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The all-new 2018 Buick Regal, design in Germany by Opel. http://www.caranddriver.com/news/the-2018-buick-regal-sedan-and-wagon-are-going-to-be-hot-news

Bloomberg / December 5, 2016 Dozens of Volkswagen officials in Germany have hired U.S. criminal defense lawyers as the Justice Department ramps up meetings with managers to gather evidence that may lead to charges against executives. U.S. authorities have traveled to Germany to arrange interviews with managers and seek cooperation in their probe of the automaker’s efforts to subvert anti-pollution rules. With some interviews yet to take place, it makes it less likely that prosecutors will be able to reach a resolution with the company by the close of the Obama administration as some officials had hoped. That activity, and the Justice Department’s efforts to interview executives on foreign soil, shows the U.S. is keeping pressure on the automaker after it admitted last year that it had rigged its diesel engines to lower their emissions during testing. The U.S. has already helped broker a civil settlement that will cost VW over $16 billion in fines and penalties. The Justice Department, characterizing the diesel cheating as a 10-year conspiracy to deceive environmental officials, has said it will pursue criminal charges against not only the company but also individuals. The two-pronged approach would make good on the department’s 2015 call for prosecutors to focus on the individuals behind corporate misdeeds, a policy drafted after criticism that it had entered into multibillion-dollar corporate settlements while failing to prosecute the people responsible. The case could also serve as a capstone to the environmental-enforcement cases pursued under the Obama administration, which includes the $25 billion in criminal fines and civil penalties paid by BP Plc for the Deepwater Horizon oil spill. The U.S. investigators have urged some of the VW employees to come to the U.S., where they can be interviewed away from German prosecutors, who are building their own cases against company officials. U.S. prosecutors hope VW employees would testify against those above them in the company. In September, U.S. prosecutors secured a guilty plea and cooperation from a former VW software engineer who reported to German executives. The U.S., should it choose to pursue charges against executives in Germany, could face challenges. The U.S. can charge individuals even if German authorities issue their own indictments. But getting executives to stand trial in the U.S. could be difficult. Germany’s constitution doesn’t allow citizens to be extradited outside the European Union. The Justice Department is exploring its options to get executives to the U.S. In one scenario, the U.S. could put pressure on the company as settlement discussions advance by filing charges against individual executives, issuing arrest warrants and sending enforcement requests through Interpol via the so-called red-notice system. At the least, that could restrict executives from travel outside Germany for fear of being detained and flown to the U.S. Investigators have already used this technique in investigations of global banks for rigging benchmark interest rates.

Automotive News / November 5, 2016 Dodge wants to get back into NASCAR, Fiat Chrysler CEO Sergio Marchionne said on Sunday. Marchionne was at Daytona International Speedway as part of the Ferrari Challenge World Finals, which wrapped up Sunday. FCA owns Ferrari, and Marchionne is CEO of that brand. When asked if he wanted to see Dodge back in NASCAR, he didn't hesitate. "Yes I'd love to," he said. "I talked to Jim France (executive vice-president of NASCAR) about this just last night." Dodge officially left NASCAR in 2012. The decision came in 2009. Penske Racing was the last team campaigning Dodge before when it moved to Ford in 2012. "I'm the one that made the decision to pull Dodge out," Marchionne said. "I am the guilty party at the table. In 2009 we came out of bankruptcy; we couldn't (justify) racing in NASCAR when I was trying to pay bills and make payroll." "I think we're in a different place now," Marchionne said. At Homestead prior to the final race of the season, NASCAR CEO Brian France confirmed that the sanctioning body was in discussions to bring in another manufacturer. "But we're not in a position to make that announcement," France said at the time. Whether those earlier comments by France are related to Sunday's is a matter on speculation. However, one fact is certain: The man who elected to withdraw Dodge from NASCAR is now ready to return to American stock car auto racing. "We need to find the right way to come back in," Marchionne said. "I've agreed with both Jim and Lesa (France Kennedy, International Speedway Corporation CEO and NASCAR board member) to come back to the issue in short order," he added. NASCAR spokesman David Higdon added, "There is increasing excitement around NASCAR. We continue to have on-going dialogue with a number of auto manufacturers about their interest in joining our sport. We look forward to exploration with them on this topic.”

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The Wall Street Journal / December 5, 2016 November upturn signals truck manufacturing decline has bottomed out, but outlook remains tepid Orders for heavy-duty trucks rose in November from the same month in 2015, the first such increase in nearly two years, in a sign that trucking companies see the freight market bottoming out. Industry research firm FTR Transportation Intelligence said in a preliminary report that fleet owners ordered 19,300 vehicles in November, up 18% from a year earlier and 41% from the previous month. Other analysts estimated orders were up 16% year-over-year last month. The bump follows 20 consecutive months of decline in orders for Class 8 trucks, the big rigs that carry goods on long-haul routes, as fleet owners cut back plans to expand or replace vehicles amid weak shipping demand. However, orders remain below-normal for this time of year, usually the peak period for buying new heavy-duty trucks. In October—a time when fleets typically set plans for the coming year—order cancellations reached the highest rate in more than 20 years. There are “too many trucks chasing too little freight,” said one analyst. “We’ve had no freight growth to speak of in the last six quarters.” Analysts predict Class 8 truck production will total roughly 202,000 vehicles in 2017, a decline of about 12% from this year. Equipment makers have laid off thousands of workers and reduced output from their North American factories over the past year as orders have declined. Daimler AG, which sells trucks in the U.S. under the Freightliner and Western Star brands, and Paccar Inc.’s Kenworth and Peterbilt, are the country’s biggest Class 8 vehicle manufacturers. Between the weak market and holiday shutdowns at truck factories, “we’re expecting November production to be weak and the December production to be pretty bad,” said FTR’s Don Ake. The backlog of heavy trucks ordered but not yet built is expected to increase in those months. Analysts with Stifel Inc. said they expect a 13% decline in truck orders next year. The November upturn “should be viewed as in line with relatively low expectations, though perhaps encouraging that demand has not deteriorated any further,” the analysts said.

The Washington Post / December 5, 2016 President-elect Donald Trump met Monday with former vice president Al Gore, a prominent activist in the fight against global warming. Gore was invited to Trump Tower to discuss the topic by Trump’s oldest daughter, Ivanka, who is not registered with a political party and has pushed her father to adopt some positions usually promoted by Democrats. “I had a lengthy and very productive session with the president-elect. It was a sincere search for areas of common ground,” said Gore. “I had a meeting beforehand with Ivanka Trump. The bulk of the time was with the president-elect, Donald Trump. I found it an extremely interesting conversation, and to be continued, and I'm just going to leave it at that.” Trump has repeatedly called climate change a “hoax” and said it was perpetrated by the Chinese government to take manufacturing jobs from the United States. But during a meeting with the New York Times late last month, he [flip-flopped] said he would keep an “open mind” on the issue and acknowledged that human activity might be connected to changes in the climate. The former vice president “made clear in his statements following the election that he intended to do everything he could to work with the president-elect to ensure our nation remains a leader in the effort to address the climate crisis,” said a Gore aide. While Gore was not personally close to Hillary Clinton — their relationship became strained in the wake of President Bill Clinton’s impeachment and as they each vied for Democratic donors' support during their respective political bids in 2000 — the former vice president campaigned on her behalf late in this year’s presidential campaign. In October, Gore warned that Trump, “based on the ideas that he has presented, would take us toward a climate catastrophe.” Appealing directly to millennials, he alluded to his own narrow loss to George W. Bush in 2000 in Florida and said young people could not afford to vote for anyone other than Clinton. “The world is on the cusp of either building on the progress and solving the climate crisis, or stepping back, washing our hands of America’s traditional role as the leader of the world and letting the big polluters call the shots,” Gore said. “The choice is that clear. It’s that stark.” Ivanka Trump reached out directly to Gore with an invitation to meet, although Gore did not know that the president-elect would be included. Gore was “impressed by her thoughtful comments and framing on the issue,” according to the associate, and agreed to stop by for a meeting. “She clearly is an emissary, and was on this one,” the associate said. Although Ivanka Trump has said she does not plan to take an active role in her father’s administration, she is one of the most influential people in his life and is a member of his transition team. Her husband, Jared Kushner, is one of Trump’s most trusted aides.

"We're going to cancel the Paris climate agreement … and stop all payments of the United States tax dollars to UN global warming programs," Trump vowed at a May speech in North Dakota. ”The concept of global warming was created by and for the Chinese in order to make U.S. manufacturing non-competitive“ — @realDonaldTrump ”This very expensive GLOBAL WARMING bullsh*t has got to stop. Our planet is freezing, record low temps,and our GW scientists are stuck in ice“ — @realDonaldTrump

Benjamin Solomon "Ben" Carson Post: Secretary of Housing and Urban Development (HUD) Previous experience: NONE Age: 65 (born September 18. 1951) Schooling: Carson attended Southwestern High School in Southwest Detroit, where he participated in the Junior Reserve Officer Training Corps (JROTC), reaching the rank of cadet colonel. In his autobiography, Carson claimed to have been offered scholarships to both the University of Michigan and West Point, though the latter one was disputed during Carson's 2016 presidential run. Carson graduated from Yale University in 1973 with a degree in psychology. Carson received his medical degree from the University of Michigan Medical School in 1977. After medical school, Carson completed his residency in neurosurgery at Johns Hopkins Hospital in Baltimore, Maryland. In 1983, he accepted the position of senior registrar at Sir Charles Gairdner Hospital in Perth, Western Australia, spending one year there. Upon returning to Johns Hopkins in 1984, Carson was appointed the university's Director of Pediatric Neurosurgery, specializing in traumatic brain injuries, brain and spinal cord tumors, achondroplasia, neurological and congenital disorders, craniosynostosis, epilepsy, and trigeminal neuralgia. At Johns Hopkins, Carson figured in the revival of the hemispherectomy, a drastic surgical procedure in which part or all of one hemisphere of the brain is removed to control severe pediatric epilepsy. Carson refined the procedure in the 1980s and performed it many times. In 1987, Carson gained notoriety as the lead neurosurgeon of a 70-member surgical team that separated conjoined twins Patrick and Benjamin Binder, who had been joined at the back of the head. On July 1, 2013, Carson retired as a surgeon, saying: "I'd much rather quit when I'm at the top of my game." Background: Carson was born in Detroit, Michigan. His father was a minister and later Cadillac factory worker. Both parents came from Georgia and were living in Tennessee when they met and married. Carson's mother was 13 when she married Carson's father, who was 28. Carson's mother subsequently discovered her husband had another family, for which Carson's father eventually abandoned her. Following his parents' divorce, when Carson was 8-years-old, both he and his older brother, Curtis, were raised by their mother, who worked two or three jobs at a time, usually as a domestic servant. Trump says he was “thrilled to nominate” Carson, saying the retired neurosurgeon had “a brilliant mind and is passionate about strengthening communities and families within those communities. Ben shares my optimism about the future of our country and is part of ensuring that this is a presidency representing all Americans.” Carson would oversee a budget of nearly $50 billion that provides rental assistance for more than 5 million households. Demand for that assistance is high in part because housing costs are rising faster than incomes. HUD also promotes home ownership with the Federal Housing Administration underwriting about 1 in 6 mortgages issued in the U.S. The agency also enforces federal fair housing laws. On November 15, Carson’s business manager and close friend Armstrong Williams said: "Dr. Carson feels he has no government experience, he's never run a federal agency. The last thing he would want to do was take a position that could cripple the presidency." On November 23, Carson said “After serious discussions with the Trump transition team, I feel that I can make a significant contribution particularly to making our inner cities great for everyone. We have much work to do in strengthening every aspect of our nation and ensuring that both our physical infrastructure and our spiritual infrastructure is solid.” “We appreciate Dr Carson’s willingness to take on such a challenging task at an agency that is in need of reform to better serve all Americans,” said Mitch McConnell, the Republican Senate majority leader and husband of transportation secretary nominee Elaine Chao. “I’m confident his life-long career of selfless service will be a positive addition to the incoming administration.” “Dr Ben Carson is a disconcerting and disturbingly unqualified choice to lead a department as complex and consequential as Housing and Urban Development,” said Nancy Pelosi, the Democrats’ leader in the House of Representatives. “There is no evidence that Dr Carson brings the necessary credentials to hold a position with such immense responsibilities and impact on families and communities across America.”

Billy, for the record, the China-assembled Buick Envision is a solid SUV (crossover), and no different in quality than if it had been assembled in he US. I personally don't like GM vehicles because the build materials (interior trim) appear to age faster than competitive brands. Like you, given the massive size of the United States and its light vehicle market, the world's second largest, I believe that light vehicle makers should produce ALL medium and high volume models on U.S. soil, slow selling niche models being the exception.

The all-new Kenworth T610 and T610SAR*, from Paccar Australia. http://www.kenworth.com.au/trucks/t610/ http://www.kenworth.com.au/trucks/t610sar/ * SAR - Short Australian Right-hand drive

Matt Wood, Trade Trucks AU / December 2, 2016 The choice of the ADF, the Benz wagon is now on the market in a 4x4 cab-chassis variant Mercedes-Benz has just launched a work focused 4x4 cab-chassis spin-off of it’s capable, yet premium-priced, 4x4 G-Wagon (Geländewagen ). The G-Wagon professional brings a 2 metric ton (4,409lb) payload (4,490kg GVM without tray) to the table as well as a formidable off-road pedigree. The Benz G-Wagon is already the light vehicle of choice for the Australian Defence Force. The G-Pro sits on 16-inch alloys and has 245mm of ground clearance and a 650mm wading depth. It uses full-time 4x4 system with front, rear and centre diff-locks. Drive to the front and rear wheels is split 50:50. For those who like to strut up and down their bonnet while in the bush, the engine lid can be fitted with non-slip material and has a load capacity of 100kg. The G-Pro also has a braked towing capacity of 2,210kg. Live front and rear axles are suspended by coil springs all round. The 3,400mm (134 inch) wheelbase of the G-Pro gives room for a 2,400mm (7.87 foot) tray which makes for easy load distribution across both axles. Under the bonnet sits a 3-litre V6 diesel that provides 135kW (181hp) at 3,800rpm and 400Nm from 1,600 to 2,000 rpm. And behind that donk sits a 5-speed auto as standard equipment. There’s also a tyre pressure monitoring system to alert the driver of any sudden deflation. A factory snorkel and cyclonic air filter are standard fit as is a bullbar and headlight and indicator protection mesh. Fuel capacity is 96 litres and electrics are powered by a dual 12 volt battery system. To keep things safe, the down and dirty Benz is equipped with a switchable ESC system that includes Electronic Brake Force Distribution and Brake Assist and ABS. It also gets driver and passenger airbag. There is no factory tray option so the G-Pro arrives sans tray. Customers will have to arrange for their own body or tray fitment. The G300 CDI has a manufacturers recommended list price of AU$119,900 (US$89,268) Including GST and LCT(this excludes dealer delivery and on road costs including tray). .

New Kenworth Unveiled Diesel News AU / December 4, 2016 Paccar HQ in Bayswater has seen a new Kenworth unveiled, the T610. Available in two models, the T610 and T610 SAR, this new generation of Kenworths looks set to revolutionise the truck maker’s range, here in Australia. After almost a decade of development, and the result of more than 100,000 Australian design hours and more than ten million kilometres of testing and validation, Paccar said the T610 is the single largest investment in product development the company has ever made in Australia. The new models have been designed to utilise the technology and components available from the Paccar organisation worldwide, but put it together in a particularly Australian way, to meet the trucking industry’s needs both in terms of power and dimensions as well as being able to remain durable in Aussie conditions. The new cabin is fitted to the traditional Kenworth chassis and is the coming together of three sections, an adaptation of the unitary driver’s cab used in the US, a sleeper compartment custom built at the Bayswater plant and a fibre glass roof designed and built in Australia. The 2.1 metre wide cab is almost 300 mm wider than the outgoing cab, with the engineers having also pushed the cab 300 mm forward over the engine to meet Australia’s difficult length laws. With the introduction of the Cummins X15 engine, the new trucks will be available from 450 to 600 hp. This means the two new models will have the capability to replace all of the existing T4 and T6 range from Kenworth. Not that the existing models will be going away anytime soon, Kenworth will be building old and new models, side by side on the production line for the time being. Kenworth says the new cabin is centred entirely around the needs of the driver. Incorporated into the design is greater foot space, more standing room and storage, wider walkthrough access between the seats and more expansive door and windscreen glass, providing space, visibility and ergonomics never before seen in Kenworth’s suite of Australian made trucks. “The core of this project was about building a bigger cab but it’s really about creating the ultimate driver environment,” said Brad May, PACCAR Australia’s Director of Sales and Marketing. “A good driver environment leads to better all-round driving performance, safety, efficiency and productivity.” .

Exclusive Report: Kenworth launches new T610 Steve Brooks, Owner/Driver / December 4, 2016 Kenworth’s new T610 is the biggest and most expensive truck development program ever undertaken in the company’s Australian history. From Kenworth headquarters and behind the wheel, Steve Brooks files this detailed report In the 40 years and more since Paccar first started building Kenworths at its renowned Bayswater (Vic) facility, there has been nothing quite like the new T610. Sure, the first T600s in the mid-80s revolutionised the world of conventional truck design but in the 30 years since then, the actual structure of Kenworth conventionals with their 1.83 metre wide cab has changed very little. Until now! In fact, senior Kenworth insiders say there is nothing in Paccar’s Australian history to even remotely match the investment made in the T610 with its 2.1 metre wide cab. Word has it that by the time trucks start rolling out of Bayswater in February 2017, around $20 million will have been spent on an entirely new conventional truck engineered and built to the specific requirements of Australia and surrounding regions. Some perspective on the extent of the investment in the T610 is perhaps best understood by the fact that the entire range of current 09 models (T409, T609, T909 etc) plus the radically revamped K200 cab-over all came to life for less than half of what will be spent on bringing the T610 into existence. "This is the biggest single investment ever made in new Kenworth product in this country and outside Australia there is nothing like this truck anywhere in Paccar," said a proud Brad May, Paccar Australia sales and marketing director. "We basically took what we could from Paccar’s global platform but no one should be in any doubt that the engineering and design of the finished product are all ours, all done in Bayswater." Major cost items like the firewall and floor structures as well as a completely new and strengthened dash are uniquely Australian, fully engineered at Bayswater to achieve the structural durability and design goals deemed essential for this market. "Our parent company obviously had to approve the investment and we certainly utilised Paccar’s facilities in the US in the durability validation process, but the engineering design is totally ours," Brad May emphasised. "This is a truck engineered in Australia, for Australia. Absolutely!" While external styling is definitely different and comes with a number of ancillary features adapted from the inventories of both Kenworth and Peterbilt in the US, the T610 is unquestionably an exercise in substance over style. Most notably, the cab is wider, taller and in sleeper form, vastly more spacious and liveable than the long-serving cab of Kenworth’s current conventional range. Unlike existing T4 models, for example, sleeper versions of the 610 provide full standing room from the seat to the sleeper and there’s little doubt this fact alone will be a major attraction for owners and drivers alike. For its initial assault on the market, Kenworth’s new T610 will immediately supersede the hugely successful T409 and its SAR derivative, but only those powered by the 15 litre Cummins ISXe5 engine. The 610’s first foray into the market will see it offered in set-back and set-forward (SAR) front axle configurations, initially as a day cab or with an 860 mm (36 inch) sleeper. Of course, further sleeper options will be progressively added. Meantime, ‘409s punched by Paccar’s own 13 litre MX engine will for the time being continue with the current 1.83 metre cab and existing sleeper options. It’s understood, however, that development work on an MX-powered version (T410) is already well under way. As for other conventionals in the Kenworth range, the 2.1 metre cab is almost certain to be applied to all models in due course. The T610 evolved from the conceptual possibilities provided by a US$400 million Paccar development program in the US around 2008 which ultimately saw the release of new Kenworth and Peterbilt models, notably the T680 and Pete 579. Despite their fiercely held independence, the new Kenworth and Peterbilt models shared a new 2.1 metre wide cab. Realising the obvious potential of the wider cab, Australia’s product planning team were soon in touch with their US counterparts investigating the possibilities of a wider righthand-drive cab for the Australian market. As Brad May remarked, it was a long and highly detailed exercise and while a wider cab was seen as a ‘no-brainer’ for the next generation of Kenworth product, building a truck capable of enduring Australia’s operational and regulatory requirements was an all-consuming task. Meantime, the hugely successful T409 with the Cummins 15 litre engine was seen from the outset as an ideal first candidate for the new cab. Evolving from the T600, the T4 family has grown to become the most versatile range in the Kenworth armoury. There are, however, issues associated with the installation of a big bore engine into the relatively narrow confines of the existing 1.83 metre cab. Chief among those issues are a narrow driver’s footwell, awkward access to the bunk due to limited space and lack of standing room between the seats, complex steering geometry, and poor service access to the rear of engine, particularly the 15 litre Cummins. Yet as a few hours behind the wheel of a pre-production unit quickly verified, the 2.1 metre cab of the T610 dramatically diminishes all these issues and in the case of steering geometry, completely negates concerns about complexity thanks to a straight shaft from the cab to the chassis-mounted steering box. The T610 also provides a substantial (30%) increase in space around the driver’s footwell, the gap between the seats has been significantly opened and with a rise in the height of the bunk, there’s now room for an optional slide-out fridge. It’s actually amazing what Kenworth has achieved with an extra 270 mm between the B-pillars. Meanwhile, floor height of the cab has been lifted by around 75 mm, adding another step for the climb in and out. However, the advantages of the higher floor are considerable. Perhaps the greatest benefit is that it has allowed the cab to be moved forward to create a bumper to back-of-cab (BBC) dimension of just 112 inches on the day cab model, giving the newcomer particularly strong appeal for any number of length-critical applications. By comparison, the current T409 has a BBC of 116 inches. Stayin’ Cool Importantly, the higher stance of the cab allows greater airflow underneath to enhance cooling efficiency and considerably improves service access to the rear of the engine. Furthermore, the taller cab also improves visibility though some drivers may rue the fact that the top of the KW ‘bug’ is no longer visible and therefore unavailable as a line of sight to the edge of the road. Kenworth insiders, however, are quick to point out that the bug remains visible over the snout of the SAR version. Still, it’s almost certain some operators will question the cost-effectiveness of the T610’s single-piece windscreen over the two-piece ‘screen available on current T4s. For now though, Kenworth says it will be sticking with the single ‘screen. However, it’s highly unlikely anyone will question the mirrors. Adapted from US models, they’re mounted on low slung dual arms and offer little visual interference on the approach to roundabouts and the like. They’re also incredibly strong as a Kenworth executive demonstrated by swinging his full weight from the mounting arm. Under the hood, the T610 uses an aluminium radiator and an assertive Brad May says the new model has no difficulty cooling 600 hp at high loads and high ambient temperatures. As for durability of the aluminium cooler, May says there have been no issues with the aluminium radiator used in MX-powered 409s and given the amount of testing done on the T610, Kenworth is entirely confident there won’t be any dramas with the new installation. Furthermore, Kenworth is adamant that despite the bigger cab there has been no increase in tare weight due in large part to the use of aluminium wherever possible, not least in the radiator and the majority of the cab shell. It’s worth mentioning, however, the roof of sleeper cab models is made of a strong yet lightweight composite material. Typically, quality and strength were high on the priority list with extensive engineering and test procedures put in place from the outset. One of those procedures was to ‘wire’ a T650 operating in roadtrain roles with Queensland-based livestock specialist Ross Fraser to electronically record a ‘drive file’ of real world and often severe road conditions for testing and engineering validation. This data platform was the critical factor in creating what Brad May says is "The strongest cab we’ve ever built," with test cabs enduring three times the normal cycle of shaker tests. "No Kenworth cab has undergone greater durability assessment than the T610 and the whole structure stood up to everything put to it. Meanwhile, back in Bayswater the cab was subjected to ECE R-29 crash standards and again came through with flying colours according to Brad May. Likewise, the interior layout is a uniquely Australian design. For example, between the firewall and an injection moulded dash fascia which is said to be double the thickness of US designs, a totally new heating, ventilation and air-conditioning system was created for Australian conditions. Additionally, the structural integrity of the dash and its underlying components are founded on what Kenworth describes as a purposely designed cross-car steel beam stretching across the width of the dash. "A huge amount of time, effort and obviously money went into the dash and all the components attached to it. It was a complex exercise but we knew it had to be absolutely right," Brad May remarked. Visually, the dash is decidedly different but in typical Kenworth fashion, strong on function and form. The initial design sees a woodgrain fascia surrounding traditional gauges, with an optional multi-function touchscreen in the pipeline. Lower down and within relatively easy reach is a line of switches to a wide range of functions such as engine brake, diff lock and the like. Meanwhile, switches for cruise control, audio, and menu functions for an LCD info display directly in front of the driver are mounted on the arms of a comfortably padded steering wheel. Most prominent gauges are obviously the speedo and rev counter under the LCD screen. On each side are well positioned gauges and Kenworth points out that up to 18 gauges can be specified in the T610. Putting practicality first and certainly bucking the trend in automotive design are exposed fasteners holding the dash in place. "The trend in automotive styling these days is to hide screws and fasteners," Brad May explained. "But if something needs attention behind the dash, access is made a lot easier and there’s much less chance of damage by simply undoing a few easily reached screws to get behind the dash fascia." Surprisingly, cup holder trays on the lower edge of the dash centre differ between automated and manual transmissions. With a manual stick, the cup holder is neat and unobtrusive but automated versions have the ‘cobra’ shift controller mounted on a much larger assembly which extends notably into cab space. In the lead-up to the launch of the T610, the first field evaluation unit went to work with high profile fleet McColl’s in June and over following months another four units – day cab and sleeper versions – hit the highways with various operators. Kenworth insists that by the time production trucks start rolling out of Bayswater, at least 11 pre-production T610s will be involved in ongoing field trials. Trial results have been extraordinarily positive says Brad May, adding that the years of careful planning, local engineering and design experience, and brutal test procedures have driven high levels of confidence that Kenworth’s latest will also be its greatest. "The T610 is home-grown and we are already incredibly proud of what we’ve achieved with this truck," he said earnestly. "Yes, we’re extremely confident but then, I think we have good reason to be. "After all, the T610 is the latest evolution of what we’ve been doing in this country for 40 years. Building trucks for Australia." .

New Kenworth T610 launched in Melbourne Prime Mover Magazine / December 5, 2016 After almost a decade of development, Kenworth has officially launched the new T610 model during a spectacular ceremony in Melbourne on the weekend. The result of more than 100,000 Australian design hours and more than ten million kilometres of testing and validation, the T610 was specifically developed for the local road transport market, according to Brad May, Paccar Australia’s Director of Sales and Marketing. “The T610 is the single largest investment in product development the company has ever made in Australia,” he said. “It represents everything a Kenworth should be in terms of durability, reliability and safety. Yet the really noticeable product improvements are the superior space, ergonomics and driver comfort and control.” Based on a tried and proven chassis, the T610 features an entirely new cabin that is centred around the needs of the driver, May elaborated. “The core of this project was about building a bigger cab but it’s really about creating the ultimate driver environment. “A good driver environment leads to better all-round driving performance, safety, efficiency and productivity.” At 2.1m, the new cab is almost 300mm wider than the outgoing one (T409, ed.), with the engineers having also pushed the cab 300mm forward over the engine to meet Australia’s stringent length laws and make the T610 more attractive for the contested fleet market. “Incorporated into the design is greater foot space, more standing room and storage, wider walkthrough access between the seats and more expansive door and windscreen glass, providing space, visibility and ergonomics never before seen in Kenworth’s suite of Australian made trucks,” May summarised. While all Kenworth trucks are tested and validated to the same standards, the benchmark for the T610 has been elevated even further, Kenworth’s Engineering Project Design Manager, Ross Cureton explained during the launch event on Saturday. “The T610 has been tested three times more than any Australian Kenworth truck that’s gone before it,” he shared. “All Kenworth trucks would normally run on a standard, 60-day shake test program, where the physical cab is mounted on a simulation machine, as if driving on its chassis, to see if it survives. We put the T610 cab through three of these cycles, which acts as if it were being subjected to the vibrations and forces of the worst case road conditions found in Australia.” Cureton said despite the multiple, at times violent simulations, the new Kenworth cab passed with flying colours. “I’ve been at Kenworth for 23 years and the T610 shake test has proven it to be the most durable cab we’ve ever tested, and we wouldn’t want it to be any less, given the Australian market and our collective expectations.” As part of the new cab, Kenworth also developed a new, automotive quality dashboard with improved access to the air conditioning (HVAC, ed.) system and tool free access to electrical circuit protection, plus visually apparent fasteners in the dash to assist further access if required. Under the hood, the new T610 will be powered by Cummins’ X15 Euro V engine with Advanced Dynamic Efficient Powertrain (ADEPT) technology – a term to summarise a whole suite of electronic features that interact with the optional Automated Manual Transmission (AMT), dynamically adapting to operating conditions to enhance fuel economy with no impact to productivity. The T610, which also come in a SAR version, will be offered in either a day cab or a 860mm sleeper to make it suitable for virtually any application – including maximum payload 26m B-double work. The set forward front axle (SAR) version will also make it suitable for 19m single trailer, as well as tipper and dog applications. On the safety front, the 610 will be available with state-of-the-art collision avoidance and mitigation technology, “including active cruise with braking and lane departure warning working in harmony to take safety to the next level”, as Kenworth put it. .

Absolutely superb ad. Why can Ford U.S. talk to the audience intelligently like that? The dumbed down ads get old real fast.

Ford impresses. I speak with Ford-Otosan people on a regular basis. The amount of ambition and passion for Ford Trucks among the people there is absolutely amazing. A solid engine, currently offered in 420hp and 480hp versions. Ought to offer a 450hp rating as well. Setting it up to meet Euro-6 or EPA2010 is not problem using an SCR/cooled EGR combination. Purely for Euro-6,, an SCR-only configuration like Scania and Iveco offer is also feasible. Note the air-to-water intercooler (aftercooler) mounted up front. I suspect that, with the current cab, there wasn't space for an air-to-air intercooler. So this temporary until the new, larger cab arrives. Ford was itself behind the creation of the 7.3 and 9.0-liter in-line sixes. The 10.3L and 13L (actually 12.7) were acquired from Fiat Powertrain Technologies (FPT). The 7.3 and 9.0 can meet Euro-6, so I'll say they can be adapted to the close equivalent EPA2010.

Donald Trump steps up warnings to US business over offshoring The Financial Times / December 4, 2016 President-elect threatens tariffs of 35% on goods produced by units abroad Donald Trump has stepped up his warnings that US companies will be punished for shifting production overseas. The US president-elect on Sunday reinforced a campaign pledge that he would impose a punitive 35 per cent tariff on US companies that import products from their factories abroad, a step that would roil global supply chains and meet fierce resistance from business. In a series of early-morning tweets, he told companies considering offshoring that his plans would “make leaving financially difficult”, adding: “Please be forewarned prior to making a very expensive mistake!” China is one of the top offshoring destinations for US companies. Vice president-elect, Mike Pence, said Trump feels that “we’ve just been losing to China far too long economically”. “The American people have elected a president who, not just with regard to China, but with other countries around the world, and even in our hemisphere, [is] going to put American workers and American jobs first,” said Pence. In a sign of the support he is receiving from countries not usually seen as the US’s allies, Russian President Vladimir Putin on Sunday called Trump a “clever” man who would soon get to grips with the weighty duties of his new job. “Since he’s achieved success in business, that suggests he is a clever man,” said Putin. “So if he’s a clever man, that means he’ll quite quickly grasp another level of responsibility. We assume that he will act from these positions.” Big US businesses have welcomed Trump’s plans to cut taxes and regulation but are upset by his hostile stance on free trade. Trump didn’t explain how the tariffs would be implemented and whether they would apply to all imports or only those from US-owned factories overseas. It was also unclear whether they would affect existing or only new offshore production. Pence on Sunday said the incoming Trump administration had already secured agreement from Mexico’s president Enrique Pena Nieto that it would renegotiate the NAFTA free trade agreement. “[Trump is] going to put on the table all the tools that are going to take away the advantages of companies that for far too long have been pulling up stakes, leaving American workers behind and then creating products, shipping them back into the [US],” Pence said. .

Commercial Motor TV - sponsored by DAF Trucks / December 2, 2016 .

Ford-Otosan Press Release / December 2, 2016 Watch how 13-liter Ford "Ecotorq" engines come to life in at the Ford-Otosan İnönü engine plant. At Ford Trucks, we’re serious about trucking. It's why we designed our Cargo heavy truck range from the ground up to meet your needs and expectations. See your authorized Ford heavy truck dealer today for details, or visit the global Ford heavy truck website at https://www.fordtrucks.com.tr/ .

Renault Trucks delivers a D WIDE CNG with horizontal exhaust to the STAF haulage company Renault Trucks Press Release / December 2, 2016 Renault Trucks has delivered its first Euro 6 D WIDE CNG with horizontal exhaust to food and refrigerated transport company STAF. This model which is specially designed for distribution and can operate on either natural gas or biogas will be released in early 2017. The Staf food and refrigerated transport company was the first to receive a Renault Trucks 19-tonne Euro 6-compliant D WIDE CNG with horizontal exhaust. This model will be released in early 2017. The Renault Trucks D WIDE CNG Euro 6 enjoys the same chassis and body-mounting possibilities as its diesel counterpart since there is no vertical exhaust to integrate between cab and trailer. Its Euro 6 compliant NGT9 6-cylinder engine displaces 8.9 litres and delivers a power output of 320 hp. It is designed to run on both natural gas and biomethane (biogas). These features make the D WIDE CNG the ideal choice for urban delivery businesses operating at controlled temperatures. The low entry cab with its two-step access is convenient for regular deliveries; the tight turning radius improves manoeuvrability and the Allison automatic gearbox lets the driver concentrate on the road ahead. The D WIDE CNG also boasts a hydraulic retarder which, together with the automatic gearbox, extends the lifespan of the entire system, especially the brake pads. The 19-tonne 4x2 rigid truck supplied to STAF is fitted with a 51 m3 refrigeration unit with an electrically powered Frigoblock system. This means less noise and lower emissions from the refrigeration system. The Renault Trucks D WIDE CNG with horizontal exhaust scheduled for launch in 2017 will include new features such as cruise control, pneumatic front suspension as well as the various fittings of the D WIDE cab. The D WIDE CNG with horizontal exhaust will take pride of place on the Renault Trucks stand (hall 2, aisle J, stand 117) at Pollutec, the international exhibition of environmental equipment, technologies and services, held at Lyon’s Eurexpo exhibition centre from November 29 to December 2, 2016.

Associated Press / December 3, 2016 Donald Trump is taking on another Indiana manufacturer that has plans to let go of workers and move operations to Mexico. Late Friday, Trump tweeted: "Rexnord of Indiana is moving to Mexico and rather viciously firing all of its 300 workers. This is happening all over our country. No more!" Rexnord operates a bearings factory near the Carrier plant in Indianapolis, where Trump on Thursday touted a deal to save hundreds of jobs in exchange for about $7 million in state tax breaks and grants. Trump told workers at the Carrier plant, "Companies are not going to leave the United States anymore without consequences." ----------------------------------------------------------------------------------------------------------------- The Wall Street Journal / December 5, 2016 Donald Trump criticized a second U.S. manufacturer for its plans to move a factory from Indianapolis to Mexico, as the president-elect took to Twitter over the weekend to press his attacks against American companies shifting production abroad. “Rexnord of Indiana is moving to Mexico and rather viciously firing all of its 300 workers,” Mr. Trump wrote late Friday. “This is happening all over our country. No more!” Rexnord, which is based in Milwaukee, intends to move production of the industrial bearings it makes in Indianapolis to Monterrey, Mexico, according to its employee union. The move, expected by the middle of next year, would eliminate about 300 jobs. Rexnord refused to comment. Shares of Rexnord have tumbled about 8% from Wednesday’s close. Early Sunday morning, Mr. Trump sent out a series of tweets reaffirming his position that companies that move production abroad and fire workers in the U.S. will face consequences, such as a 35% import tariff. “Please be forewarned prior to making a very expensive mistake!” he wrote. He encouraged business leaders to explore relocating factories between states and negotiating for tax breaks, a strategy that some state officials fear will escalate an arms race of incentives. Asked Sunday if Trump was going to intervene at Rexnord and other companies, Vice President-elect Mike Pence said Trump “will make those decisions on a day-by-day basis.” Carrier, a unit of United Technologies Corp., still plans to shift 1,300 jobs from Indiana to Mexico. On Friday, Ford CEO Mark Fields said he still going to relocate small car production to Mexico despite repeated criticism from Trump. Chuck Jones, president of a United Steelworkers local that represents Indianapolis workers at Carrier and Rexnord, said Friday he was grateful for Mr. Trump’s intervention at Carrier but added that he wasn’t optimistic other companies will shelve plans to move manufacturing abroad, even if they are offered state or federal incentives. “There’s not enough taxpayer money to reward companies not to leave the country when we’re competing with $3-an-hour wages in Mexico,” Jones said. The steelworkers union said the hourly wages at the Rexnord plant, which currently range from $18.82 to $30.81, would have to drop below the U.S. minimum to match the company’s estimated cost savings in Mexico. Trump’s representatives were in touch with Rexnord as recently as mid-November. The closing of the Indianapolis plant is part of Rexnord’s plan to counter slow sales by cutting $30 million in costs and as much as one-quarter of its factory space globally before the end of March. North America is expected to bear the brunt of the cuts. In its fiscal year ended March 31, Rexnord’s sales fell 6.3% to $1.92 billion. Its profit sank 19% to $67.9 million. Rexnord is far smaller than United Technologies, a group with nearly 200,000 workers and big defense projects. Rexnord, which produces ball bearings, gears, plumbing valves and other industrial products, had 7,700 employees, including 4,200 in the U.S., as of March 31.

Jim Park, Today’s Trucking / December 2, 2016 Drivers of severe-service vocational trucks will likely look back on 2016 as a year that made their jobs much easier. It wasn’t a banner year for growth in many industry segments, but truck makers still managed to produce some attention-grabbing upgrades to existing product lines. This year saw the introduction of a new -lightweight 11-liter engine for the -vocational side that offers a very nice power-to-weight ratio with ratings ideal for the market. And we even got a couple of brand new models to cheer about: the MBT 40 off-road severe-service chassis from Western Star and Navistar’s HX line. Introduced in February, the HX series will replace the PayStar lineup as of January 2017. The HX is the first new truck introduced by Navistar since 2010. PayStar production will end this month. “We are looking at the HX series to rejuvenate the market,” said Chad Semler, director of product marketing for severe-service trucks. “We will offer four base models – two with short hoods in set-forward and set-back axle configurations for our N13 engines, along with two long-hood versions, again set-forward and set-back, for the Cummins X15 engines.” The WorkStar series will live on, giving the lighter side of the market a host of options and configurations. The HX is the top-of-the line chassis for the heavy side of the business, seemingly custom-designed for Canadian service. “Just under 50% of the orders from the first round of HX production went to Canada,” Semler said. “Pent-up demand for this extreme-duty platform was very high and our Canadian dealers were really excited about the truck. It’s proving to be very popular in Canada.” In May, Western Star disrupted the severe off-road market, introducing its Extreme Duty (XD) Off-road package and the new the MBT-40 Transformer lineup, both built on the 6900 Model chassis. The Multi-Body Transformer can quickly change from one fully functional in-cab controlled body application to another, like switching from a water tank to a dump body. The Western Star product launched at a time when the market was reeling from the collapse in oil prices, and a glut of underutilized equipment was being sold off at auction. Still, Western Star reports a few new developments to the product since May, including a new hydraulic control system that adds even more plug-and-play options for a variety of applications, and an 85-metric-ton configuration that uses a new Link suspension. There’s also a lighter version in the works, the MBT 25, that offers the same quick-change -flexibility in a smaller package. That truck will make its first appearance at the spring construction shows in Las Vegas. “These trucks will revolutionize the market,” said John Tomlinson, Western Star’s XD and vocational sales manager. “It used to be a two-week process to swap out a body, and in Western Canada, where you don’t use water trucks in the winter, a truck can sit for three to four months. We can make that switch in less than 30 minutes, keeping that asset working year-round with a fraction of the transition cost and downtime.” Freightliner’s 122SD model, like its big Western Star brother, has felt the impact of the downturn in oil and construction markets, but the evolution continues. JP Davis, market segment manager for Freightliner Trucks, says they have recently added a 23,000-pound steer axle option for tractor is in the heavy-haul environment. “Canada is a large part of the market for this truck, and we’re anxiously waiting for the oil field and construction markets to get back on their feet,” Davis said. Kenworth recently expanded its T880 lineup, adding a set-forward axle option. The T880S makes available front axle ratings from 14,600 to 22,800 pounds. Single, tandem, or tridem drive axles and a variety of factory-installed lift axles are among a range of options available. The T880 and T880S come standard with the recently uprated 12.9-liter Paccar MX-13 engine, which now cranks out up to 510 horsepower and 1,850 lb-ft of torque. For weight-sensitive applications, the 10.8-liter PACCAR MX-11 engine, introduced last fall and put into production early this year, is 400 pounds lighter than the MX-13. The MX-11 offers up to 430 horsepower and 1,550 lb-ft of torque and is well suited for many on- and off-road applications such as ready-mix trucks. Peterbilt now offers the Hendrickson HMX Suspension weight-bias spring package for its Model 567. “This load spring option is intended to help adjust for vehicle lean conditions that may be induced by a side-to-side weight bias from certain bodies and mounted equipment, such as those used in refuse, concrete mixer, and well driller applications,” said Charles Cook, marketing -manager for vocational products. And, new to a market segment we -seldom cover here, is Peterbilt’s Model 520, a Low-Cab-Forward dual-control chassis for refuse collection and concrete pumper applications. “The Model 520 features two nearly identical work environments so drivers can seamlessly and safely operate from the left- or right-hand side, including dual controls for the parking brakes, HVAC system and stereo,” said Cook. New offerings from Mack this year include the latest version of the 11-litre MP 7 engine with the updated wave piston design and a common-rail fuel injection system to reduce emissions and improve efficiency. It’s also about 50 pounds lighter than the previous version. Mack also rolled out the uprated mDrive HD 14-speed Automated Manual Transmission with two crawler gears that will really help folks that pour concrete curbs and sidewalks. “The integration with the Mack mDrive HD 14-speed allows for seamless communication among components so that the vehicle is always in the right gear without the driver having to manually shift, reducing driver fatigue and increasing safety. It also provides a deep ratio of 32:1 in the lowest creep gear to facilitate low-speed functionality such a curb pouring when needed,” said Tim Winkle, Mack construction product manager. “Vocational trucks, particularly these severe service models, are interesting and challenging to work on,” said John Felder, product marketing manager at Volvo. “The Canadian market is completely different from Edmonton to Quebec City. Every time we build something special and send it out into the field, particularly when we have a good partnership with the body builder and the owner, it’s like sending one of your kids off to school for the first time.” .

Nikola seeks to create “all-inclusive” truck model Sean Kilcarr, Fleet Owner / December 2, 2016 Its new Nikola One sleeper tractor, expected to be in production by 2020, will include one million miles of fuel, maintenance service, and even a freight matching service in the purchase price. During the unveiling of the new Nikola One hydrogen fuel cell powered all-electric Class 8 highway tractor during a media event held here the world headquarters of Nikola Motors Co., Trevor Milton, the company’s president and CEO, told Fleet Owner he also expects it to be the first “all-inclusive” model – incorporating fuel, maintenance, even a freight-matching service, into the purchase price. “Everything is going to be built right into the truck, just like an iPhone,” he explained. “We’re going to consolidate a lot of the industry’s problems; rather than attack issues individually we’re going to create solutions through a single package.” Milton referred to this as a “white glove” approach to trucking. “It’s all about giving a driver all the tools they need to get the job done,” he said. During the unveiling of the Nikola One prototype – a truck Nikola expects will go into full production by 2020 – Milton listed all of the items that will be incorporated into its sticker price: Ryder System will sell, service, and provide warranty coverage for the Nikola One through its 800 locations throughout the continental U.S., Canada and Mexico, with “different leasing programs” planned as well; Roughly one million miles worth of hydrogen for the vehicle’s fuel cell will be provided at no cost to Nikola One customers through a network of 364 refueling locations Nikola is currently constructing; A freight matching service called Nikola Shipments will be “pre-loaded” aboard the vehicle – one reason why the company is incorporating a 21-in. computer screen into the dashboard. Max Fuller, chairman and CEO of TL-carrier U.S. Xpress, told Fleet Owner he “likes what he sees” so far from this “all-inclusive” approach taken by Nikola and believes the Nikola One could be a “game changer” for the trucking industry. “The highest risk for trucking companies is fuel prices,” he explained. “We don’t control them and they lead to so much [freight] rate volatility. Going to an all-electric truck would get us out of that cycle.” Fuller added that Nikola “didn’t skimp on anything” in terms of safety and driver comfort features and believes the zero-emission footprint of the Nikola One – its only tailpipe emission is water vapor – will appeal to the Environmental Protection Agency (EPA). “Every four or five years it seems we get hit with some new environmental rule that leads to equipment changes, then problems and downtime,” he said. Going to an all-electric truck “will get us away from that volatility as well,” Fuller noted. He said drivers should like this new truck as well as it is quiet, has more “instant power” so it can keep up with traffic and climb hills, with a lot more stopping power as well. “A lot of driver-friendly features are built into this truck; it’s very proactive,” Fuller said. “This is what we need to make the driver’s job better and the highways safer.” Nikola’s Milton noted during the unveiling that the Nikola One is expected to have a range of 1,200 miles with a full load of hydrogen aboard, as the vehicle gets an estimated 15.4 mpg. The Nikola One’s electric motor also provides “instant acceleration,” he explained, in as little as 30 milliseconds. That power comes from the vehicle’s 320 kilowatt-hour battery pack, Milton noted. And by replacing the traditional diesel engine, exhaust aftertreatment and transmission found on today’s typical Class 8 truck with an electric motor, fuel cell, hydrogen storage tanks, and battery pack, the Nikola One ends up 2,000 lbs. lighter than a typical Class 8 diesel tractor. In terms of safety, the Nikola One is equipped with air disc brakes yet also uses “regenerative braking” to not only help stop the vehicle but “capture” braking energy and store it in its battery pack. “A typical air disc brake caliber activates in 0.45 seconds; using regenerative braking means we can activate braking power in 30 milliseconds; 15 times faster,” Milton said. That means whereas it takes 65 ft. for a typical Class 8 tractor’s air disc brakes to engage, the Nikola One can start braking in as little as two to three feet. That “regenerative braking” also reduces wear and tear on the braking system as a whole, Milton noted. “Brakes get hot because energy is transmitted as heat,” he explained. “We absorb 85% of that heat into the batteries. That means we can double or triple brake life.” In terms of building the Nikola One, glider kit maker Fitzgerald will manufacture the first 5,000 of them – Milton says his company has nearly $4 billion worth of pre-orders for its new truck – as Nikola builds its own $1 billion assembly plant with an expected production capacity of 50,000 vehicles. Further details about that plant will be released next year. Milton expects the Nikola One to be in full production by 2020, with a daycab version of its highway tractor – the Nikola Two – to follow. And he is not concerned about the nearly three-year gap between the unveiling of the Nikola One prototype and its expected full-production target date. “Trucking has been around for 100 years and it has taken 60 years to bring the diesel engine up to where it is today,” he said. “Our truck is more efficient than anything out there now and it will be as high quality as it can be.” .