another strong quarter with sales growth within marine diesel and off-road engines. Operating income amounted to SEK 156 M corresponding to a margin of 6.5% (6.3). Financial Services improved earnings while increasing the share of the Group’s products financed. Operating income in the quarter was SEK 567 M and return on equity for the full year 2016 was 13.7% (13.4). 2016 was my first full year with the Volvo Group. We finalized the restructuring program and the goal to have a SEK 10 billion lower structural cost level in 2016 compared with 2012 was achieved. During the year we also took two important steps to optimize our business portfolio with the divestment of our external IT business and start-up of the process to divest Governmental Sales. We have also made a review of Volvo CE’s performance. After a couple of years with extraordinary growth, the construction equipment market witnessed a sharp decline in global demand, especially in China. This led to declining sales and unsatisfactory profitability affecting the entire industry, including Volvo CE. Our response to these market conditions has been to introduce a comprehensive performance improvement plan to drive efficiency across the company. The performance plan has led to profitability improvements despite continued challenging market conditions. During the implementation of the plan additional potential has been identified. Volvo CE is expected to deliver industry leading results and over time positively contribute to the Group’s operating margin. In order for the Board of Directors of AB Volvo to be more efficient in following up and supporting the positive development of Volvo CE, while at the same time keeping full focus on the development of the Group’s truck operation, the Board has decided to establish a Volvo CE Committee. To create further simplicity, transparency and flexibility, the intention is to increase Volvo CE’s structural independence within the Volvo Group. In 2017 we will focus on leveraging the new brand-based organization in trucks that is now fully operational. We will also continue the process of decentralization and empowerment to be able to even better serve our customers. I would like to extend a thank you to all my colleagues in the Group for all the good efforts made during the year. Martin Lundstedt President and CEO For a PDF version of the report, please click here: http://www.volvogroup.com/en-en/events/2017/feb/report-on-fourth-quarter-2016.html#Select any one Anchor Name from below list

. .

Car & Driver / February 2017 It drives smaller than it looks. No, really! Longtime readers of this publication can probably recall a car review (or several) that hinged on steering feel and response. But can you name one where that specific attribute defined a full-size, heavy-duty pickup truck? The 2017 Ford F-350 Platinum is most definitely not a sports car, and yet here we are zeroing in on its steering. Steering this Review Back on Course There are myriad advancements rolled into the F-series Super Duty for 2017, including an all-new aluminum body and bed (just like the light-duty F-150), a stiffer steel frame, and a revised Power Stroke turbo-diesel 6.7-liter V-8 engine option. Yet for truckers who occasionally venture into crowded urban areas or tight worksites, the Super Duty’s new variable-ratio steering system could be its most noteworthy enhancement. The setup gives the driver the impression of greater maneuverability by, as Ford puts it, mechanically adding or subtracting rotations to driver input at the steering wheel. Said another way, for a given steering input, the front wheels will turn more at lower speeds and less at higher speeds. What’s truly special about the setup is that it’s based within the steering wheel’s hub, not in the steering gear itself, as is common. This allowed Ford to retain the F-series’ hydraulically assisted recirculating-ball steering system, simplifying the manufacturing process. How does it work? A planetary gearset mounted between the steering wheel and the steering column receives inputs from an electric motor and the steering wheel, leaving the steering shaft to the front axle as the “output.” At lower speeds, the electric motor bolsters driver inputs, turning the front wheels more for a given steering input than they would at higher speeds. The variable-ratio setup does not reduce the Super Duty’s turning circle, yet the steering definitely makes the enormous truck feel wieldier. We experienced almost no hand-over-hand flailing in parking lots—a common symptom of large trucks’ slow steering ratios—and we also noted a greater sense of stability at highway speeds. Some road feel even manages to reach the driver’s hands. Our only qualm is that on a straight road at about 40 mph, caught between “low” and “high” road speeds, the computer seems unsure of which steering ratio to select. This is felt as odd surges or unexpected sags in response to small inputs at the steering wheel and some mild wandering. The Rest of the Truck Unless you try slapping magnets on the new Super Duty’s flanks, you’d likely never know its body is now made from aluminum. The fully boxed frame remains steel. The aluminum is intended to save weight; it does, but we can’t yet speak to specifically how many pounds have been trimmed. That’s because Ford also added features for 2017 and uprated the F-350’s axles and four-wheel-drive components, adding some pounds back in. Also, this F-350 had the single-rear-wheel option, while the most recent pre-aluminum 2015 F-350 we tested had the dualie rear axle. Not-quite-apples-to-peaches, this F-350 weighed 8060 pounds, compared with the 2015 dualie model’s 8520 pounds. We can speak with more authority on the new Super Duty’s steel frame, which Ford claims is 24 times stiffer than before. The backbone indeed seems Viagra-fortified, even if the body mounts between it and the aluminum cab and bed allow some quivering. This Super Duty’s heavy-duty 350-spec suspension, which rides much harder than the more livable F-250 setup, didn’t help quell the jiggle. Ford offers the Super Duty in XL, XLT, Lariat, King Ranch, and Platinum trim levels. Our test truck came loaded up in the Platinum spec, although we photographed a King Ranch for this story. The interior is plush, with leather-wrapped seats (massaging in front), wood and metal trim, an 8.0-inch touchscreen, dual-zone automatic climate control, and more. We mention this because if this sort of luxury appeals to you more than all-out towing capability, we’d suggest sticking with the smoother-riding F-250 (or even an F-150). The F-350 is definitely a work truck underneath, so only moneyed haulers who either always have a heavy trailer in tow or load the bed often enough to calm the ride should consider the F-350 in pricey King Ranch or Platinum forms. For those who enjoy probing the outer towing limits of trucks smaller than semis, Ford boasts that the F-350 can now lug up to 32,000 pounds. Our truck had the optional gooseneck/fifth-wheel trailer attachment required for that feat, and it also came with an adjustable under-bumper receiver hitch rated for towing up to 21,000 pounds. Increasingly larger ball mounts are nested one within the other to support 2.0-, 2.5-, and 3.0-inch trailer balls. Today, the F-series trucks’ towing maximums are class leading; tomorrow, Ram or Chevrolet will surely outdo them. We didn’t explore the F-350’s towing capacity because neither a NASA space shuttle nor a fuel tanker were handy. If you tow a mere race car or travel trailer, it likely will feel as though nothing’s back there. The F-350’s frame can’t tow it alone, of course, and that’s where the revised 6.7-liter Power Stroke V-8 diesel engine comes in. Ford altered the engine’s fuel-delivery setup, turbocharger, and electronic controls to up its peak torque from 860 lb-ft to a mighty 925 lb-ft; the maximum horsepower holds at 440. This beast is an $8795 option over the standard 6.2-liter gasoline V-8, and it ably moves the F-350, unburdened or otherwise. We recorded a snappy 7.2-second zero-to-60-mph time, again, class leading (until some other HD truck beats it, of course). Engine response pulling away from a stop can seem sluggish, and that’s because the computer limits torque in the first three transmission gears (there are six total) to maintain traction while protecting the driveline. Once underway, the engine settles into a sub-2000-rpm slumber. From idle to the 3600-rpm upshift point, the diesel is smooth and so quiet that, from outside the truck, it’s difficult to distinguish from a gas mill. Braking is equally smooth, with a decently linear pedal returning a 202-foot stop from 70 mph; that qualifies as good for something that weighs four tons. We even recorded 15 mpg over the course of our test—3 mpg better than the last F-350 we tested and on par with some F-150s we’ve evaluated. What’s remarkable is that Ford packed so many updates into the Super Duty and then kept it looking largely the same. Longtime customers, we assume, will appreciate the bluff front end’s continued likeness to a barn wall. Ford did add new C-shaped LED running lights that are more than a foot tall—their lit area and the resultant illumination are so great, in fact, that someone could almost drive at night without using the truck’s actual headlamps (almost). It also sprinkled more chrome everywhere, possibly to visually justify the Platinum’s $64,780 base price. In addition to the aforementioned $8795 diesel engine, our $79,180 truck came optioned with a $390 locking rear differential, a $370 fifth-wheel prep package, $185 inflatable rear seatbelts, $95 LED clearance lamps on the roof, $165 prewired accessory switches, a $725 bed camera, and a $495 spray-in bedliner. The most expensive item outside of the engine room was the $2785 Platinum Ultimate package, which includes a panoramic sunroof, adaptive cruise control, lane-departure warning, and 360-degree cameras. To us, though, the only must-have option is the maneuverability-enhancing steering, a $685 extra on the Lariat trim and up (and standard on the Platinum). A stiffer frame, more LED lighting accents, more luxury, and higher tow ratings are expected in a redesigned heavy-duty truck these days. One that drives smaller than it looks, as does this Ford, is our idea of a big-truck breakthrough. Photo gallery - http://www.caranddriver.com/photo-gallery/2017-ford-f-350-super-duty-diesel-v-8-4x4-crew-cab-instrumented-test